JP6969231B2 - Braking force control device and braking force control method - Google Patents

Description

The present invention relates to a braking force control device for controlling the braking force of a vehicle and a braking force control method.

Conventionally, there has been a problem that when an operation of applying a braking force to a wheel (hereinafter referred to as a braking operation) is executed in a vehicle, the braking force is not generated quickly and the mileage during the braking operation becomes long. The reason is, for example, the time until the motor that drives the pressurizing pump of the brake fluid reaches the steady rotation speed, and the brake fluid pressure to reduce the play of the brake device (for example, the clearance between the brake pad and the brake rotor). This is because the idle running time becomes longer due to the time for pumping.

As a technique for solving such a problem, precharge control is known in which a pressurizing pump is driven to precharge the brake fluid pressure in the wheel cylinder before the braking operation is executed (for example, Patent Document 1). reference).

Japanese Unexamined Patent Publication No. 2005-297945

However, since the brake fluid pressure to be precharged is low, the brake fluid pressure required to execute the braking operation may not be obtained promptly. Therefore, the precharge control was insufficient to quickly generate the braking force.

An object of the present invention is to provide a braking force control device and a braking force control method capable of generating braking force more quickly.

The braking force control device of the present invention includes a master cylinder that outputs brake hydraulic pressure, a master cut valve provided on the downstream side of the master cut valve, a holding valve provided on the downstream side of the master cut valve, and the above. The wheel cylinder provided on the downstream side of the holding valve, the pressure reducing valve branched on the downstream side of the holding valve, and the brake hydraulic pressure on the upstream side of the master cut valve are pressurized to provide the master cut valve and the master cut valve. A pressurizing pump that outputs to the holding valve and a driving motor that drives the pressurizing pump are provided, and by transmitting the brake hydraulic pressure to the wheel cylinder, braking force is applied to the brake device provided on the wheel. A valve control unit that controls each of the master cut valve , the holding valve , and the pressure reducing valve to an open state or a closed state, and a motor control unit that drives the drive motor. The first setting is precharge control in which the master cut valve , the holding valve , and the pressure reducing valve are controlled to be in an open state, and the pressurizing pump is driven by driving the driving motor. The pump is executed for a period of time, and after the precharge control is completed, the master cut valve is controlled to be in the closed state, the holding valve and the pressure reducing valve are controlled to be in the open state, and the driving motor is driven to drive the pump. The pre-pressurization control for driving the pressure pump is executed for the second set time.

The braking force control method of the present invention includes a master cylinder that outputs brake hydraulic pressure, a master cut valve provided on the downstream side of the master cylinder, a holding valve provided on the downstream side of the master cut valve, and the above. The wheel cylinder provided on the downstream side of the holding valve, the pressure reducing valve provided branched on the downstream side of the holding valve, and the brake hydraulic pressure on the upstream side of the master cut valve are pressurized to provide the master cut valve and the master cut valve. A pressurizing pump that outputs to the holding valve and a driving motor that drives the pressurizing pump are provided, and by transmitting the brake hydraulic pressure to the wheel cylinder, braking force is applied to the brake device provided on the wheel. It is a braking force control method of the device for generating the above, and drives the pressurizing pump by controlling the master cut valve, the holding valve , and the pressure reducing valve in an open state and driving the driving motor. The precharge control to be caused is executed for the first set time, and after the end of the precharge control, the master cut valve is controlled to the closed state, the holding valve and the pressure reducing valve are controlled to the open state, and the drive is performed. The pre-pressurization control for driving the pressurizing pump by driving the motor is executed for the second set time.

According to the present invention, braking force can be generated more quickly.

Schematic diagram showing an example of the configuration of the braking force control device according to the embodiment of the present invention. A flowchart showing an example of the operation of the braking force control device according to the embodiment of the present invention. A graph showing an example of the relationship between the time and the brake fluid pressure during operation of the braking force control device according to the embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

First, the configuration of the braking force control device 100 according to the embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic diagram showing an example of the configuration of the braking force control device 100.

The braking force control device 100 shown in FIG. 1 is a device mounted on a vehicle and generating braking force on each wheel (left front wheel FL, right front wheel FR, left rear wheel RL, right rear wheel RR) of the vehicle.

