WO2016056337A1 - 車両の発進を支援するための車両のブレーキ制御方法および装置 - Google Patents
車両の発進を支援するための車両のブレーキ制御方法および装置 Download PDFInfo
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- WO2016056337A1 WO2016056337A1 PCT/JP2015/075348 JP2015075348W WO2016056337A1 WO 2016056337 A1 WO2016056337 A1 WO 2016056337A1 JP 2015075348 W JP2015075348 W JP 2015075348W WO 2016056337 A1 WO2016056337 A1 WO 2016056337A1
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- rear wheel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/076—Slope angle of the road
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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
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
-
- 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
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1706—Braking or traction control means specially adapted for particular types of vehicles for single-track vehicles, e.g. motorcycles
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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
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/3215—Systems characterised by having means acting on components of the drive line, e.g. retarder, clutch or differential gear
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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
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/343—Systems characterised by their lay-out
- B60T8/344—Hydraulic systems
- B60T8/345—Hydraulic systems having more than one brake circuit per wheel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/105—Speed
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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
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/06—Hill holder; Start aid systems on inclined road
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
Definitions
- the present invention relates to a vehicle brake control method and apparatus for assisting vehicle start-up, and more particularly to an inexpensive component configuration without providing an expensive component such as a gradient detection sensor.
- the present invention relates to a vehicle brake control method and apparatus that can reliably start a vehicle, particularly a motorcycle, by operating a start support system reliably not only on a road but also on a horizontal road (flat road).
- the slope detection sensor uses a slope detection sensor, and the slope start support system is used when stopping on an uphill road.
- the slope detection sensor for example, the following (i) to (i) When it is determined that all the engine information (conditions) as shown in iv) is satisfied, it is assumed that the driver intends to start and the brake is automatically released.
- Such a brake control device is provided with relatively expensive components such as a gradient detection sensor and various sensors (devices) for obtaining engine information such as an accelerator opening, a gear position, an output torque value, and a clutch state.
- a gradient detection sensor and various sensors (devices) for obtaining engine information such as an accelerator opening, a gear position, an output torque value, and a clutch state.
- various sensors devices for obtaining engine information such as an accelerator opening, a gear position, an output torque value, and a clutch state.
- the cost of the device is increased, so that vehicles that can be equipped with such a brake control device are naturally limited.
- Patent Document 1 does not provide a relatively expensive G sensor (gradient detection sensor), and includes at least a vehicle speed, an engine rotation speed, an engine load, and an accelerator pedal depression amount.
- G sensor gradient detection sensor
- a vehicle start state estimating device that can estimate the slope start state of a vehicle based on the amount is disclosed.
- the vehicle start state estimation device disclosed in Patent Document 1 only adopts a configuration that operates the start assist system only when starting on a slope, for example, operating the start assist system when starting on a horizontal road. There is no disclosure about the configuration to be made. Also, depending on the vehicle, one of the above ⁇ engine information (conditions) for canceling the operation of the slope start support system> and engine information described in Patent Document 1 may be used for reasons such as further device cost reduction. It is assumed that only the engine information of the vehicle can be used. Therefore, it is necessary to improve the brake control device of the vehicle so that the start assist system can be operated even when only a part of the engine information is available. It was.
- the object of the present invention is to operate the start support system surely even in a low-priced component configuration without providing an expensive component such as a gradient detection sensor, and even in a horizontal road as well as a slope road.
- the gist of the present invention is as follows.
- a vehicle brake control method for supporting vehicle start-up (A) detecting the stop of the vehicle; (B) detecting the brake pressure of all the wheels, and determining whether the brake pressure applied by the brake operation by the driver on at least one of the wheels is equal to or higher than the operating pressure; (C) activating the start assist system when it is determined that the brake pressure is equal to or higher than the operating pressure, regardless of whether the road surface on which the vehicle is stopped has a slope; (D) determining whether the brake pressure of the rear wheel applied by the brake operation by the driver is equal to or higher than a predetermined pressure necessary for stopping the vehicle; (E) When the brake pressure of the rear wheel is equal to or higher than the predetermined pressure, the start assist system is operated to automatically hold the brake pressure as it is, and the brake pressure of the rear wheel is set to the predetermined pressure. If less than the step of operating the start assist system to automatically hold the brake pressure after the brake pressure is increased above the predetermined pressure; A
- the predetermined value of the vehicle information is set to a high value when the gradient estimated when the vehicle is stopped is an uphill, and is set to a low value when the gradient is estimated to be a downhill.
