JP6597735B2 - Brake control device for vehicle - Google Patents

Description

  The present invention relates to a vehicle brake control device, and in particular, includes a braking force generation mechanism that boosts an operation amount of a brake pedal using electric power and a reaction force generation mechanism that generates a reaction force corresponding to the operation amount of the brake pedal. The present invention relates to a vehicle braking control device.

Conventionally, an operating means operated by an occupant, a reaction force generating mechanism for applying an operating reaction force to the operating means, and a driving means for driving the vehicle to operate a predetermined response amount according to the operation amount with respect to the operating means. There is known a by-wire vehicle equipped with
Brake-by-wire is a technology that has attracted attention such as improved operation feeling.

  In this brake-by-wire technology, the control means that controls the entire apparatus sets an operation reaction force (stepping force) based on the stroke of the brake pedal operated by the occupant, and outputs a control signal to the reaction force generation mechanism. A braking force (deceleration) is set based on the set pedaling force, and a brake fluid pressure for control is output to the braking force generation mechanism. A pedaling force characteristic map that defines the relationship between the stroke of the brake pedal and the operation reaction force and a braking force characteristic map that defines the relationship between the stroke (or the operation reaction force) and the braking force are stored in advance in the control means.

Since the braking force generation mechanism that is operated so as to correspond to the stroke of the brake pedal is directly linked to safety, various fail-safe measures have been proposed.
The brake system of Patent Literature 1 includes a service hydraulic brake that operates in response to a brake pedal stroke by an occupant and an electric parking brake, and the release of the electric parking brake can be obtained from a part of the hydraulic piping of the service hydraulic brake. This is done using hydraulic pressure.
Thereby, the malfunction of the hydraulic system occurring in the service hydraulic brake is transmitted to the occupant through the operation of the brake pedal.

JP-A-2005-31848

In the brake-by-wire technology, the reaction force generation mechanism and the braking force generation mechanism are each connected to the vehicle main power supply, and due to the structure, the state of charge (SOC) of the battery has fallen below a predetermined threshold necessary for ensuring the function. In such a case, there is a possibility that sufficient voltage cannot be supplied to both mechanisms.
Therefore, when the engine is restarted after parking on an uphill road or the like, a large amount of power is supplied from the battery to the starter motor that starts the engine. As a result, there is a possibility that the braking force of each wheel by the braking force generation mechanism is not sufficiently ensured.

The technique of Patent Literature 1 can transmit vehicle information such as a hydraulic system malfunction (for example, a piping defect) to the occupant via a brake pedal operation when releasing the parking brake.
However, in the technique of Patent Document 1, a failure that has already occurred (actual hydraulic pressure drop) is merely transmitted to the occupant, and the vehicle retreat is transmitted to the occupant before the failure occurs. It is difficult. Therefore, the technique of Patent Document 1 does not notify the occupant of the problem before the occurrence, and does not avoid the problem before the problem occurs.

In addition to the service hydraulic brake that operates in response to the stroke of the brake pedal, the technique of Patent Document 1 requires an electric parking brake that is another braking mechanism because of its configuration. There is a risk that the manufacturing cost is expensive.
In other words, there is currently no proposal for a technique for notifying a passenger of a problem in a previous stage that occurs through the operation of the brake pedal and avoiding the problem before the occurrence based on this notice information.

  An object of the present invention is to provide a vehicle braking control device and the like that can suppress a change in braking force through an operation of a brake pedal even when the voltage of the braking force generating mechanism cannot be sufficiently secured. is there.

The vehicle braking control device according to claim 1 includes a main power source capable of generating a predetermined voltage, a braking force generation mechanism that generates a braking force of a wheel by boosting an operation amount of a brake pedal using electric power, and the main power source. A starter motor connected in parallel to the braking force generation mechanism with respect to the power source and capable of starting the engine, a reaction force generation mechanism for generating a reaction force corresponding to the operation amount of the brake pedal in the brake pedal, and the control In the vehicle braking control device including a power generation mechanism and a control unit capable of controlling the reaction force generation mechanism, the control unit is configured to multiply the amount of operation of the brake pedal and the braking force of the braking force generation mechanism in a normal state. The force ratio is set to more than twice, and when starting the engine, before the starter motor operation is completed, the boost ratio between the brake pedal operation amount and the braking force of the braking force generating mechanism is set to one time and 1x force ratio A reaction force corresponding to the set braking force is characterized by generating in the brake pedal.