As shown in FIG. 1, the braking force control device 100 includes a brake pedal 1, a booster 2, a master cylinder 3, a wheel cylinder 4FL, 4FR, 4RL, 4RR, an ECU (Electronic Control Unit) 10, and a HU (Hydraulic). Unit: Also referred to as a hydraulic pressure control device) 20.

The brake pedal 1 is a member that is stepped on by the driver of a vehicle that intends to generate braking force on each wheel.

The booster 2 is a device that boosts the pedaling force applied to the brake pedal 1 by the stepping operation.

The master cylinder 3 includes two pistons and two hydraulic chambers (primary chamber and secondary chamber, both of which are not shown) partitioned by the two pistons. These two hydraulic chambers are filled with the brake fluid (for example, brake oil) supplied from the master reservoir 3a.

The master cylinder 3 converts the pedaling force input from the booster 2 into a master cylinder pressure (hereinafter referred to as brake fluid pressure) by the hydraulic pressure chamber and the piston, and to the hydraulic pressure pipe 5A and the hydraulic pressure pipe 5B. Output.

The wheel cylinders 4FL, 4FR, 4RR, and 4RR are connected to brake devices (not shown) arranged on the left front wheel FL, the right front wheel FR, the left rear wheel RL, and the right rear wheel RR, respectively. Further, each of the wheel cylinders 4FL, 4FR, 4RR, and 4RR includes a piston (not shown) that operates by a given brake fluid pressure. By the operation of this piston, a brake pad (not shown, a component of the brake device) is pressed against a brake rotor (not shown, a component of the brake device), and a braking force is generated on each wheel. In this embodiment, this operation is referred to as "braking operation". Examples of the braking operation include AEB (Autonomous Emergency Braking).

The ECU 10 includes a valve control unit 101 and a motor control unit 102.

The valve control unit 101 opens (for example, fully open) each of the master cut valves 6A and 6B provided in the HU20, the holding valves 7FL, 7FR, 7RL, 7RR, and the pressure reducing valves 8FL, 8FR, 8RL, and 8RR. ) Or closed state (for example, fully closed state).

The motor control unit 102 controls the start or stop of the drive of the drive motor 9 provided in the HU 20.

Hereinafter, the HU20 will be described in detail. In FIG. 1, each straight line connecting the components in the HU 20 indicates a hydraulic pipe, and is appropriately designated.

The HU 20 is connected between the master cylinder 3 and the wheel cylinders 4FL, 4FR, 4RR, and 4RR. Then, the HU 20 supplies the brake fluid pressure output from the master cylinder 3 or the pressurizing pumps 11A and 11B to the wheel cylinders 4FL, 4FR, 4RR, and 4RR.

Further, the HU 20 individually increases, decreases, or holds the brake fluid pressure output from the master cylinder 3 and the pressurizing pumps 11A and 11B for each wheel cylinder 4FL, 4FR, 4RR, 4RR, and 4RR under the control of the ECU 10. Can be controlled and supplied.

The HU 20 has a front wheel side hydraulic pressure transmission system 20A that transmits the brake hydraulic pressure from the hydraulic pressure pipe 5A to the wheel cylinders 4FL and 4FR, and a rear wheel side fluid that transmits the brake hydraulic pressure from the hydraulic pressure pipe 5B to the wheel cylinders 4RL and 4RR. It is provided with a pressure transmission system 20B.

In the front wheel side hydraulic pressure transmission system 20A, the brake hydraulic pressure from the hydraulic pressure pipe 5A is transmitted to the wheel cylinders 4FL and 4FR via the master cut valve (also referred to as SM valve) 6A, the holding valves 7FL and 7FR. Further, pressure reducing valves 8FL and 8FR are connected between the holding valves 7FL and 7FR and the wheel cylinders 4FL and 4FR.

The brake fluid pressure transmitted to the wheel cylinders 4FL and 4FR is increased or decreased by the holding valves 7FL and 7FR and the pressure reducing valves 8FL and 8FR. As a result, the braking forces of the left front wheel FL and the right front wheel FR are adjusted respectively.