- a vehicle brake control device for assisting vehicle start-up (A) means for detecting stop of the vehicle; (B) means for detecting the brake pressure of all the wheels, and determining whether the brake pressure applied by the driver's brake operation on at least one of the wheels is equal to or higher than the operating pressure; (C) means for activating the start assist system regardless of whether or not the road surface on which the vehicle is stopped has a slope when it is determined that the brake pressure is greater than or equal to the operating pressure; (D) means for determining whether the brake pressure of the rear wheel applied by the brake operation by the driver is equal to or higher than a predetermined pressure necessary for stopping the vehicle; (E) When the brake pressure of the rear wheel is equal to or higher than the predetermined pressure, the start assist system is operated to automatically hold the brake pressure as it is, and the brake pressure of the rear wheel is set to the predetermined pressure. When it is less than, means for automatically holding after operating the start assist system to pressurize the brake pressure to the predetermined pressure or higher, A vehicle brake control device for assisting vehicle
- (f) means for determining whether at least one vehicle information of an accelerator opening, an engine speed, and output torque information of a vehicle in which the start assist function system is in an operating state is a predetermined value or more; (G) means for determining whether a predetermined time has elapsed in a state where the vehicle information is equal to or greater than the predetermined value; and (h) the start assistance only when the vehicle information is in a state equal to or greater than the predetermined value.
- the vehicle brake control device according to (9) or (10), further comprising:
- the predetermined value of the vehicle information is a constant value or a fluctuation value according to at least one of an estimated road surface gradient or road surface condition when the vehicle is stopped.
- the predetermined value of the vehicle information is set to a high value when the gradient estimated when the vehicle is stopped is an uphill, and is set to a low value when the gradient is estimated to be a downhill.
- the start support system can be operated reliably.
- a vehicle brake control method and apparatus capable of supporting the start of a vehicle, particularly a motorcycle.
- FIG. 1 is a diagram of a representative brake hydraulic circuit used in a vehicle brake control device of the present invention.
- FIG. 2 is a block diagram conceptually showing an example of the configuration of the brake control device that controls the brake hydraulic circuit shown in FIG.
- FIG. 3 is an example of a typical flowchart when the brake fluid pressure circuit shown in FIG. 1 is used and control from the vehicle stop to the automatic holding of the rear wheel brake pressure is performed by the brake control device.
- FIG. 4 is an example of a typical flowchart when the brake fluid pressure circuit shown in FIG. 1 is used and control from automatic holding to automatic release of the rear wheel brake pressure is performed by the brake control device.
- FIG. 1 shows an example of a brake hydraulic circuit constituting a brake control device for a motorcycle, which is a vehicle, according to the present invention.
- This hydraulic circuit is mainly composed of a front wheel hydraulic circuit 100, a rear wheel hydraulic circuit 200, and a DC motor 300 that drives the hydraulic pumps 119 and 219 of the front wheel hydraulic circuit 100 and the rear wheel hydraulic circuit 200. It is configured.
- the front wheel hydraulic circuit 100 includes a brake lever 101 that is operated by the driver's right hand, a front wheel side master cylinder 103 that is pressurized when the brake lever 101 is operated, and a front wheel side that is connected to the front wheel side master cylinder 103.
- a filter is provided at each of the connection portion between the pipe line 104 and the front wheel side switching valve 107 and the connection portion between the pipe line 104 and the front wheel side high pressure suction valve 109. Further, a pressure sensor 111 is provided in the pipe line 104, and the pressure sensor 111 detects a pressure between the front wheel side master cylinder 103, the front wheel side switching valve 107, and the front wheel side high pressure intake valve 109, and an electronic device described later. It transmits to control unit ECU400.
- the front wheel side first valve (inlet valve) 113 a is connected to the front wheel side switching valve 107 via a pipe line 106.
- a filter is also provided at a connection portion between each of the front wheel side switching valve 107 and the front wheel side first charging valve 113 a and the pipe line 106.
- the front wheel side first charging valve 113a is connected to the front wheel side first caliper 115a via a pipe line 114a.
- the front wheel side second filling valve 113b is directly connected to the pipe line 104.
- a filter is also provided at a connection portion between the front wheel side second charging valve 113 b and the pipe line 104.
- the front wheel side second charging valve 113b is connected to the front wheel side second caliper 115b via a conduit 114b.
- the front wheel brake is operated by the front wheel hydraulic circuit 100.
- the front wheel brake includes a front wheel first brake including a front wheel side first caliper 115a and a front wheel second brake including a front wheel side second caliper 115b.
- the front wheel side first caliper 115a is connected to the front wheel side first charging valve 113a via the conduit 114a as described above.
- the front wheel side second caliper 115b is connected to the front wheel side second charging valve 113b via the conduit 114b as described above.
- the discharge side of the front wheel side hydraulic pump 119 is connected to the pipe line 106 through a throttle.
- the suction side of the front wheel side hydraulic pump 119 is connected to the pipe line 120 through a filter.
- the front wheel hydraulic pump 119 is driven by the DC motor 300.
- one end of a front wheel side first check valve (check valve) 121 is connected to the pipe line 120.
- a discharge port of a front wheel side high pressure suction valve 109 is connected to the pipe line 120.
- the other end of the front wheel side first check valve 121 is connected to the pipe line 122.
- the front wheel side first check valve 121 is disposed so as to prevent a backflow from the pipe 120 to the pipe 122.
- the inflow end of the front wheel side first release valve (outlet valve) 123a is connected to the front wheel side first caliper 115a via a pipe line 114a.
- the outflow port of the front wheel side first relaxation valve 123 a is connected to the pipe line 122.
