WO2013057823A1 - 車両の制動制御装置 - Google Patents
車両の制動制御装置 Download PDFInfo
- Publication number
- WO2013057823A1 WO2013057823A1 PCT/JP2011/074209 JP2011074209W WO2013057823A1 WO 2013057823 A1 WO2013057823 A1 WO 2013057823A1 JP 2011074209 W JP2011074209 W JP 2011074209W WO 2013057823 A1 WO2013057823 A1 WO 2013057823A1
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- WIPO (PCT)
- Prior art keywords
- braking force
- braking
- control mode
- slip ratio
- vehicle
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/30—ESP control system
- B60T2270/304—ESP control system during driver brake actuation
Definitions
- the present invention relates to a vehicle braking control device.
- An anti-lock brake device is used as an anti-lock brake device (ABS) that detects wheel lock or slip when braking the vehicle, and automatically controls braking to loosen the brake when the wheel is locked or slipped.
- the anti-lock brake device employs a method of simultaneously controlling the left and right braking forces and a method of independently controlling the left and right braking forces for the rear wheels, and is switchable. For example, in the anti-skid control device described in Patent Document 1 below, select low control, independent restriction control, and independent control are selectively used according to the running state of the vehicle.
- the selective low control, the independent restriction control, and the independent control are selectively switched according to the vehicle speed, but at the time of this switching, the braking force difference between the left and right wheels (rear wheels) Since the braking force increases or decreases until the vehicle reaches the target value, the behavior of the vehicle may be disturbed and driving stability may be reduced.
- the present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle braking control device that can improve the running stability of the vehicle when switching braking control.
- the vehicle braking control device executes left and right actuators for applying a braking force to the left and right wheels, and a braking force simultaneous control mode for simultaneously controlling the left and right actuators according to the state of the left and right wheels.
- a switching control unit capable of switching between the power simultaneous control mode and the braking force independent control mode, and the switching control unit is configured to switch between left and right when switching from the braking force simultaneous control mode to the braking force independent control mode.
- the switching control unit increases the braking force of the wheel having the smaller slip ratio when the slip ratio difference between the left and right wheels is larger than a predetermined slip ratio difference set in advance. On the other hand, it is preferable to reduce the braking force of the wheel having the higher slip rate.
- the switching control unit increases the braking force of the wheel having the smaller slip ratio without changing the total braking force of the left and right wheels, It is preferable to reduce the braking force of the wheels.
- the switching control unit increases the braking force of the wheel having the smaller slip ratio when the slip ratio difference between the left and right wheels is larger than a predetermined slip ratio difference set in advance. On the other hand, it is preferable to maintain the braking force of the wheel having the higher slip rate.
- the switching control unit performs the determination of the slip ratio difference between the left and right wheels when the lateral momentum of the vehicle is equal to or larger than a predetermined lateral momentum. It is preferable to switch to the braking force independent control mode.
- the switching control unit preferably switches from the braking force simultaneous control mode to the braking force independent control mode when the vehicle speed is equal to or lower than a predetermined speed set in advance.
- the vehicle braking control device of the present invention includes a left and right actuator that applies a braking force to the left and right wheels, and a left and right actuator that controls the left and right actuators so that the braking forces of the left and right wheels are the same.
- Left and right equal braking force control mode execution unit capable of executing a braking force control mode and left and right equal slip ratio control mode for controlling the left and right actuators so that the left and right wheels have the same slip ratio
- a slip rate control mode execution unit and a switching control unit capable of switching between the left and right equal braking force control mode and the left and right equal slip rate control mode, the switching control unit from the left and right equal braking force control mode
- the left / right equal slip ratio control mode if the left / right wheel slip ratio difference is less than or equal to a preset predetermined slip ratio difference, the left / right equal slip ratio It shifts to the control mode, and wherein the.
- the vehicle braking control device of the present invention it is possible to execute the braking force simultaneous control mode for simultaneously controlling the left and right actuators for applying the braking force to the left and right wheels, and the left and right actuators can be independently operated. It is possible to execute the braking force independent control mode to be controlled, and when switching from the braking force simultaneous control mode to the braking force independent control mode, if the difference between the slip ratios of the left and right wheels is equal to or less than a predetermined value, the braking force is independent. Since the mode is shifted to the control mode, it is possible to suppress the occurrence of the disturbance of the behavior of the vehicle at the time of mode switching and to improve the running stability.
- FIG. 1 is a schematic configuration diagram illustrating a vehicle braking control apparatus according to Embodiment 1 of the present invention.
- FIG. 2 is a flowchart showing a mode switching process of braking control in the vehicle braking control apparatus of the first embodiment.
- FIG. 3 is a flowchart showing the braking process 1 by the vehicle braking control device of the present embodiment.
- FIG. 4 is a flowchart showing a braking process 2 by the vehicle braking control apparatus of the first embodiment.
- FIG. 5 is a time chart showing a braking process 3 by the vehicle braking control apparatus of the first embodiment.