In the rear wheel side hydraulic pressure transmission system 20B, the brake fluid pressure from the hydraulic pressure pipe 5B is transmitted to the wheel cylinders 4RL and 4RR via the master cut valve 6B, the holding valves 7RL, and 7RR. Further, pressure reducing valves 8RL and 8RR are connected between the holding valves 7RL and 7RR and the wheel cylinders 4RL and 4RR.

The brake fluid pressure transmitted to the wheel cylinders 4RL and 4RR is increased or decreased by the holding valves 7RL and 7RR and the pressure reducing valves 8RL and 8RR. As a result, the braking forces of the left rear wheel RL and the right rear wheel RR are adjusted respectively.

Here, the master cut valves 6A and 6B, the holding valves 7FL, 7FR, 7RL and 7RR, and the pressure reducing valves 8FL, 8FR, 8RL and 8RR will be described in detail.

The master cut valves 6A and 6B are normally open type linear solenoid valves that are opened when no current is supplied.

The master cut valves 6A and 6B are controlled to be open or closed by the valve control unit 101 of the ECU 10, so that the master cut valves 6A and 6B are on the upstream side (hydraulic pipes 5A and 5B) and on the downstream side, respectively. Communicate or block. Further, the master cut valves 6A and 6B adjust the differential pressure between the upstream side and the downstream side of the master cut valves 6A and 6B at the time of communication by adjusting the flow rate of the brake fluid, respectively.

Further, each of the master cut valves 6A and 6B is provided with a check valve. These check valves only allow the flow of brake fluid from the upstream side to the downstream side of the master cut valves 6A and 6B.

The holding valves 7FL, 7FR, 7RL, and 7RR are normally open type linear solenoid valves that are opened when no current is supplied.

The holding valves 7FL, 7FR, 7RL, and 7RR are controlled to be in the open state or the closed state by the valve control unit 101 of the ECU 10, respectively, so that the holding valves 7FL, 7FR, 7RL, and 7RR communicate with each other on the upstream side and the downstream side. Or shut off. The holding valves 7FL, 7FR, 7RL, and 7RR can hold the brake fluid pressure acting on the wheel cylinders 4FL, 4FR, 4RR, and 4RR when the holding valves 7FL, 7FR, 7RL, and 7RR are in the closed state.

Further, each of the holding valves 7FL, 7FR, 7RL, and 7RR is provided with a check valve. These check valves only allow the flow of brake fluid from the downstream side to the upstream side of the holding valves 7FL, 7FR, 7RL, 7RR.

The pressure reducing valves 8FL, 8FR, 8RL, and 8RR are normally closed linear solenoid valves that are closed when no current is supplied.

The pressure reducing valves 8FL, 8FR, 8RL, and 8RR are controlled between the wheel cylinders 4FL, 4FR, 4RL, and 4RR and the reservoirs 12A and 12B by controlling the pressure reducing valves 8FL, 8FR, 8RL, and 8RR in an open state or a closed state by the valve control unit 101 of the ECU 10, respectively. Communicate or shut off. When the pressure reducing valves 8FL, 8FR, 8RL, and 8RR are in the open state, the brake fluid pressure acting on the wheel cylinders 4FL, 4FR, 4RR, and 4RR can be reduced.

The master cut valves 6A and 6B, the holding valves 7FL, 7FR, 7RL and 7RR, and the pressure reducing valves 8FL, 8FR, 8RL and 8RR have been described in detail above. Hereinafter, the description of other configurations of the HU20 will be returned.

The HU 20 further comprises a drive motor 9, pressurizing pumps 11A, 11B, and reservoirs 12A, 12B.

The reservoir 12A is provided in the front wheel side hydraulic pressure transmission system 20A, and is connected to the hydraulic pressure pipe 14A, the hydraulic pressure pipe 15A, and the hydraulic pressure pipe 16A. The other end of the hydraulic pressure pipe 14A is connected to the hydraulic pressure pipe 5A, and the hydraulic pressure pipe 14A is provided with a pressure regulating valve 13A. The other end of the hydraulic pipe 15A is connected to the pressurizing pump 11A. The other end of the hydraulic pipe 16A is connected to the pressure reducing valves 8FL and 8FR.