- a filter is provided at a connection portion between the inflow port of the front wheel side first relaxation valve 123a and the pipe line 114a.
- a pressure sensor 127a is provided in the pipe line 114a. The pressure sensor 127a measures the pressure in the pipe line 114a and transmits a pressure signal to the ECU 400.
- the front wheel side second caliper 115b is connected to the inflow port of the front wheel side second relaxation valve 123b via a pipe line 114b.
- the outflow port of the front wheel side second release valve 123 b is connected to the pipe line 122.
- a filter is provided at a connection portion between the inflow port of the front wheel side second relaxation valve 123b and the pipe line 114b.
- a pressure sensor 127b is provided in the pipe line 114b, and the pressure sensor 127b measures the pressure in the pipe line 114b and transmits a pressure signal to the ECU 400. In the present invention, the pressure sensor 127b is not necessarily present.
- the rear wheel hydraulic circuit 200 is connected to a brake pedal 201 that is operated with the right foot of the driver, a rear wheel master cylinder 203 that is pressurized when the brake pedal 201 is operated, and a rear wheel master cylinder 203.
- a filter is provided at each of the connection portion between the pipe line 204 and the rear wheel side switching valve 207 and the connection portion between the pipe line 204 and the rear wheel side high pressure suction valve 209. Further, a pressure sensor 211 is provided in the pipe line 204, and the pressure sensor 211 detects the pressure between the rear wheel side master cylinder 203 and the rear wheel side switching valve 207 and the rear wheel side high pressure intake valve 209, It transmits to ECU400.
- the rear wheel side valve 213 is connected to the rear wheel side switching valve 207 via a pipe line 206. Filters are also provided at the connection portions between the rear wheel side switching valve 207 and the rear wheel side insertion valve 213 and the pipe line 206, respectively.
- the rear wheel side containment valve 213 is connected to the rear wheel caliper 215 via the pipe line 214.
- the rear wheel brake includes a rear wheel caliper 215.
- the rear wheel caliper 215 is connected to the rear wheel side valve 213 via the conduit 214 as described above.
- the discharge side of the rear wheel side hydraulic pump 219 is connected to the pipe line 206 via a throttle.
- the suction side of the rear wheel side hydraulic pump 219 is connected to the pipeline 220 through a filter.
- the rear wheel hydraulic pump 219 is driven by the DC motor 300.
- one end of a rear wheel check valve 221 is connected to the pipe line 220.
- a discharge port of a rear wheel side high pressure suction valve 209 is connected to the pipe line 220.
- the other end of the rear wheel check valve 221 is connected to the pipe line 222.
- the rear wheel side check valve 221 is arranged so as to prevent a backflow from the pipe line 220 to the pipe line 222.
- the discharge port of the rear wheel side relaxation valve 223 is connected to the pipe line 222.
- a rear wheel side reservoir (accumulator) 225 is connected to the pipe line 222 between the rear wheel side check valve 221 and the rear wheel side relaxation valve 223.
- the rear wheel caliper 215 is connected to the inflow port of the rear wheel side relief valve 223 via the pipe line 214.
- the outflow port of the rear wheel side relaxation valve 223 is connected to the pipe line 222.
- a filter is provided at the inflow port of the rear wheel side relaxation valve 223, the pipe line 214, and the connection portion.
- a pressure sensor 227 is provided in the pipe line 214, and the pressure sensor 227 measures the pressure in the pipe line 214 and transmits a pressure signal to the ECU 400.
- the hydraulic circuit shown in FIG. 1 is controlled by an electronic control unit (ECU) 400 shown in the block diagram of FIG.
- the ECU 400 is connected to a brake lever switch 101a provided on the brake lever 101, pressure sensors 111, 127a, and 127b, and a front wheel speed sensor 129 that detects a front wheel rotational speed.
- the brake lever switch 101a transmits an operation signal of the brake lever 101 to the ECU 400, the pressure sensors 111 and 127a transmit pressure signals in the pipe lines 104 and 114a to the ECU 400, respectively, and the front wheel speed sensor 129 rotates the front wheel.
- a speed signal is transmitted to ECU 400.
- the ECU 400 is connected to a brake pedal switch 201a provided on the brake pedal 201, pressure sensors 211 and 227, and a rear wheel speed sensor 229 for detecting the rear wheel rotational speed.
- the brake pedal switch 201 transmits an operation signal of the brake pedal 201 to the ECU 400
- the pressure sensors 211 and 227 transmit the pressure signals in the pipe lines 204 and 214 to the ECU 400, respectively, and the rear wheel speed sensor 229 Is sent to ECU 400.
- the ECU 400 can be connected to various sensors such as a radar sensor, an acceleration sensor, and a gradient sensor.
- it is inexpensive without providing expensive components such as a gradient detection sensor. Even with a simple component configuration, it is preferable that various sensors be not provided as much as possible because the main purpose is to reliably operate the start support system.