- FIG. 6 is a time chart showing a brake control switching process in the vehicle brake control apparatus according to the first embodiment.
- FIG. 1 is a schematic configuration diagram illustrating a vehicle braking control apparatus according to Embodiment 1 of the present invention.
- FIG. 2 is a flowchart showing a mode switching process of braking control in the vehicle braking control apparatus of the first embodiment.
- FIG. 3 is a flow
- FIG. 7 is a flowchart showing a braking process 2 by the vehicle braking control apparatus according to the second embodiment of the present invention.
- FIG. 8 is a time chart showing the braking process 3 by the vehicle braking control apparatus of the second embodiment.
- FIG. 9 is a flowchart showing a mode switching process of braking control in the vehicle braking control apparatus according to the third embodiment of the present invention.
- FIG. 1 is a schematic configuration diagram illustrating a vehicle braking control apparatus according to Embodiment 1 of the present invention
- FIG. 2 is a flowchart illustrating braking control mode switching processing in the vehicle braking control apparatus according to Embodiment 1
- FIG. 4 is a flowchart showing a braking process 2 by the vehicle braking control apparatus of the first embodiment
- FIG. 4 is a flowchart showing a braking process 2 by the vehicle braking control apparatus of the first embodiment
- FIG. FIG. 6 is a time chart showing a brake control switching process in the vehicle brake control apparatus according to the first embodiment.
- the braking device controlled by the vehicle braking control device generates a braking force of the vehicle, that is, a braking force, with respect to a brake operation amount (or brake operation force or the like) input from the brake pedal.
- This is an electronically controlled braking device that electrically controls the hydraulic pressure supplied to the wheel cylinder.
- the target braking hydraulic pressure is set according to the brake operation amount, the hydraulic pressure stored in the accumulator is adjusted, and then supplied to the wheel cylinder to control the braking force.
- ECB Electrically Controlled Brake
- the vehicle braking control device includes an automatic braking control device (first braking control device) that operates the braking device based on vehicle peripheral information, and a braking device that suppresses wheel slip. And an anti-lock brake device (second braking control device) that operates.
- first braking control device that operates the braking device based on vehicle peripheral information
- second braking control device that suppresses wheel slip.
- the vehicle 11 has four drivable wheels FL, FR, RL, and RR.
- the wheel FR represents the front right side
- the wheel FL represents the front left side
- the wheel RR represents the rear right side
- the wheel RL represents the rear left side as viewed from the driver's seat.
- the vehicle 11 includes an internal combustion engine 12 that is a gasoline engine or a diesel engine, a transaxle 14 that includes a transmission 13 that is an automatic transmission or a continuously variable transmission, and a transfer (not shown).
- the vehicle 11 of the present embodiment is configured as a four-wheel drive vehicle, and power is transmitted from the internal combustion engine 12 to the front wheels FL and FR via a transfer, a front differential (not shown), and drive shafts 15L and 15R.
- the output shaft 16 of the transaxle 14 is connected to a rear differential 17, and rear wheels RL and RR are coupled to the rear differential 17 via drive shafts 18 ⁇ / b> L and 18 ⁇ / b> R. Therefore, in the vehicle 11, power is transmitted from the internal combustion engine 12 to the rear wheels RL and RR via the output shaft 16, the rear differential 17, and the drive shafts 18L and 18R.
- vehicle 11 of the present embodiment is not limited to a four-wheel drive vehicle, and may be a two-wheel drive vehicle, and an electric vehicle, an internal combustion engine, and an electric motor equipped with an electric motor instead of the internal combustion engine. It may be a hybrid vehicle equipped with an electric motor.
- the vehicle 11 has a braking device 22 including disc brake units (actuators) 21FR, 21FL, 21RR, 21RL provided for each of the wheels FR to RL.
- the braking device 22 is configured as an ABS (Antilock Brake System) with a so-called EBD (Electronic Brake force Distribution).
- Each of the disc brake units 21FR to 21RL has a brake disc 23 and a brake caliper 24, and each brake caliper 24 incorporates a wheel cylinder 25.
- the wheel cylinder 25 of each brake caliper 24 is connected to a brake hydraulic circuit 27 having a brake actuator via an independent hydraulic pressure line 26.
- the brake pedal 28 is supported so that a driver can step on, and a brake booster 29 is connected thereto, and a master cylinder 30 is fixed to the brake booster 29.
- the brake booster 29 can generate an assist force having a predetermined boost ratio with respect to the depression operation of the brake pedal 28 by the driver.
- the master cylinder 30 has two hydraulic chambers with a piston (not shown) movably supported therein, and generates a master cylinder pressure that combines brake depression force and assist force in each hydraulic chamber. be able to.
- a reservoir tank 31 is provided above the master cylinder 30.
- the master cylinder 30 and the reservoir tank 31 communicate with each other when the brake pedal 28 is not depressed, and are closed when the brake pedal 28 is depressed.