In this vehicle brake control device, the control means sets a boost ratio of the operation amount of the brake pedal and the braking force of the braking force generating mechanism to 2 times or more when normal, and starts the motor when starting the engine. Before the operation of the brake pedal is completed, a boost ratio of the brake pedal operation amount and the braking force of the braking force generation mechanism is set to 1 and a reaction force corresponding to the braking force set to the boost ratio is set to 1 By generating the brake pedal, it is possible to induce an increase in the pedaling force of the occupant, so that the braking force of each wheel by the braking force generation mechanism is sufficiently ensured even if the charge state of the main power supply temporarily decreases. Can do. Further, even when the braking force generated by the braking force generation mechanism is reduced, the stop state can be maintained with the braking force based on the occupant's stepping force.

According to a second aspect of the present invention, there is provided a main power source capable of generating a predetermined voltage, a braking force generation mechanism for generating a braking force of a wheel by boosting an operation amount of a brake pedal using electric power, and the main power source. A starter motor connected in parallel with the braking force generation mechanism and capable of starting the engine, a reaction force generation mechanism for generating a reaction force corresponding to the operation amount of the brake pedal in the brake pedal, and the braking force generation mechanism, And a control unit capable of controlling the reaction force generation mechanism, wherein the control unit causes the brake pedal to generate a reaction force greater than or equal to a predetermined value before the starter motor is completely operated. The power generation mechanism is characterized in that the braking force is reduced when the state of charge of the main power source becomes a threshold value or less.
According to this configuration, even if the state of charge of the main power supply is temporarily lowered, the braking force of each wheel by the braking force generation mechanism can be sufficiently secured, and an increase in the pedaling force of the occupant can be induced. Further, even with a braking force generation mechanism that reduces the braking force when the state of charge of the main power supply becomes lower than the threshold value, the braking force of each wheel can be ensured.

According to a third aspect of the present invention, there is provided a main power source capable of generating a predetermined voltage, a braking force generating mechanism for generating a braking force of a wheel by boosting an operation amount of a brake pedal using electric power, and the main power source. A starter motor connected in parallel with the braking force generation mechanism and capable of starting the engine, a reaction force generation mechanism for generating a reaction force corresponding to the operation amount of the brake pedal in the brake pedal, and the braking force generation mechanism, And a control unit capable of controlling the reaction force generating mechanism, including a master cylinder capable of generating a wheel braking force with hydraulic pressure based on an operation amount of the brake pedal, and the reaction force generating mechanism but wherein the stroke simulator communicated via the master cylinder and the flow path, the middle portion of the flow path is constituted by the openable switching valve, wherein the control means of the starter motor The reaction force of a predetermined value or more before the dynamic complete with generating the brake pedal, when the closing operation of the switching valve which requires power, the said brake the reaction force from the operation state immediately before the starter motor until the engine start completion It is generated by the pedal.
According to this configuration, even if the state of charge of the main power supply temporarily decreases, the braking force of each wheel by the braking force generation mechanism can be sufficiently secured, and an increase in the pedaling force of the occupant is induced using the stroke simulator can do. Further, in a hydraulic circuit that requires electric power for closing the switching valve, it is possible to prevent the vehicle from moving backward while suppressing power consumption.

According to a fourth aspect of the present invention, there is provided a main power source capable of generating a predetermined voltage, a braking force generation mechanism for generating a braking force of a wheel by boosting an operation amount of a brake pedal using electric power, and the main power source. A starter motor connected in parallel with the braking force generation mechanism and capable of starting the engine, a reaction force generation mechanism for generating a reaction force corresponding to the operation amount of the brake pedal in the brake pedal, and the braking force generation mechanism, And a control unit capable of controlling the reaction force generating mechanism, including a master cylinder capable of generating a wheel braking force with hydraulic pressure based on an operation amount of the brake pedal, and the reaction force generating mechanism but wherein the stroke simulator communicated via the master cylinder and the flow path, the middle portion of the flow path is constituted by the openable switching valve, wherein the control means of the starter motor Before moving complete with generating a reaction force greater than a predetermined value to the brake pedal, when the switching valve closing operation power is unnecessary to generate the brake pedal the reaction force from the ignition off until the engine start completion It is characterized by that.
According to this configuration, even if the state of charge of the main power supply temporarily decreases, the braking force of each wheel by the braking force generation mechanism can be sufficiently secured, and an increase in the pedaling force of the occupant is induced using the stroke simulator can do. Further, in a hydraulic circuit that does not require electric power to close the switching valve, it is possible to prevent the vehicle from moving backward while suppressing power consumption.