- the ECU 400 performs the DC motor 300, the front wheel side switching valve 107, the front wheel side high pressure intake valve 109, the front wheel side first charging valve 113a, the front wheel side second in accordance with predetermined conditions based on the operation signal, the pressure signal, and the speed signal.
- the intake valve 113b, the front wheel side first release valve 123a, and the front wheel side second release valve 123b are operated.
- the ECU 400 based on the operation signal, the pressure signal, and the speed signal, in accordance with predetermined conditions, the rear wheel side switching valve 207, the rear wheel side high pressure suction valve 209, the rear wheel side intake valve 213, and the rear wheel side relaxation valve 223. , Each of the.
- Each of the valves is an electromagnetic valve having a solenoid, and the open / close state is switched by being energized by the ECU 400.
- the brake control device of the present invention when braking, when the ECU 400 receives a rotational speed signal from the front wheel speed sensor 129 or the rear wheel speed sensor 229 and detects the lock of the wheel, the ECU 400 detects the anti-brake lock system. (ABS) is actuated, each hydraulic pump is actuated, each valve is opened and closed, and the braking force can be controlled to prevent the wheels from being locked.
- ABS anti-brake lock system
- the brake force distribution is performed by changing the brake force of the front and rear wheels without the driver's operation by operating the hydraulic pump and various valves. Can be changed.
- International Publication No. 2008/050744 for specific operations of the hydraulic pump and the solenoid valve when changing the braking force distribution.
- the brake control device of the present invention includes a start assist system described below.
- start assist system described below.
- control by the starting assistance system according to an embodiment of the present invention will be described with reference to the flowcharts shown in FIGS. 3 and 4.
- FIG. 3 shows an example of a typical flowchart when the brake fluid pressure circuit shown in FIG. 1 is used and the brake control device performs control from the vehicle stop to the automatic holding of the rear wheel brake pressure. .
- step S10 it is determined (detected) whether or not the vehicle is stopped.
- the determination of whether the vehicle is stopped can be made using any conventional technique. For example, the determination can be made using the wheel speed sensors 129, 229 and the like.
- step S12 If it is determined in step S10 that the vehicle is stopped, then in step S12, the brake pressures of all the wheels are detected, and all the wheels (in the case of the motorcycle shown in FIG. 1, the front and rear wheels are detected). 2), it is determined whether or not the brake pressure applied to the at least one wheel by the brake operation by the driver is equal to or higher than the operating pressure.
- the “operating pressure” here is the brake pressure when the start assist system is activated in the next step, in other words, the brake pressure when the start assist system is turned on, and the start assist system is activated. It means the brake pressure generated by the brake input that can be regarded as being intended by the driver.
- the pressure sensor 111 provided in the pipe line 104 and the pressure sensor 211 provided in the pipe line 204 were used to measure and measure the hydraulic pressure in the master cylinders 103 and 203.
- the hydraulic pressure in the master cylinders 103 and 203 can be detected as the brake pressure. In this case, it is determined from the measured values of the hydraulic pressure of the master cylinders 103 and 203 whether the brake pressure generated by the brake input by the driver is equal to or higher than the operating pressure.
- a pressure sensor 127a provided in the conduit 114a, a pressure sensor 127b provided in the conduit 114b, and a pressure sensor 227 provided in the conduit 214 are used.
- the hydraulic pressure of the cylinder can be measured, and the measured hydraulic pressure of the wheel cylinder can be regarded as a brake pressure. In this case, it is determined from the measured value of the hydraulic pressure of the wheel cylinder whether the brake pressure generated by the brake input by the driver is equal to or higher than the operating pressure.
- step S12 the driver performs a brake operation on at least one wheel, that is, in FIG. 1, the driver grasps the brake lever 101, depresses the brake petal 201, or performs both operations.
- the driver grasps the brake lever 101, depresses the brake petal 201, or performs both operations.
- the process proceeds to step S16. At this time, the start assist system does not start.
- step S14 the start assist system is activated.
- the starting assistance system can be activated not only on a slope road but also on a horizontal road, regardless of whether or not the road surface on which the vehicle is stopped has a gradient.
- the “operating pressure” may be a brake pressure at the time of turning on the switch of the start assist system, so it is not always necessary to set a pressure higher than the brake pressure required for the vehicle to stop on the slope road.
- a driver performs a strong brake operation for a short time and immediately releases the brake operation as an indication of the driver's intention to activate the start assist system using at least one of the brake lever 101 and the brake petal 201 Even if it exists, it can also set so that a starting assistance system may be started.
- step S18 it is determined in step S18 whether the brake pressure of the rear wheel applied by the brake operation by the driver is equal to or higher than a predetermined pressure necessary for stopping the vehicle.
- the “predetermined pressure” here is specifically a constant value or a fluctuating value that varies depending on the estimated road surface gradient or road surface condition when the vehicle is stopped.
- the predetermined pressure is set to a constant value, it is preferable because safe braking control can be performed immediately.
- the predetermined pressure stops on any road surface (for example, a horizontal road, an uphill road, a downhill road).