- the hydraulic chamber of the master cylinder 30 is pressurized.
- Each hydraulic chamber of the master cylinder 30 is connected to a brake hydraulic circuit 27 via a hydraulic pressure supply passage 32.
- the brake hydraulic circuit 27 generates brake hydraulic pressure in accordance with the depression amount of the brake pedal 28 by the driver, supplies the brake hydraulic pressure to the wheel cylinder 25 from each hydraulic pressure line 26, and operates each wheel cylinder 25.
- a braking force can be applied to the wheels FR to RL by the braking device 22 so that the braking force is applied to the vehicle 11.
- the vehicle 11 is equipped with an electronic control unit (ECU) 41.
- the ECU 41 is configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores a processing program and data are temporarily stored. RAM, an input / output port, and a communication port. Therefore, the ECU 41 can control the internal combustion engine 12, the transmission 13, the brake hydraulic circuit 27, and the like.
- the ECU 41 is connected to a brake stroke sensor 42 that detects the depression amount (brake pedal stroke) of the brake pedal 28 and a master cylinder pressure sensor 43 that detects the hydraulic pressure (master cylinder pressure) supplied from the master cylinder 30. Therefore, the ECU 41 controls the brake hydraulic pressure generated by the brake hydraulic circuit 27 based on the detected brake pedal stroke, master cylinder pressure, and the like.
- a brake pedal force sensor that detects the depression force (depression force) of the brake pedal 28 may be used.
- the ECU 41 can control the braking device 22 configured as an ABS. That is, the ECU 41 can adjust the hydraulic pressure supplied to each disc brake unit 21FR to 21RL, that is, each wheel cylinder 25 by the brake hydraulic circuit 27. Specifically, the ECU 41 controls the operation of the braking device 22 (brake hydraulic circuit 27) so that the slip ratios of the wheels FR to RL are suppressed.
- the ECU 41 is connected to a wheel speed sensor 44 and a vehicle speed sensor 45.
- the wheel speed sensor 44 is attached to each of the wheels FR to RL and detects the rotation speed thereof, and transmits the detected rotation speed (wheel speed) of each of the wheels FR to RL to the ECU 41.
- the vehicle speed sensor 45 detects the speed of the vehicle body, and transmits the detected vehicle body speed (vehicle speed) to the ECU 41.
- ECU41 includes a wheel speed V W of the wheel speed sensor 44 detects, calculates the slip rate ⁇ S of a wheel FR ⁇ RL on the basis of the vehicle speed V vehicle speed sensor 45 detects the brake hydraulic circuit on the basis of the slip rate ⁇ S 27 controls the brake hydraulic pressure generated.
- the wheel speed sensor 44 corresponding to the wheels FR ⁇ RL are provided, when determining the wheel speed V W, and the wheel speed V W by averaging the four detection values by the wheel speed sensors 44 The slip rate ⁇ S may be obtained.
- the method for calculating the slip ratio [Delta] S is not limited to those according to the above formula, for example, the deviation between the vehicle speed V and the wheel speed V W may be set as the slip ratio [Delta] S,
- the detection value of the acceleration sensor 46 and may be a difference between the differential value of the wheel speed V W as slip ratio [Delta] S, may also be estimated vehicle speed V or the like gear ratio of the output and the transmission 13 of the engine 12.
- the ECU 41 is set with a threshold value for starting control of the brake hydraulic circuit 27.
- the brake hydraulic circuit 27 control is started.
- the ECU 41 controls the operation of the braking device 22 (brake hydraulic circuit 27) so that the slip ratio of the wheels FR to RL is suppressed, that is, the lock (or slip) of the wheels FR to RL is suppressed. To do.
- the ECU 41 simultaneously controls the left and right disc brake units (actuators) 21FR, 21FL, 21RR, and 21RL so that the left and right braking forces become the same according to the states of the left and right wheels FR to RL.
- the left and right slip ratios are the same depending on the state of the left and right wheels FR to RL, and the braking force simultaneous control mode executing unit (left and right equal braking force control mode executing unit) 51 capable of executing (right and left equal braking force control mode).
- Brake force independent control mode execution unit (left and right equal slip ratio control mode) that can execute the left and right disc brake units (actuators) 21FR, 21FL, 21RR, and 21RL independently.
- a switchable switching control unit 53 and a braking force independent control mode (right and left like the slip ratio control mode) and.
- each of the mode execution units 51 and 52 can control the left and right front wheels FL and FR simultaneously and independently, and can control the left and right rear wheels RL and RR simultaneously and independently. And can be controlled.
- the switching control unit 53 can switch modes for the left and right front wheels FL and FR and the left and right rear wheels RL and RR.
- the ECU 41 selects the braking force simultaneous control mode or the braking force independent control mode according to the traveling state of the vehicle 11, but generally selects the braking force simultaneous control mode when the vehicle 11 is traveling at high speed.