The brake fluid from the pressure reducing valves 8FL and 8FR or the brake fluid from the upstream side of the master cut valve 6A is introduced into the reservoir 12A.

The reservoir 12B is provided in the rear wheel side hydraulic pressure transmission system 20B, and is connected to the hydraulic pressure pipe 14B, the hydraulic pressure pipe 15B, and the hydraulic pressure pipe 16B. The other end of the hydraulic pressure pipe 14B is connected to the hydraulic pressure pipe 5B, and the hydraulic pressure pipe 14B is provided with a pressure regulating valve 13B. The other end of the hydraulic pipe 15B is connected to the pressurizing pump 11B. The other end of the hydraulic pressure pipe 16B is connected to the pressure reducing valves 8RL and 8RR.

The brake fluid from the pressure reducing valves 8RL and 8RR or the brake fluid from the upstream side of the master cut valve 6B is introduced into the reservoir 12B.

As described above, the drive motor 9 is controlled to start / stop driving by the motor control unit 102 of the ECU 10.

The pressurizing pumps 11A and 11B are electrically connected to the drive motor 9, and start / stop the drive according to the start / stop of the drive of the drive motor 9.

The pressurizing pump 11A is provided in the front wheel side hydraulic pressure transmission system 20A, and is connected to the hydraulic pressure pipe 15A and the hydraulic pressure pipe 17A. The brake fluid in the reservoir 12A is sucked through the hydraulic pipe 15A, pressurized, and discharged to the hydraulic pipe 17A. The hydraulic pressure pipe 17A is connected to each of the master cut valve 6A and the holding valves 7FL and 7FR.

The pressurizing pump 11B is provided in the rear wheel side hydraulic pressure transmission system 20B, and is connected to the hydraulic pressure pipe 15B and the hydraulic pressure pipe 17B. The extension of the reservoir 12B and the brake fluid are sucked through the hydraulic pipe 15B, pressurized, and discharged to the hydraulic pipe 17B. The hydraulic pressure pipe 17B is connected to each of the master cut valve 6B and the holding valves 7RL and 7RR.

The configuration of the braking force control device 100 has been described above.

Hereinafter, the operation of the braking force control device 100 will be described.

The braking force control device 100 is characterized in that the precharge control is first executed and then the prepressurization control is performed before the execution of the braking operation. The flow of this operation will be described with reference to FIGS. 2 and 3. FIG. 2 is a flowchart showing an example of the operation of the braking force control device 100, and FIG. 3 is a graph showing an example of the relationship between the time and the brake fluid pressure during the operation of the braking force control device 100.

First, the ECU 10 starts precharge control (step S101).

Here, the precharge control will be specifically described.

The valve control unit 101 controls the master cut valves 6A and 6B, the holding valves 7FL, 7FR, 7RL and 7RR, and the pressure reducing valves 8FL, 8FR, 8RL and 8RR in an open state. Further, the motor control unit 102 starts driving the drive motor 9 and drives the pressurizing pumps 11A and 11B.

As a result, the brake fluid pressurized by the pressurizing pump 11A flows into the hydraulic pressure pipe 17A. Of the brake fluid that has flowed into the hydraulic pipe 17A, a part of the brake fluid flows in the order of the master cut valve 6A, the hydraulic pipe 5A, and the hydraulic pipe 14A and returns to the reservoir 12A, and the rest passes through the holding valves 7FL and 7FR. , Flows into the pressure reducing valves 8FL, 8FR, wheel cylinders 4FL, 4FR.

Similarly, the brake fluid pressurized by the pressurizing pump 11B flows into the hydraulic pressure pipe 17B. Of the brake fluid that has flowed into the hydraulic pressure pipe 17B, a part of the brake fluid flows in the order of the master cut valve 6B, the hydraulic pressure pipe 5B, and the hydraulic pressure pipe 14B and returns to the reservoir 12B, and the rest passes through the holding valves 7RL and 7RR. , Flows into the pressure reducing valves 8RL, 8RR, wheel cylinders 4RL, 4RR.