  According to the vehicle brake control device of the present invention, the vehicle information is transmitted to the occupant through the operation operation of the brake pedal, so that even when the voltage of the braking force generation mechanism cannot be sufficiently secured, Change can be suppressed.

1 is a functional block diagram of a braking control device according to a first embodiment. It is a schematic block diagram of a braking control apparatus. It is a map of the pedaling force characteristic which shows the relationship between a stroke and pedaling force. It is a map of the braking characteristic which shows the relationship between pedal effort and deceleration. It is a flowchart which shows a starting control processing procedure. 3 is a time chart of each element according to the first embodiment. It is a time chart of each element concerning a modification.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The following description is an example in which the present invention is applied to a vehicle braking control device, and does not limit the present invention, its application, or its use.

Embodiment 1 of the present invention will be described below with reference to FIGS.
First, a schematic configuration of the vehicle V will be described.
As shown in FIG. 1, a vehicle V according to this embodiment includes a DCDC converter 2 electrically connected to a secondary battery 7, a vehicle main power battery 3, and a starter motor connected to an engine 8. 4, a braking fluid pressure generating mechanism 5 (braking force generating mechanism) configured by an electric brake booster, and a reaction force corresponding to a pedal stroke (hereinafter simply referred to as a stroke) St is applied to the brake pedal 9. A reaction force generation device 6 (reaction force generation mechanism), an ECU (Electronic Control Unit) 10 (control means) that integrally controls them, and the like constitute a brake control device 1 that is a brake-by-wire mechanism.

The DCDC converter 2 is configured to be able to store the battery 3 by converting the power supply voltage of the secondary battery stored in the battery 7 by a generator or the like to 12 V while the engine 8 is in operation.
The starter motor 4 is electrically connected in parallel to the battery 3 in the same manner as the brake fluid pressure generating mechanism 5 and the reaction force generator 6. The starter motor 4 is configured such that the engine 8 that is stopped (stopped) is cranked and restarted because the power of the battery 3 is energized when the starter switch 11 is turned on by an occupant.

The ECU 10 includes a CPU (Central Processing Unit), a ROM, a RAM, an in-side interface, an out-side interface, and the like. The ROM stores various programs, data, and maps for controlling the pedal effort and braking force, and the RAM is provided with a processing area used when the CPU performs a series of processes.
The ECU 10 includes a stroke sensor 12 that detects a stroke St of the brake pedal 9, a rotation speed sensor 13 that detects the rotation speed of the engine 8, and an SOC sensor 14 that detects a state of charge (SOC) of the battery 3. The vehicle V is electrically connected to a gradient sensor 15 or the like that detects a road surface gradient on which the vehicle V travels (stops), and detection signals of the sensors 12 to 15 are sequentially input.

Next, the braking control device 1 will be described.
As shown in FIG. 2, the braking control device 1 includes a braking fluid pressure generating mechanism 5, a reaction force generating device 6, an ECU 10, and a master cylinder 16 that can generate braking fluid pressure according to the stroke St of the brake pedal 9. And wheel cylinders 17a to 17d that brake the rotation of the front, rear, left and right wheels FL, FR, RL, and RR of the vehicle by the brake hydraulic pressure generated by the master cylinder 16 or the brake hydraulic pressure generating mechanism 5, respectively.
When the brake fluid pressure generating mechanism 5 is normal, the brake fluid that has been boosted by the brake fluid pressure generating mechanism 5 with respect to the operation of the brake pedal 9 with respect to the wheel cylinders 17a to 17d (for example, the boost ratio is twice or more). When the brake fluid pressure generating mechanism 5 is abnormal, the master cylinder 16 supplies the brake fluid pressure corresponding to the operation of the brake pedal 9 (for example, the boost ratio is 1 time) from the master cylinder 16. Is configured to do.