- the braking force independent control mode is selected. That is, the ECU 41 controls the operation of the braking device 22 in accordance with the depression amount of the brake pedal 28 of the driver, and switches from the braking force simultaneous control mode to the braking force independent control mode when the speed of the vehicle 11 decreases.
- this mode is switched, the braking force increases or decreases until the braking force difference between the left and right wheels FR to RL, particularly the left and right rear wheels RL and RR, reaches the target value. As a result, the running stability may be reduced.
- the ECU 41 determines that the slip ratio difference between the left and right rear wheels RL and RR is different from the braking force simultaneous control mode to the braking force independent control mode.
- the mode is shifted to the braking force independent control mode.
- the ECU 41 switches control unit 53
- the braking force of the rear wheel having the smaller slip ratio is increased while the braking force of the rear wheel having the larger slip ratio is decreased.
- the braking force when the vehicle 11 travels at a high speed, the braking force is controlled to be smaller than the braking force during the medium / low speed traveling, and the left and right rear wheels RL and RR are controlled.
- the power simultaneous control mode is executed.
- the braking force independent control mode is executed for the left and right rear wheels RL and RR.
- the braking force simultaneous control mode is switched to the braking force independent control mode.
- the slip ratio difference between the left and right rear wheels RL and RR exceeds the predetermined slip ratio difference at the time of this mode switching, the side with the smaller slip ratio is maintained without changing the total braking force of the left and right rear wheels RL and RR. While increasing the braking force of the rear wheel, the braking force of the rear wheel having the larger slip ratio is decreased. Thereafter, when the difference between the slip ratios of the left and right rear wheels RL and RR is equal to or less than a predetermined value, the braking force independent control mode is executed.
- step S11 the ECU 41 determines whether or not the vehicle 11 is being braked. This determination is made based on, for example, the depression amount of the brake pedal 28 detected by the brake stroke sensor 42 and the depression force of the brake pedal 28 detected by the brake depression force sensor. Here, if it is determined that the vehicle 11 is not braking (No), this routine is exited without doing anything. On the other hand, if it is determined in step S11 that the vehicle 11 is being braked (Yes), the process proceeds to step S12.
- step S12 the ECU 41 determines whether or not the vehicle speed is higher than a predetermined vehicle speed Vt set in advance. This determination is made based on the speed of the vehicle 11 detected by the vehicle speed sensor 45, for example. If it is determined that the vehicle speed is higher than the predetermined vehicle speed Vt (Yes), the braking process 1 is executed in step S13.
- the braking process 1 is a process in which the ECU 41 (braking force simultaneous control mode execution unit 51) executes the braking force simultaneous control mode for the left and right rear wheels RL and RR. That is, in the braking force simultaneous control mode by the braking force simultaneous control mode execution unit 51, as shown in FIG. 3, in step S21, the ECU 41 supplies the hydraulic pressure (braking) supplied to each wheel cylinder 25 of the disc brake units 21RR and 21RL. It is determined whether the hydraulic pressure is being maintained. Here, if it is determined that the braking hydraulic pressure is being held (Yes), this routine is exited without doing anything. On the other hand, if it is determined that the braking hydraulic pressure is not being held (No), the process proceeds to step S22.
- step S22 the ECU 41 calculates the slip ratio at the left and right rear wheels RL, RR, and determines whether the maximum slip ratio is larger than a predetermined slip ratio St1 set in advance.
- the slip ratios of the left and right rear wheels RL and RR are calculated based on the wheel speed detected by the wheel speed sensor 44 and the vehicle speed detected by the vehicle speed sensor 45.
- the larger one of the slip ratios of the left and right rear wheels RL and RR is set as the maximum slip ratio.
- this routine is exited without doing anything.
- the current braking hydraulic pressures of the left and right rear wheels RL and RR are held in step S23.
- the braking force simultaneous control mode in which the braking hydraulic pressures for the left and right rear wheels RL and RR are simultaneously set is executed.
- step S12 determines in step S12 whether or not the vehicle speed is equal to or lower than the predetermined vehicle speed Vt. If it is determined that the braking process 2 has not been completed (No), the braking process 2 is executed in step S15.
- the braking process 2 is a process for the ECU 41 (switching control unit 53) to switch the left and right rear wheels RL and RR from the braking force simultaneous control mode to the braking force independent control mode. That is, in the mode switching process by the switching control unit 53, as shown in FIG. 4, in step S31, the ECU 41 is holding the hydraulic pressure (braking hydraulic pressure) supplied to the wheel cylinders 25 of the disc brake units 21RR and 21RL. Determine if it exists. Here, if it is determined that the braking hydraulic pressure is not being held (No), the process proceeds to step S32.
- the hydraulic pressure braking hydraulic pressure
- step S32 the ECU 41 calculates the slip ratio at the left and right rear wheels RL, RR, and determines whether or not the maximum slip ratio is larger than a predetermined slip ratio St2.
- a predetermined slip ratio St2 the routine is exited without doing anything.