- Rear wheel brake pressure to the extent possible, more specifically, on a steep slope road considered to be the toughest stopping condition and full loading (when two passengers are riding and maximum load is loaded)
- the brake pressure of the rear wheel can be set to such an extent that the vehicle can be stopped at.
- the predetermined pressure is stopped. Regardless of the slope of the road surface, it is set to 20 bar.
- the predetermined pressure is set to a variation value that varies depending on the situation estimated using at least one of vehicle information other than the gradient sensor. Examples thereof include the embodiments shown in the following (I) to (III).
- the predetermined pressure is set to a fluctuation value that changes in accordance with the relationship between the brake input pressure of the driver and the deceleration of the wheel.
- III A case where the predetermined pressure is set to a fluctuation value that changes in accordance with the relationship between the brake input pressure of the driver, the wheel speed, and the calculated estimated vehicle body speed.
- the determination of the road surface condition depends on the driver's braking operation, so that the driver's intention can be well reflected.
- the gradient is estimated from the comparison with the detected value when the vehicle is actually stopped by mapping the relationship between the input brake pressure and deceleration in advance for each vehicle body. (For example, if the actual deceleration with respect to the brake input is large, it is estimated to be an uphill, and if it is small, it is estimated to be a downhill).
- the brake pressure of the rear wheel applied by the brake operation by the driver is less than a predetermined pressure.
- the brake input by the driver in step S12 is performed only by operating the brake lever 101, and the front wheel When the brake pressure is equal to or higher than the operating pressure, (ii) only the operation of the brake petal 201 is performed, and when the brake pressure of the rear wheel is equal to or higher than the operating pressure but less than a predetermined pressure, and (iii) There is a case where both of the brake petals 201 are operated, and the brake pressure by the operation of at least one of the brake lever 101 and the brake petal 201 is equal to or higher than the operating pressure, but the brake pressure of the rear wheels is less than a predetermined pressure.
- step 12 when the brake pressure by the operation of the brake lever 101 is equal to or higher than the operating pressure in (i) (or (iii) above, the above (iii)) is applied, the vehicle starts.
- the auxiliary system shifts to the front and rear wheel interlocking control mode.
- step S18 when it is determined that the brake pressure of the rear wheel is equal to or higher than the predetermined pressure, the process proceeds to step S20, the start assist system is operated, and the brake pressure is automatically held as it is.
- the rear wheel brake pressure is automatically maintained by, for example, closing the rear wheel side switching valve 207, or providing a lock mechanism for fixing the brake petal 201 in the depressed position. What is necessary is just to carry out by comprising so that the position of the brake petal 201 may be fixed even if a leg
- step S18 If it is determined in step S18 that the brake pressure of the rear wheel is less than the predetermined pressure, the process proceeds to step 22. At this time, after the start assist system is activated and the brake pressure is increased one or more times until the brake pressure becomes equal to or higher than the predetermined pressure, the process proceeds to step S20 to automatically maintain the pressurized rear wheel brake pressure. To do. For example, the ECU 400 automatically closes the rear wheel side switching valve 207 and opens the rear wheel intake valve 209 while the rear wheel brake pressure is increased to a predetermined pressure or higher.
- the intake valve 213 is controlled to open and close, the rear-wheel hydraulic pump 219 is operated by the DC motor 300, and the brake fluid is sucked out from the rear-wheel master cylinder reservoir 205 through the conduit 204 and the rear-wheel intake valve 209.
- the fluid pressure in the conduit 206 is increased by discharging from the discharge port of the rear wheel hydraulic pump 219 through the conduit 220.
- the rear wheel switching valve 207 is closed.
- a method of automatically holding the rear wheel with a brake pressure equal to or higher than a predetermined pressure by operating the rear wheel caliper 215 via the rear wheel side fitting valve 213 can be used as the hydraulic pressure in the path 206.
- the present invention adopts such a configuration, in particular, without providing an expensive gradient detection sensor or a part of a sensor or device for acquiring engine information, even in a simple device configuration,
- the driver has released the brake operation of the rear wheel by reliably operating the start support system by the driver's intention indication by brake operation, and the driver has released the brake operation Can also be held automatically.
- FIG. 4 shows an example of a flowchart from when the vehicle is stopped by operating the start assist system to when the vehicle is started by stopping the operation of the start assist system.
- step S20 at least one vehicle information of the accelerator opening, engine speed, and output torque information of the vehicle in which the start assist system is in an operating state, in FIG. Determine if there is. And when it is judged that the said vehicle information is less than predetermined value, it transfers to step S30. At this time, the rear wheel brake pressure returns to step 24 while continuing the automatic holding (flow of arrow P1).
- step S26 it is determined whether or not a predetermined time has passed in a state where the vehicle information is equal to or greater than the predetermined value. If it is determined in step S26 that the vehicle information is equal to or greater than the predetermined value and the predetermined time has not elapsed, the process proceeds to step S30. At this time, the rear wheel brake pressure is returned to step 26 while continuing the automatic holding (flow of arrow P2).