The precharge control described above is executed for a predetermined first set time (T1 shown in FIG. 3). The first set time is, for example, a time equal to or longer than the time required for the drive motor 9 to reach a steady rotation speed, and the low-pressure brake hydraulic pressure pressurized by the pressurizing pumps 11A and 11B is the wheel cylinder 4FL. It is a time longer than the time until the backlash of the brake device (for example, the clearance between the brake pad and the brake rotor) is clogged by being transmitted to the 4FR, 4RR, and 4RR.

The time point t1 shown in FIG. 3 indicates the end time of the precharge control (the start time of the prepressurization control described later). Further, the brake fluid pressure P1 shown in FIG. 3 indicates the brake fluid pressure at the end of the precharge control. The brake fluid pressure P1 is determined by the throttles of the master cut valves 6A and 6B and is known to the ECU 10.

The precharge control has been specifically described above. Hereinafter, the description of FIG. 2 will be returned to.

If the first set time T1 has not elapsed since the start of the precharge control (step S102: NO), the flow returns to step S102, and the precharge control is continued. On the other hand, when the first set time T1 has elapsed from the start time of the precharge control (step S102: YES), the flow proceeds to step S103.

Next, the ECU 10 ends the precharge control and starts the prepressurization control (step S103). The prepressurization control starts from the time point t1 shown in FIG.

Here, the prepressurization control will be specifically described.

Specifically, the valve control unit 101 controls the master cut valves 6A and 6B in the closed state, and controls the holding valves 7FL, 7FR, 7RL and 7RR and the pressure reducing valves 8FL, 8FR, 8RR and 8RR in the open state. do. Further, the motor control unit 102 starts driving the drive motor 9 and drives the pressurizing pumps 11A and 11B.

As a result, the brake fluid pressurized by the pressurizing pump 11A flows into the hydraulic pressure pipe 17A. Since the master cut valve 6A is in the closed state, all the brake fluid that has flowed into the hydraulic pipe 17A flows into the holding valves 7FL and 7FR, and then flows into the pressure reducing valves 8FL and 8FR and the wheel cylinders 4FL and 4FR.

Similarly, the brake fluid pressurized by the pressurizing pump 11B flows into the hydraulic pressure pipe 17B. Since the master cut valve 6B is in the closed state, all the brake fluid flowing into the hydraulic pressure pipe 17B flows into the holding valves 7RL and 7RR, and then flows into the pressure reducing valves 8RL and 8RR and the wheel cylinders 4RL and 4RR.

The prepressurization control is executed for a predetermined second set time (T2 shown in FIG. 3). In the second set time T2, for example, the brake fluid pressure (brake fluid pressure P1 shown in FIG. 3) at the end of the precharge control reaches a predetermined brake fluid pressure (brake fluid pressure P2 shown in FIG. 3). It's time to.

The time point t2 shown in FIG. 3 indicates the end time of the prepressurization control (the start time of the braking operation). Further, the brake fluid pressure P2 shown in FIG. 3 is a brake fluid pressure required to execute the braking operation, and is known to the ECU 10.

Further, in FIG. 3, the slope of the brake fluid pressure that rises in T2 for a certain period is constant. This inclination is determined by the performance of the pressurizing pumps 11A and 11B and the size of the pistons of the wheel cylinders 4FL, 4FR, 4RR and 4RR, and is known to the ECU 10.

The prepressurization control has been specifically described above. Hereinafter, the description of FIG. 2 will be returned to.

If the second set time T2 has not elapsed from the start time of the pre-pressurization control (time point t2 shown in FIG. 3) (step S104: NO), the flow returns to step S104 and the pre-pressurization control is continued. On the other hand, when the second set time T2 has elapsed from the start time of the prepressurization control (time point t2 shown in FIG. 3) (step S104: YES), the flow proceeds to step S105.

Next, the ECU 10 ends the prepressurization control and causes the brake device to execute the braking operation (step S105). The braking operation is started from the time point t2 shown in FIG.

The operation of the braking force control device 100 has been described above.

Hereinafter, the action and effect of the braking force control device 100 will be described.