- the current braking hydraulic pressures of the left and right rear wheels RL and RR are held in step S33.
- step S31 if it is determined that the braking hydraulic pressure is being held (Yes), the ECU 41 proceeds to step S34.
- step S34 the ECU 41 calculates the slip ratio of the left and right rear wheels RL, RR, and the slip ratio deviation (absolute value) of each of the rear wheels RL, RR is determined from a predetermined slip ratio deviation Std. Is also determined to be large.
- the slip ratio deviation of the rear wheels RL and RR is equal to or less than the predetermined slip ratio deviation Std
- the current braking hydraulic pressure of the left and right rear wheels RL and RR is held in step S33. To do.
- the slip ratio of the slip ratios of the left and right rear wheels RL and RR is determined in step S35. While increasing the brake hydraulic pressure for the rear wheels RL, RR on the side where the slip ratio is small, the brake hydraulic pressure for the rear wheels RL, RR on the side where the slip ratio is large is decreased. At this time, the total braking hydraulic pressure for the left and right rear wheels RL, RR, that is, the total hydraulic pressure of the braking hydraulic pressure for the left rear wheel RL and the braking hydraulic pressure for the right rear wheel RR is not changed for each rear wheel RL, RR. Increase or decrease each brake oil pressure.
- the braking process 3 is a process in which the ECU 41 (braking force independent control mode execution unit 52) executes the braking force independent control mode for the left and right rear wheels RL and RR. That is, in the braking force independent control mode by the braking force independent control mode execution unit 52, as shown in FIG. 5, in step S41, the ECU 41 supplies hydraulic pressure (braking) to each wheel cylinder 25 of the disc brake units 21RR and 21RL. It is determined whether the hydraulic pressure is being maintained. Here, if it is determined that the braking hydraulic pressure is not being held (No), the process proceeds to step S42.
- step S42 the ECU 41 calculates slip ratios at the left and right rear wheels RL, RR, and determines whether or not each wheel slip ratio is larger than a predetermined slip ratio St3.
- a predetermined slip ratio St3 if it is determined (No) that each wheel slip ratio is equal to or less than the predetermined slip ratio St3, the routine exits without doing anything.
- step S43 the slip ratio of the current left and right rear wheels RL, RR exceeds the predetermined slip ratio. Maintains the braking hydraulic pressure of the wheel on which it is located.
- step S41 determines whether the braking hydraulic pressure is being held (Yes)
- step S44 the ECU 41 calculates the slip ratios of the left and right rear wheels RL, RR, and determines whether or not each slip ratio is larger than a predetermined slip ratio St4.
- step S45 determines whether the slip ratio is greater than the predetermined slip ratio St4. Decrease the brake hydraulic pressure of the rear wheels RL, RR.
- step S44 If it is determined in step S44 that the slip ratio of the left and right rear wheels RL and RR is equal to or less than the predetermined slip ratio St4 (No), the process proceeds to step S46.
- step S46 the ECU 41 calculates the slip ratios of the left and right rear wheels RL, RR, and determines whether or not each slip ratio is smaller than a predetermined slip ratio St5.
- step S47 it is determined that the slip ratio is smaller than the predetermined slip ratio St5.
- the braking hydraulic pressure of the rear wheels RL and RR is increased.
- the current braking hydraulic pressure of the left and right rear wheels RL, RR is held in step S43.
- the predetermined slip ratio St4 is a slip ratio upper limit value
- the predetermined slip ratio St5 is a slip ratio lower limit value.
- a mode switching process F2 is executed. That is, the rear wheels RL, LR, RR, on the side where the slip ratio is small (S 2 ) so that the deviation of the slip ratios S 1 , S 2 at the left and right rear wheels RL, RR becomes a predetermined slip ratio deviation Std (for example, 0). while increasing the braking hydraulic pressure P 1 for RR, wheels RL after the slip ratio is larger side (S 1), reducing the brake hydraulic pressure P 2 for RR. At this time, the respective brake hydraulic pressures for the rear wheels RL and RR are increased or decreased so that the total brake hydraulic pressure P 1 + P 2 for the left and right rear wheels RL and RR does not fluctuate.
- the braking force simultaneous control mode in which the left and right wheel cylinders 25 are simultaneously controlled by the brake hydraulic circuit 27 in accordance with the slip ratios of the left and right rear wheels RL and RR.
- a switching control unit 53 capable of switching between the power independent control mode is provided, and the switching control unit 53 is configured to switch the slip ratio difference between the left and right rear wheels RL and RR when switching from the braking force simultaneous control mode to the braking force independent control mode. Shifts to the braking force independent control mode when becomes less than a predetermined slip ratio difference set in advance.
- the mode shifts to the braking force independent control mode. Further, it is possible to suppress the occurrence of disturbance in the behavior of the vehicle 11 at the time of mode switching, and improve traveling stability.