- step S24 Only when it is determined in step S24 that the vehicle information is equal to or greater than a predetermined value, and in step S26, it is determined that the vehicle information is in a state equal to or greater than the predetermined value and a predetermined time has elapsed, the process proceeds to step S28. Transition is made, and the operation of the start assist system is stopped, and the brake pressure of the rear wheels is automatically released. That is, when the state in which the vehicle information is equal to or greater than the predetermined value is released in a short time (instant), the automatic release of the rear wheel brake pressure immediately may cause the driver not to start.
- the vehicle information is greater than or equal to a predetermined value, but also that the vehicle information is greater than or equal to the predetermined value and that a predetermined time has elapsed is determined by the driver.
- the condition was regarded as an intention to start.
- the predetermined value of the vehicle information such as the accelerator opening, the engine speed, and the output torque information may be a fluctuation value according to at least one of the estimated road surface gradient or road surface condition when the vehicle is stopped.
- the predetermined value of the vehicle information of the accelerator opening, the engine speed, and the output torque information is set to a high value when the road surface gradient is estimated to be an uphill when the vehicle is stopped, and the vehicle information on the downhill or the bad road When it is estimated that there is, it may be set to a low value. Thereby, it is possible to prevent the vehicle body from suddenly starting or sliding down. Further, the predetermined value may be changed according to the estimated road surface condition.
- the automatic release of the brake pressure of the rear wheel is performed while adjusting the pressure reduction amount according to the numerical value of the vehicle information.
- the vehicle information is the accelerator opening
- the automatic release of the brake pressure of the rear wheel is performed while adjusting the amount of pressure reduction according to the numerical value of the accelerator opening.
- the brake pressure is gradually released to reduce the vehicle speed so that the vehicle can start at normal acceleration.
- the automatic release of the brake pressure of the rear wheel can also adjust the amount of pressure reduction according to the road condition estimated when the vehicle is stopped together with the value of the vehicle information. Brake holding and starting assistance can be realized safely without interfering with the ring.
- the vehicle brake control device includes a start assist system that does not include a gradient detection sensor, and that the vehicle information can be obtained only by a simple device configuration that can obtain only a part of information such as the accelerator opening. Since it is configured to operate with an intention display by a brake operation by the driver, the device cost can be reduced.
- the vehicle brake control device automatically stops the brake pressure generated by the brake operation, which is a driver's intention, and then stops. Even if the driver releases the operation of the brake lever or brake petal, the vehicle does not slide backward, and the automatic release of the brake pressure generated by the accelerator operation, which is the driver's intention, smoothly