First, a case where only precharge control is performed in the configuration shown in FIG. 1 will be described. In this case, as described above, the brake fluid pressure generated by the precharge control (for example, the brake fluid pressure P1 shown in FIG. 3) is a low pressure, and the brake fluid pressure required for executing the braking operation (for example, in FIG. 3). Since the brake fluid pressure P2) is less than the indicated brake fluid pressure P2), there is a problem that the braking operation cannot be executed promptly and the braking force is insufficient to be generated promptly.

Next, a case where only prepressurization control is performed in the configuration shown in FIG. 1 will be described. In this case, the master cut valves 6A and 6B are energized and controlled to be closed, but at this time, the brake fluid pressure on the downstream side of the master cut valves 6A and 6B may be excessively pressurized. In order to avoid this, it is conceivable to provide a pressure sensor for detecting the brake fluid pressure in the hydraulic pressure pipe on the downstream side of the master cut valves 6A and 6B, and perform feedback control based on the detection result. However, since the addition of the pressure sensor involves a large-scale hardware or system change, there is a problem that the cost increases or the like.

Therefore, in the braking force control device 100 of the present embodiment, the precharge control is first executed and then the prepressurization control is executed before the braking operation is executed. Therefore, the precharge control can reduce the time required for the drive motor 9 to reach the steady rotation speed and the time required to pressurize the brake fluid pressure to reduce the play of the brake device, and the prepressurized control can reduce the braking operation. The required brake fluid pressure can be obtained. As a result, braking force can be generated more quickly without any hardware changes.

The operation and effect of the braking force control device 100 have been described above.

Although the embodiments of the present invention have been described in detail so far, the present invention is not limited to the above-described embodiments, and may be appropriately modified and implemented without departing from the spirit of the present invention. It is possible.

<Summary of this disclosure>
The braking force control device of the present invention includes a master cylinder that outputs brake hydraulic pressure, a master cut valve provided on the downstream side of the master cut valve, a holding valve provided on the downstream side of the master cut valve, and the above. The wheel cylinder provided on the downstream side of the holding valve, the pressure reducing valve branched on the downstream side of the holding valve, and the brake hydraulic pressure on the upstream side of the master cut valve are pressurized to provide the master cut valve and the master cut valve. A pressurizing pump that outputs to the holding valve and a driving motor that drives the pressurizing pump are provided, and by transmitting the brake hydraulic pressure to the wheel cylinder, braking force is applied to the brake device provided on the wheel. A valve control unit that controls each of the master cut valve , the holding valve , and the pressure reducing valve to an open state or a closed state, and a motor control unit that drives the drive motor. The first setting is precharge control in which the master cut valve , the holding valve , and the pressure reducing valve are controlled to be in an open state, and the pressurizing pump is driven by driving the driving motor. The pump is executed for a period of time, and after the precharge control is completed, the master cut valve is controlled to be in the closed state, the holding valve and the pressure reducing valve are controlled to be in the open state, and the driving motor is driven to drive the pump. The pre-pressurization control for driving the pressure pump is executed for the second set time.

In the braking force control device, the first set time is longer than the time until the driving motor reaches a steady rotation speed, and the brake fluid pressure is pressurized by the pressurizing pump. It is a time equal to or longer than the time until the backlash of the brake device is clogged by transmission to the wheel cylinder, and in the second set time, the brake fluid pressure at the end of the precharge control causes the brake device to have the braking force. It may be the time until the second brake fluid pressure required for performing the braking operation to generate the above is reached.

Further, in the braking force control device, the braking operation may be started from the end of the prepressurization control.

The braking force control method of the present invention includes a master cylinder that outputs brake hydraulic pressure, a master cut valve provided on the downstream side of the master cylinder, a holding valve provided on the downstream side of the master cut valve, and the above. The wheel cylinder provided on the downstream side of the holding valve, the pressure reducing valve provided branched on the downstream side of the holding valve, and the brake hydraulic pressure on the upstream side of the master cut valve are pressurized to provide the master cut valve and the master cut valve. A pressurizing pump that outputs to the holding valve and a driving motor that drives the pressurizing pump are provided, and by transmitting the brake hydraulic pressure to the wheel cylinder, braking force is applied to the brake device provided on the wheel. It is a braking force control method of the device for generating the above, and drives the pressurizing pump by controlling the master cut valve, the holding valve , and the pressure reducing valve in an open state and driving the driving motor. The precharge control to be caused is executed for the first set time, and after the end of the precharge control, the master cut valve is controlled to the closed state, the holding valve and the pressure reducing valve are controlled to the open state, and the drive is performed. The pre-pressurization control for driving the pressurizing pump by driving the motor is executed for the second set time.