- the braking force of the rear wheels RL and RR having the smaller slip ratio is used. While increasing the braking force, the braking force of the rear wheels RL and RR having the larger slip ratio is decreased. Accordingly, when the braking force simultaneous control mode is switched to the braking force independent control mode, the braking force of each of the rear wheels RL and RR is increased or decreased to shift to the braking force independent control mode when the slip ratio difference becomes a predetermined value or less. Thus, the occurrence of disturbance in the behavior of the vehicle 11 at this time can be suppressed.
- the braking force of the rear wheels RL and RR having the smaller slip ratio is increased without changing the total braking force of the left and right rear wheels RL and RR.
- the braking force of the rear wheels RL, RR with the higher rate is reduced. Therefore, since the total braking force of the left and right rear wheels RL, RR does not change, the behavior of the vehicle 11 can be stabilized and the running stability can be improved.
- the braking force simultaneous control mode execution unit 51 controls the braking forces of the left and right rear wheels RL and RR to be relatively small.
- the switching processing unit 53 switches to the braking force independent control mode at the same time as the value decreases to below the predetermined value for mode switching, both the braking forces of the left and right rear wheels RL and RR increase. .
- the vehicle 11 increases the braking force of the left and right rear wheels RL and RR before securing a sufficient braking force deviation between the left and right rear wheels RL and RR in the braking force independent control mode. Will decrease the running stability.
- the vehicle braking control apparatus when the speed of the vehicle 11 becomes a predetermined value or less, the braking force of the rear wheels RL and RR on the side with the smaller slip ratio is increased, while the side with the larger slip ratio is used.
- the braking force of the rear wheels RL, RR By reducing the braking force of the rear wheels RL, RR, the difference between the slip ratios of the left and right rear wheels RL, RR is set to a predetermined value or less, and then the mode is switched to the braking force independent control mode.
- the control of the left and right rear wheels RL and RR for ensuring the running stability of the vehicle 11 is achieved. A power deviation can be ensured, and mode switching can be performed while maintaining sufficient running stability of the vehicle 11.
- FIG. 7 is a flowchart showing the braking process 2 by the vehicle braking control apparatus according to the second embodiment of the present invention
- FIG. 8 is a time chart showing the braking process 3 by the vehicle braking control apparatus of the second embodiment.
- the basic configuration of the vehicle braking control device of the present embodiment is substantially the same as that of the first embodiment described above, and will be described with reference to FIG.
- symbol is attached
- the ECU 41 switching control unit 53
- the ECU 41 switching control unit 53
- the ECU 41 switching control unit 53
- the ECU 41 switching control unit 53
- the slip rate difference between the two becomes equal to or less than a predetermined value set in advance, the mode is shifted to the braking force independent control mode.
- the ECU 41 switching control unit 53
- the braking force of the rear wheel on the side with the higher slip rate is maintained.
- the braking force independent control is performed from the braking force simultaneous control mode.
- Switch to mode When the mode is switched, the braking force of the rear wheel having the smaller slip ratio is increased until the difference between the slip ratios of the left and right rear wheels RL and RR becomes equal to or less than the predetermined value, while the rear wheel braking force having the larger slip ratio is controlled. Hold power. Thereafter, when the difference between the slip ratios of the left and right rear wheels RL and RR is equal to or less than a predetermined value, the braking force independent control mode is executed.
- the mode switching process of the braking control by the ECU 41 switching control unit 53
- switching control unit 53 switching control unit 53
- the vehicle braking control apparatus according to the second embodiment is different from the first embodiment described above only with respect to the braking process 2, and the brake control mode switching process, the braking process 1, and the braking process 3 are performed according to the first embodiment. Since it is the same as that, description is abbreviate
- the braking process 2 performed by the vehicle braking control apparatus is because the ECU 41 (switching control unit 53) switches the left and right rear wheels RL and RR from the braking force simultaneous control mode to the braking force independent control mode. It is processing of. That is, in the mode switching process by the switching control unit 53, as shown in FIG. 7, in step S51, the ECU 41 is holding the hydraulic pressure (braking hydraulic pressure) supplied to the wheel cylinders 25 of the disc brake units 21RR and 21RL. Determine if it exists. Here, if it is determined that the brake hydraulic pressure is not being held (No), the process proceeds to step S52.
- step S52 the ECU 41 calculates the slip ratio at the left and right rear wheels RL, RR, and determines whether or not the maximum slip ratio is greater than a predetermined slip ratio St2.
- a predetermined slip ratio St2 the routine is exited without doing anything.
- the current braking hydraulic pressures of the left and right rear wheels RL and RR are held in step S53.
- step S51 if it is determined that the brake hydraulic pressure is being maintained (Yes), the ECU 41 proceeds to step S54.
- the ECU 41 calculates the slip ratio of the left and right rear wheels RL, RR, and the slip ratio deviation (absolute value) of each of the rear wheels RL, RR is based on a predetermined slip ratio deviation Std set in advance. Is also determined to be large.