- the brake pressure generated by the brake operation which is the driver's intention
- the brake pressure generated by the brake operation can be automatically maintained, for example, the helmet can be wiped off and dirty, When the driver removes both hands from the handle lever or lifts his feet from the brake petal, It becomes possible.
- the switching valves 107 and 207 may be released to release the hydraulic pressure of the wheel cylinder.
- FIGS. 1 to 4 have been described as embodiments in which the brake control device of the present invention is applied to a motorcycle, the brake control device of the present invention is applied to various vehicles such as a four-wheeled vehicle. Needless to say.
- the start support system can be operated reliably.
- a vehicle brake control method and apparatus capable of supporting the start of a vehicle, particularly a motorcycle.
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Abstract
Description
(i)アクセル開度が一定値以上であること。
(ii)ギア位置がニュートラル以外であること。
(iii)出力トルクが一定値以上であること。
(iv)クラッチが接続していること。
(1)車両の発進を支援するための車両のブレーキ制御方法であって、
(a)車両の停止を検出するステップと、
(b)全車輪のブレーキ圧を検出し、前記全車輪のうち、少なくとも一の車輪に対し、運転者によるブレーキ操作によって作用させたブレーキ圧が作動圧以上であるかを判断するステップと、
(c)前記ブレーキ圧が前記作動圧以上であると判断されたときに、車両が停止している路面が勾配を有するか否かに関係なく、発進補助システムを起動させるステップと、
(d)運転者によるブレーキ操作によって作用させた後輪のブレーキ圧が、車両停止のために必要な所定圧以上であるかを判断するステップと、
(e)前記後輪のブレーキ圧が前記所定圧以上であるときは、前記発進補助システムを作動させて、前記ブレーキ圧をそのままの状態で自動保持し、前記後輪のブレーキ圧が前記所定圧未満であるときは、前記発進補助システムを作動させて、前記ブレーキ圧を前記所定圧以上にまで加圧した後に自動保持するステップと、
を有することを特徴とする、車両の発進を支援するための車両のブレーキ制御方法。
(g)前記車両情報が、前記所定値以上の状態で所定時間経過したかを判断するステップと、
(h)前記車両情報が、前記所定値以上の状態で所定時間経過したときのみ、前記発進補助システムの作動を停止させて、前記後輪のブレーキ圧を自動解除するステップと、
をさらに有する上記(1)または(2)に記載の車両のブレーキ制御方法。
(a)車両の停止を検出する手段と、
(b)全車輪のブレーキ圧を検出し、前記全車輪のうち、少なくとも一の車輪に対し、運転者によるブレーキ操作によって作用させたブレーキ圧が作動圧以上であるかを判断する手段と、
(c)前記ブレーキ圧が前記作動圧以上であると判断されたときに、車両が停止している路面が勾配を有するか否かに関係なく、発進補助システムを起動させる手段と、
(d)運転者によるブレーキ操作によって作用させた後輪のブレーキ圧が、車両停止のために必要な所定圧以上であるかを判断する手段と、
(e)前記後輪のブレーキ圧が前記所定圧以上であるときは、前記発進補助システムを作動させて、前記ブレーキ圧をそのままの状態で自動保持し、前記後輪のブレーキ圧が前記所定圧未満であるときは、前記発進補助システムを作動させて、前記ブレーキ圧を前記所定圧以上にまで加圧した後に自動保持する手段と、
を有することを特徴とする、車両の発進を支援するための車両のブレーキ制御装置。
(g)前記車両情報が、前記所定値以上の状態で所定時間経過したかを判断する手段と、(h)前記車両情報が、所定値以上の状態で所定時間経過したときのみ、前記発進補助システムの作動を停止させて、前記後輪のブレーキ圧を自動解除する手段と、
をさらに有する上記(9)または(10)に記載の車両のブレーキ制御装置。
図1は、本発明に従う、車両である自動二輪車のブレーキ制御装置を構成するブレーキ液圧回路の例を示したものである。この液圧回路は、前輪液圧回路100と、後輪液圧回路200と、前輪液圧回路100及び後輪液圧回路200の各液圧ポンプ119、219を駆動するDCモータ300とで主に構成されている。
することができ、例えば下記(I)~(III)に示す態様が挙げられる。
(I)所定圧を運転者のブレーキ入力圧に比例して変化する変動値に設定する場合。
(II)所定圧を運転者のブレーキ入力圧と車輪の減速度の関係に応じて変化する変動値に
設定する場合。
(III)所定圧を運転者のブレーキ入力圧、車輪速、および演算される推定車体速度の関係に応じて変化する変動値に設定する場合。
め、運転者の意思をよく反映させることができる。また、前記(II)の場合には、入力さ
れるブレーキ圧と減速度の関係を予め車体ごとにマッピングしておくことで、実際の車両停止時の検出値との比較から勾配を推定することができる(例えば、ブレーキ入力に対して実際の減速度が大きければ上り坂、小さければ下り坂と推定される。)。さらに、前記(III)の場合には、車輪速から、走行中の路面の摩擦係数μ、つまり低μ路、すなわち悪
路であるかどうかを推定することができ、推定された路面状況に応じた「所定圧」に変動させることができる。
Claims (15)
- 車両の発進を支援するための車両のブレーキ制御方法であって、
(a)車両の停止を検出するステップと、
(b)全車輪のブレーキ圧を検出し、前記全車輪のうち、少なくとも一の車輪に対し、運転者によるブレーキ操作によって作用させたブレーキ圧が作動圧以上であるかを判断するステップと、
(c)前記ブレーキ圧が前記作動圧以上であると判断されたときに、車両が停止している路面が勾配を有するか否かに関係なく、発進補助システムを起動させるステップと、
(d)運転者によるブレーキ操作によって作用させた後輪のブレーキ圧が、車両停止のために必要な所定圧以上であるかを判断するステップと、
(e)前記後輪のブレーキ圧が前記所定圧以上であるときは、前記発進補助システムを作動させて、前記ブレーキ圧をそのままの状態で自動保持し、前記後輪のブレーキ圧が前記所定圧未満であるときは、前記発進補助システムを作動させて、前記ブレーキ圧を前記所定圧以上にまで加圧した後に自動保持するステップと、