The present invention can be applied to a braking force control device and a braking force control method for controlling the braking force of a vehicle.

1 Brake pedal 2 Booster 3 Master cylinder 3a Master reservoir 4FL, 4FR, 4RL, 4RR Wheel cylinder 5A, 5B, 14A, 14B, 15A, 15B, 16A, 16B, 17A, 17B Hydraulic piping 6A, 6B Master cut valve 7FL, 7FR, 7RL, 7RR Holding valve 8FL, 8FR, 8RL, 8RR Pressure reducing valve 9 Motor 10 ECU
11A, 11B Pressurizing pump 12A, 12B Reservoir 13A, 13B Pressure regulating valve 20 HU
20A Front wheel side hydraulic pressure transmission system 20B Rear wheel side hydraulic pressure transmission system 100 Braking force control device 101 Valve control unit 102 Motor control unit

Claims (4)

A master cylinder that outputs brake fluid pressure, a master cut valve provided on the downstream side of the master cylinder, a holding valve provided on the downstream side of the master cut valve, and a holding valve provided on the downstream side of the holding valve. A wheel cylinder, a pressure reducing valve branched on the downstream side of the holding valve, and a pressurizing pump that pressurizes the brake fluid pressure on the upstream side of the master cut valve and outputs it to the master cut valve and the holding valve. A braking force control device including a driving motor for driving the pressurizing pump, and transmitting the brake fluid pressure to the wheel cylinder to generate braking force in the braking device provided on the wheel. hand,
A valve control unit that controls the master cut valve , the holding valve , and the pressure reducing valve to be in an open state or a closed state, respectively.
It has a motor control unit that drives the drive motor, and has
Precharge control for controlling the master cut valve , the holding valve , and the pressure reducing valve in an open state and driving the pressurizing pump by driving the driving motor is executed for the first set time.
After the precharge control is completed, the master cut valve is controlled to be closed, the holding valve and the pressure reducing valve are controlled to be open, and the drive motor is driven to drive the pressurizing pump. Pressurization control is executed for the second set time,
Braking force control device. The first set time is
The time until the drive motor reaches a steady rotation speed and the time until the backlash of the brake device is clogged by the transmission of the brake fluid pressure pressurized by the pressurizing pump to the wheel cylinder. It's more time than that
The second set time is
It is the time until the brake fluid pressure after the end of the precharge control reaches a predetermined brake fluid pressure larger than the brake fluid pressure at the end of the precharge control.
The braking force control device according to claim 1. From the end of the pre-pressurization control, the operation of generating the braking force in the braking device is started.
The braking force control device according to claim 2. A master cylinder that outputs brake fluid pressure, a master cut valve provided on the downstream side of the master cylinder, a holding valve provided on the downstream side of the master cut valve, and a holding valve provided on the downstream side of the holding valve. A wheel cylinder, a pressure reducing valve branched on the downstream side of the holding valve, and a pressurizing pump that pressurizes the brake fluid pressure on the upstream side of the master cut valve and outputs it to the master cut valve and the holding valve. A braking force control method for a device provided with a driving motor for driving the pressurizing pump and a braking force to be generated in a braking device provided on a wheel by transmitting the brake fluid pressure to the wheel cylinder. And,
Precharge control for controlling the master cut valve , the holding valve , and the pressure reducing valve in an open state and driving the pressurizing pump by driving the driving motor is executed for the first set time. death,
After the precharge control is completed, the master cut valve is controlled to be closed, the holding valve and the pressure reducing valve are controlled to be open, and the drive motor is driven to drive the pressurizing pump. Pressurization control is executed for the second set time,
Braking force control method.

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