- the slip ratio deviation of the rear wheels RL and RR is equal to or less than the predetermined slip ratio deviation Std
- the current braking hydraulic pressure of the left and right rear wheels RL and RR is held in step S53. To do.
- the braking process 3 that is, the ECU 41 (braking force independent control mode execution unit 52) executes the braking force independent control mode for the left and right rear wheels RL and RR.
- a mode switching process F2 is executed. That is, the rear wheels RL, LR, RR, on the side where the slip ratio is small (S 2 ) so that the deviation of the slip ratios S 1 , S 2 at the left and right rear wheels RL, RR becomes a predetermined slip ratio deviation Std (for example, 0). while increasing the braking hydraulic pressure P 1 for RR, wheels RL after the slip ratio is larger side (S 1), for holding the braking oil pressure P 2 for RR.
- the switching control unit 53 determines the difference between the slip ratios of the left and right rear wheels RL and RR when switching from the braking force simultaneous control mode to the braking force independent control mode. Is larger than a predetermined value set in advance, the braking force of the rear wheels RL, RR with the smaller slip ratio is increased, while the braking force of the rear wheels RL, RR with the larger slip ratio is maintained. ing.
- FIG. 9 is a flowchart showing a mode switching process of braking control in the vehicle braking control apparatus according to the third embodiment of the present invention.
- the basic configuration of the vehicle braking control device of the present embodiment is substantially the same as that of the first embodiment described above, and will be described with reference to FIG.
- symbol is attached
- the ECU 41 switching control unit 53
- the ECU 41 is configured to switch the left and right rear wheels RL and RR when switching from the braking force simultaneous control mode to the braking force independent control mode.
- the slip ratio difference becomes equal to or less than a predetermined slip ratio difference set in advance, the mode is shifted to the braking force independent control mode.
- the ECU 41 is connected to an acceleration sensor 46 that detects a lateral acceleration as a lateral momentum of the vehicle 11.
- the acceleration sensor 46 detects the lateral acceleration of the vehicle body, and transmits the detected lateral acceleration to the ECU 41.
- the lateral momentum of the vehicle 11 is not limited to lateral acceleration, and for example, lateral speed, roll angle, wheel speed difference between the left and right rear wheels RL, RR, and the like may be used.
- the vehicle braking control apparatus is different from the first embodiment described above only in the mode switching process of the braking control.
- the braking process 1, the braking process 2, and the braking process 3 are performed in the first embodiment. Or since it is the same as 2, description is abbreviate
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Abstract
Description
図1は、本発明の実施形態1に係る車両の制動制御装置を表す概略構成図、図2は、実施形態1の車両の制動制御装置における制動制御のモード切換え処理を表すフローチャート、図3は、本実施形態の車両の制動制御装置による制動処理1を表すフローチャート、図4は、実施形態1の車両の制動制御装置による制動処理2を表すフローチャート、図5は、実施形態1の車両の制動制御装置による制動処理3を表すタイムチャート、図6は、実施形態1の車両の制動制御装置における制動制御の切換え処理を表すタイムチャートである。
ΔS=[(V-VW)/V]×100