Next, the master cylinder 16 will be described.
The master cylinder 16 includes a first pressure generation chamber 16a and a second pressure generation chamber 16b. The first and second pressure generating chambers 16a and 16b are respectively connected to the reservoir tank 18 and have compression springs therein. The first and second pressure generating chambers 16 a and 16 b are configured to be able to pump substantially the same brake fluid pressure in accordance with the depression operation of the brake pedal 9.
The first pressure generating chamber 16a communicates with the wheel cylinders 17a and 17b via an electromagnetic valve 21 that can be opened and closed, and the second pressure generating chamber 16b communicates with the wheel cylinders 17c and 17d via an electromagnetic valve 24 that can be opened and closed. Has been. The solenoid valves 21 and 24 are closed when being energized, and are opened while being deenergized when the brake fluid pressure generating mechanism 5 is abnormal.

Next, the brake fluid pressure generating mechanism 5 will be described.
The brake fluid pressure generating mechanism 5 is connected to the reservoir tank 18 and is constituted by an electric motor, a hydraulic pump, and the like. In the brake fluid pressure generation mechanism 5, it is difficult to secure a voltage necessary for operation when an abnormality occurs, for example, when the SOC of the battery 3 is less than the determination threshold.
The brake fluid pressure generating mechanism 5 is communicated with the wheel cylinders 17a and 17b via an electromagnetic valve 22 that can be opened and closed, and is communicated with the wheel cylinders 17c and 17d via an electromagnetic valve 23 that can be opened and closed. The solenoid valves 22 and 23 are opened when energized.

As shown in FIG. 2, the downstream flow path of the electromagnetic valve 21 and the downstream flow path of the electromagnetic valve 22 are communicated, and the downstream flow path of the electromagnetic valve 23 and the downstream flow path of the electromagnetic valve 24 are communicated. ing.
A return flow path for returning the brake hydraulic pressure to the reservoir tank 18 is provided in the upstream flow path of each of the wheel cylinders 17a to 17d.

  Thus, when the brake fluid pressure generating mechanism 5 is normal, the solenoid valves 21 to 24 are set to the first mode, so-called solenoid valves 21 and 24 are closed and the solenoid valves 22 and 23 are opened, and the wheel cylinders 17a to 17a are set. The brake fluid pressure of at least twice the boost ratio is supplied from the brake fluid pressure generating mechanism 5 to 17d. On the other hand, when the brake fluid pressure generation mechanism 5 is abnormal, the solenoid valves 21 to 24 are set to the second mode, so-called solenoid valves 21 and 24 are opened and the solenoid valves 22 and 23 are closed, and the wheel cylinders 17a to 17d are set. On the other hand, the brake hydraulic pressure with a boost ratio of 1 is directly supplied from the master cylinder 3.

Next, the reaction force generation mechanism 6 will be described.
Reaction force generating mechanism 6 is connected to a first pressure generating chamber 16a and the solenoid valve 21 in the flow path communicating, and a stroke simulator and the simulator valves (both not shown).
Stroke simulators, the oil consumption was simulated, and is configured to consume and absorb pumped brake fluid pressure from the master cylinder 16 (16a).
The stroke simulator, for example, a cylinder, a slidable piston in the cylinder, and is formed by a biasing means such as for biasing the piston.

Simulator valves is when energized is disposed on one valve and parallel manner between the flow passage and the stroke simulator that communicates the first pressure generating chamber 16a and the solenoid valve 21 is constituted by a solenoid valve for opening operation ing.
By opening operation of the simulator valves, when the occupant is depression or the releasing operation of the brake pedal 9, the operation with a preset characteristic via the brake pedal 9 reaction force (depression force F) on the driver Can act. Further, by closing operation of the simulator valves, it is possible to act a high operational reaction force to the occupant, by finely adjusting the closing operation, the operation reaction force to be applied to the occupant via the brake pedal 9 Fine adjustment is also possible. The operation reaction force acting on the occupant's leg from the brake pedal 9 and the stepping force F on which the occupant operates the brake pedal 9 are in a relation of action and reaction.

Next, the ECU 10 will be described.
The ECU 10 is electrically connected to the brake fluid pressure generating mechanism 5, the reaction force generating mechanism 6, the stroke sensor 12, the electromagnetic valves 21 to 24, and the like, as well as deceleration control processing, pedaling force control processing, and start control. The process is configured to be executable.