を有することを特徴とする、車両の発進を支援するための車両のブレーキ制御方法。 - 前記所定圧は、一定値、または推定される車両停車時の路面勾配または路面状況に応じて変化する変動値である請求項1に記載の車両のブレーキ制御方法。
- (f)前記発進補助システムが作動状態にある車両の、アクセル開度、エンジン回転数および出力トルク情報の少なくとも1つの車両情報が、所定値以上であるかを判断するステップと、
(g)前記車両情報が、前記所定値以上の状態で所定時間経過したかを判断するステップと、
(h)前記車両情報が、前記所定値以上の状態で所定時間経過したときのみ、前記発進補助システムの作動を停止させて、前記後輪のブレーキ圧を自動解除するステップと、
をさらに有する請求項1または2に記載の車両のブレーキ制御方法。 - 前記工程(h)における前記後輪のブレーキ圧の自動解除は、前記車両情報の数値に応じて減圧量を調整しながら行なう請求項3に記載の車両のブレーキ制御方法。
- 前記工程(h)における前記後輪のブレーキ圧の自動解除は、前記アクセル開度の数値に応じて減圧量を調整しながら行なう請求項3に記載の車両のブレーキ制御方法。
- 前記車両情報の所定値は、一定値、または推定される車両停車時の路面勾配または路面状況の少なくとも一方に応じた変動値であることを特徴とする請求項3、4または5に記載の車両のブレーキ制御方法。
- 前記車両情報の所定値は、前記車両停車時に推定される勾配が上り坂の場合は高い値に設定され、下り坂であると推定される場合には低い値に設定されることを特徴とする請求項6に記載の車両のブレーキ制御方法。
- 前記発進補助システムは、勾配検知センサを設けることなく、運転者によるブレーキ操作によって作動する請求項1~7のいずれか1項に記載の車両のブレーキ制御方法。
- 車両の発進を支援するための車両のブレーキ制御装置であって、
(a)車両の停止を検出する手段と、
(b)全車輪のブレーキ圧を検出し、前記全車輪のうち、少なくとも一の車輪に対し、運転者によるブレーキ操作によって作用させたブレーキ圧が作動圧以上であるかを判断する手段と、
(c)前記ブレーキ圧が前記作動圧以上であると判断されたときに、車両が停止している路面が勾配を有するか否かに関係なく、発進補助システムを起動させる手段と、
(d)運転者によるブレーキ操作によって作用させた後輪のブレーキ圧が、車両停止のために必要な所定圧以上であるかを判断する手段と、
(e)前記後輪のブレーキ圧が前記所定圧以上であるときは、前記発進補助システムを作動させて、前記ブレーキ圧をそのままの状態で自動保持し、前記後輪のブレーキ圧が前記所定圧未満であるときは、前記発進補助システムを作動させて、前記ブレーキ圧を前記所定圧以上にまで加圧した後に自動保持する手段と、
を有することを特徴とする、車両の発進を支援するための車両のブレーキ制御装置。 - 前記所定圧は、一定値、または推定される車両停車時の路面勾配または路面状況に応じて変化する変動値である請求項9に記載の車両のブレーキ制御装置。
- (f)前記発進補助機能システムが作動状態にある車両の、アクセル開度、エンジン回転数および出力トルク情報の少なくとも1つの車両情報が、所定値以上であるかを判断する手段と、
(g)前記車両情報が、前記所定値以上の状態で所定時間経過したかを判断する手段と、(h)前記車両情報が、所定値以上の状態で所定時間経過したときのみ、前記発進補助システムの作動を停止させて、前記後輪のブレーキ圧を自動解除する手段と、
をさらに有する請求項9または10に記載の車両のブレーキ制御装置。 - 前記手段(h)における前記後輪のブレーキ圧の自動解除は、前記車両情報の数値に応じて減圧量を調整しながら行なうことを特徴とする請求項11に記載の車両のブレーキ制御装置。
- 前記手段(h)における前記後輪のブレーキ圧の自動解除は、前記アクセル開度の数値に応じて減圧量を調整しながら行なう請求項11に記載の車両のブレーキ制御装置。
- 前記車両情報の所定値は、一定値、または推定される車両停車時の路面勾配または路面状況の少なくとも一方に応じた変動値であることを特徴とする請求項11、12または13に記載の車両のブレーキ制御装置。
- 前記車両情報の所定値は、前記車両停車時に推定される勾配が上り坂の場合は高い値に設定され、下り坂であると推定される場合には低い値に設定されることを特徴とする請求項14に記載の車両のブレーキ制御装置。
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EP15848732.2A EP3205538B1 (en) | 2014-10-09 | 2015-09-07 | Method and device for controlling motorcycle brake for assisting motorcycle departure |
JP2016552867A JP6516266B2 (ja) | 2014-10-09 | 2015-09-07 | ブレーキ制御方法および装置 |
CN201580054790.4A CN106794827B (zh) | 2014-10-09 | 2015-09-07 | 用于支援车辆的起步的车辆的制动控制方法及装置 |
US15/517,335 US20170305432A1 (en) | 2014-10-09 | 2015-09-07 | Method and device for controlling vehicle brake for assisting vehicle departure |
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- 2015-09-07 JP JP2016552867A patent/JP6516266B2/ja active Active
- 2015-09-07 EP EP15848732.2A patent/EP3205538B1/en active Active
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JP2018070103A (ja) * | 2016-11-04 | 2018-05-10 | 本田技研工業株式会社 | 車両制御装置、車両制御方法、および車両制御プログラム |
CN108944931A (zh) * | 2017-05-25 | 2018-12-07 | 长城汽车股份有限公司 | 雪地模式下的坡道起步辅助方法及装置 |
WO2022185698A1 (ja) * | 2021-03-04 | 2022-09-09 | 本田技研工業株式会社 | 鞍乗型車両のブレーキシステム |
JP7428852B2 (ja) | 2021-03-04 | 2024-02-06 | 本田技研工業株式会社 | 鞍乗型車両のブレーキシステム |
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CN106794827A (zh) | 2017-05-31 |
US20170305432A1 (en) | 2017-10-26 |
JP6516266B2 (ja) | 2019-05-22 |
EP3205538A4 (en) | 2017-11-01 |
JPWO2016056337A1 (ja) | 2017-06-22 |
CN106794827B (zh) | 2019-05-14 |
EP3205538A1 (en) | 2017-08-16 |
EP3205538B1 (en) | 2021-03-17 |
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