図7は、本発明の実施形態2に係る車両の制動制御装置による制動処理2を表すフローチャート、図8は、実施形態2の車両の制動制御装置による制動処理3を表すタイムチャートである。なお、本実施形態の車両の制動制御装置の基本的な構成は、上述した実施形態1とほぼ同様の構成であり、図1を用いて説明する。なお、上述した実施形態1と同様の機能を有する部材には、同一の符号を付して詳細な説明は省略する。
図9は、本発明の実施形態3に係る車両の制動制御装置における制動制御のモード切換え処理を表すフローチャートである。なお、本実施形態の車両の制動制御装置の基本的な構成は、上述した実施形態1とほぼ同様の構成であり、図1を用いて説明する。なお、上述した実施形態1と同様の機能を有する部材には、同一の符号を付して詳細な説明は省略する。
車両11の横運動量(横加速度)が大きいときには、このモード切換え処理を実行することなく、制動力独立制御モードに切換えている。そのため、車両11の横運動量が小さいときには、モード切換え時における車両11の挙動の乱れの発生を抑制して走行安定性を向上することができ、また、車両11の横運動量が大きいときには、早期に制動力独立制御モードを実行することで、速やかに横運動量を低減して車両11の走行安定性を確保し、安全性を向上することができる。
21FR,21FL,21RR,21RL ディスクブレーキユニット(アクチュエータ)
22 制動装置
25 ホイールシリンダ(アクチュエータ)
27 ブレーキ油圧回路
28 ブレーキペダル
41 電子制御ユニット(ECU)
42 ブレーキストロークセンサ
44 車輪速センサ
45 車速センサ
46 加速度センサ
51 制動力同時制御モード実行部
52 制動力独立制御モード実行部
53 切換制御部
FL,FR,RL,RR 車輪
Claims (7)
- 左右の車輪に対して制動力を付与する左右のアクチュエータと、
前記左右の車輪の状態に応じて前記左右のアクチュエータを同時に制御する制動力同時制御モードを実行可能な制動力同時制御モード実行部と、
前記左右の車輪の状態に応じて前記左右のアクチュエータを独立して制御する制動力独立制御モードを実行可能な制動力独立制御モード実行部と、
前記制動力同時制御モードと前記制動力独立制御モードとを切換可能な切換制御部と、
を備え、
前記切換制御部は、前記制動力同時制御モードから前記制動力独立制御モードへの切換え時に、左右の車輪のスリップ率差が予め設定された所定スリップ率差以下となったら、前記制動力独立制御モードに移行する、
ことを特徴とする車両の制動制御装置。 - 前記切換制御部は、前記左右の車輪のスリップ率差が予め設定された所定スリップ率差より大きいときに、スリップ率の小さい側の車輪の制動力を増加する一方、スリップ率の大きい側の車輪の制動力を減少することを特徴とする請求項1に記載の車両の制動制御装置。
- 前記切換制御部は、前記左右の車輪の全制動力を変更することなく、スリップ率の小さい側の車輪の制動力を増加する一方、スリップ率の大きい側の車輪の制動力を減少することを特徴とする請求項2に記載の車両の制動制御装置。
- 前記切換制御部は、前記左右の車輪のスリップ率差が予め設定された所定スリップ率差より大きいときに、スリップ率の小さい側の車輪の制動力を増加する一方、スリップ率の大きい側の車輪の制動力を保持することを特徴とする請求項1に記載の車両の制動制御装置。
- 前記切換制御部は、車両の横運動量が予め設定された所定横運動量以上であるときに、前記左右の車輪のスリップ率差の判定を実行することなく、前記制動力独立制御モードに切換えることを特徴とする請求項1から4のいずれか一つに記載の車両の制動制御装置。
- 前記切換制御部は、車両の速度が予め設定された所定速度以下となったら、前記制動力同時制御モードから前記制動力独立制御モードへ切換えることを特徴とする請求項1から5のいずれか一つに記載の車両の制動制御装置。
- 左右の車輪に対して制動力を付与する左右のアクチュエータと、
前記左右の車輪の制動力が同じになるように前記左右のアクチュエータを制御する左右等制動力制御モードを実行可能な左右等制動力制御モード実行部と、
前記左右の車輪のスリップ率が同じになるように前記左右のアクチュエータを制御する左右等スリップ率制御モードを実行可能な左右等スリップ率制御モード実行部と、
前記左右等制動力制御モードと前記左右等スリップ率制御モードとを切換可能な切換制御部と、
を備え、
前記切換制御部は、前記左右等制動力制御モードから前記左右等スリップ率制御モードへの切換え時に、左右の車輪のスリップ率差が予め設定された所定スリップ率差以下となったら、前記左右等スリップ率制御モードに移行する、
ことを特徴とする車両の制動制御装置。
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JP2013539477A JP5660224B2 (ja) | 2011-10-20 | 2011-10-20 | 車両の制動制御装置 |
PCT/JP2011/074209 WO2013057823A1 (ja) | 2011-10-20 | 2011-10-20 | 車両の制動制御装置 |
US14/352,911 US9150203B2 (en) | 2011-10-20 | 2011-10-20 | Vehicle braking control device |
CN201180074273.5A CN103889794B (zh) | 2011-10-20 | 2011-10-20 | 车辆的制动控制装置 |
DE112011105753.9T DE112011105753T5 (de) | 2011-10-20 | 2011-10-20 | Fahrzeugbremssteuervorrichtung |
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CN105142995B (zh) * | 2013-04-23 | 2017-08-25 | 丰田自动车株式会社 | 车速控制装置 |
JP5898724B2 (ja) * | 2014-06-16 | 2016-04-06 | 富士重工業株式会社 | 車両の制御装置及び車両の制御方法 |
DE102015001628A1 (de) * | 2015-02-07 | 2016-08-11 | Wabco Gmbh | Verfahren zum Einstellen von Bremsdrücken eines Kraftfahrzeugs über Ansteuerung eines Drucksteuerventils, Bremsanlage zur Durchführung des Verfahrens sowie Kraftfahrzeug |
JP6010659B1 (ja) | 2015-05-21 | 2016-10-19 | Ntn株式会社 | 電動ブレーキシステムおよび電動ブレーキ装置 |
JP6577444B2 (ja) * | 2016-11-24 | 2019-09-18 | トヨタ自動車株式会社 | 車両の制動制御装置 |
JP6819550B2 (ja) * | 2017-11-17 | 2021-01-27 | トヨタ自動車株式会社 | 車両用制動力制御装置 |
CN110040124B (zh) * | 2019-04-24 | 2020-04-17 | 中通客车控股股份有限公司 | 一种车辆紧急制动控制方法及*** |
CN113525313B (zh) * | 2021-09-17 | 2021-12-31 | 天津所托瑞安汽车科技有限公司 | 制动力分配方法、设备和存储介质 |
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