First, the deceleration control process and the pedal effort control process will be described.
As shown in FIG. 3, the ECU 10 has a pedaling force characteristic map M1.
The map M1 is defined by a predetermined function, for example, logarithm.
As shown in the following equation, the occupant's sensory strength is proportional to the logarithm of the strength of the stimulus (Weber-Fechner's Law).
A = klogB + K
A is a sensory quantity, B is a physical quantity, k is a gain, and K is an integral constant.
Therefore, in the pedal force characteristic map M1, a characteristic in which the pedal force F at which the occupant operates the brake pedal 9 and the stroke St of the brake pedal 9 are in a logarithmic relationship is set in advance.

The ECU 10 sets a pedal force F corresponding to the target operation reaction force based on the stroke St detected by the stroke sensor 12 and the pedal force characteristic map M1, and outputs an operation command signal corresponding to this to the reaction force generation mechanism 6. Yes.
As a result, the relationship between the pedaling force F of the brake pedal 9 perceived by the occupant and the stroke St of the brake pedal 9 can be made linear to human perceptual characteristics, and the amount of perception that the occupant feels through somatic sensation and the brake pedal A deviation from the physical operation amount for operating 9 is avoided.

As shown in FIG. 4, the ECU 10 has a braking characteristic map M2.
The ECU 10 sets the deceleration D corresponding to the target deceleration of the vehicle using the pedaling force F set via the detected stroke St and the braking characteristic map M2, and corresponds to the deceleration D in the first mode. An operation command signal is output to the brake fluid pressure generating mechanism 5.
Thereby, each wheel cylinder 17a-17d is driven and the braking of the deceleration D based on the braking characteristic map M2 is performed.

Next, the start control process will be described.
Since the braking fluid pressure generating mechanism 5 concentrates electric power on the starter motor 4 when the SOC of the battery 3 becomes equal to or lower than the threshold value, a voltage necessary for operation is not sufficiently supplied.
Therefore, when the engine 8 is restarted after parking on an uphill road or the like, a large amount of electric power is supplied from the battery 3 to the starter motor 4 that starts the engine 8, so that the SOC of the battery 3 is temporarily changed. As a result, the braking force of each wheel by the brake fluid pressure generating mechanism 5 may not be sufficiently secured.
Therefore, when the engine 8 is restarted, the ECU 10 increases an occupant's pedaling force by causing the brake pedal 9 to generate an operation reaction force that is equal to or greater than a predetermined value before the starter motor 4 is completed (the starter switch 11 is turned on). Inducing.

Specifically, before the starter switch 11 is turned on, the ECU 10 generates a brake fluid pressure generating mechanism so as to supply a brake fluid pressure having a boost ratio of 1 with respect to an operation reaction force of the occupant operating the brake pedal 9. 5 and the reaction force generation mechanism 6 is controlled so as to generate an operation reaction force of the brake pedal 9 corresponding thereto.
Further, the ECU 10 increases the braking hydraulic pressure so that the power to the starter motor 4 is concentrated in order to improve the cranking performance of the engine 8 from the time when the starter switch 11 is turned on until the start of the engine 8 is completed. The operation of the generation mechanism 5 is stopped.
Thereby, before the starter motor 4 is actuated, the reaction force generating mechanism 6 generates an operation reaction force corresponding to a boost ratio of 1 at the brake pedal 9 and the brake fluid pressure generating mechanism 5 has a boost ratio of 1 time. Is supplied to the wheel cylinders 17a to 17d, and when the starter switch 11 is turned on and from when the starter switch 11 is turned on until the start of the engine 8 is completed, the master cylinder 3 The brake hydraulic pressure with a boost ratio of 1 is directly supplied to the wheel cylinders 17a to 17d.

Next, the start control processing procedure will be described based on the flowchart of FIG. 5 and the time chart of FIG.
Si (i = 1, 2,...) Indicates steps for each process.
Further, the time chart of Figure 6, in order from the first stage, the ignition operation state, the operation state of the starter motor 4, the operating state of the brake fluid pressure generating mechanism 5, the operating state of the simulator valves, operated by the reaction force generating mechanism 6 The amount of reaction force and the stroke St of the brake pedal 9 are shown.

As shown in FIG. 5, first, various information is read, and the process proceeds to S2.
In S2, it is determined whether the flag F is 0 or not.
The flag F is set to F = 1 when the start control process is being executed, and F = 0 is set otherwise.

If the flag F is 0 as a result of the determination in S2, the process proceeds to S3, and it is determined whether or not the ignition is turned off.
Result of the determination in S3, when the ignition is turned off, to increase the operation reaction force of the brake pedal 9, by operating the simulator valves in the closing direction (S4), the process proceeds to S5.
As shown in FIG. 6, for suppressing Oite power unnecessary simulator valves in closing operation, the power consumption, the time t0 the ignition is turned off, the time t0 and the same time to closing operation simulator valves Is set to

In S5, it is determined whether or not the stroke St that is the operation amount of the brake pedal 9 is equal to or greater than a predetermined value.
In this embodiment, the relationship between the road surface gradient and the operation amount (stroke St) of the brake pedal 9 necessary for stopping the vehicle V when the boost ratio is 1 is stored in advance, and the detected value of the gradient sensor 15 Based on this, the stroke St of the brake pedal 9 necessary for stopping the vehicle V is set as the predetermined value.

If the stroke St of the brake pedal 9 is greater than or equal to a predetermined value as a result of the determination in S5, the solenoid valves 21 to 24 are set to the first mode (S6), and the process proceeds to S7.
S5 result of the determination in the case the stroke St of the brake pedal 9 is less than the predetermined value, then returns to S4, further manipulated in the closing direction the simulator valves.
As shown in FIG. 6, at time t1, the stroke St of the brake pedal 9 and the operation reaction force corresponding to this can be avoided even when the brake fluid pressure supplied from the master cylinder 16 is 1 times the boost ratio. Is set. Note that the braking fluid pressure generation mechanism 5 maintains the braking force at time t0 regardless of the operation of the reaction force generation mechanism 6 even when the ignition is off.

In S7, the boost ratio by the brake fluid pressure generating mechanism 5 is set to 1 and the flag F is set to 1 (S8), and the process returns.
If the ignition is not turned off as a result of the determination in S3, the vehicle V is in a driving state or a stopped state, so the operation reaction force and braking force of the brake pedal 9 are maintained as they are and the process returns.

If the flag F is 1 as a result of the determination in S2, since the start control process is being executed, the process proceeds to S9 to determine whether or not the starter motor 4 (starter switch 11) is turned on.
If the starter motor 4 is turned on as a result of the determination in S9, the voltage supplied to the brake fluid pressure generating mechanism 5 decreases (S10), and the process proceeds to S11.
As shown in FIG. 6, for example, when the occupant opens the door and gets into the vehicle V (time t2) and starts the depression operation of the brake pedal 9 (t3), the stroke St increases with the elapsed time.
Then, at time t4 when the stroke St of the brake pedal 9 and the operation reaction force by the reaction force generating mechanism 6 are balanced, the depression operation of the brake pedal 9 by the occupant is completed.
Thereafter, at time t5, the starter motor 4 is turned on, and the voltage of the brake fluid pressure generating mechanism 5 is changed to a low level. Even if the voltage drop of the brake fluid pressure generating mechanism 5 occurs, the brake force applied to each wheel is ensured by the brake fluid pressure supplied from the master cylinder 16 corresponding to the stroke St and having a boost ratio of 1. ing.

In S11, it is determined whether or not the rotational speed of the engine 8 is a predetermined value, for example, an idling rotational speed or more.
As a result of the determination in S11, when the rotation speed of the engine 8 is equal to or greater than a predetermined value, the start of the engine 8 has been completed.
Result of the determination in S12, SOC of the battery 3 is equal to or larger than the determination threshold value, activates the brake fluid pressure generating mechanism 5 (S13), operating the simulator valves in the opening direction (S14).
In S15, the solenoid valves 21 to 24 are set to the first mode, the boost ratio by the brake fluid pressure generating mechanism 5 is set to 2 times or more (S16), the flag F is set to 0 (S17), Return.

As a result of the determination in S12, when the SOC of the battery 3 is less than the determination threshold, the electromagnetic valves 21 to 24 are set to the second mode (S18), an alarm is executed (S19), and the process returns.
As a result of the determination in S11, when the rotational speed of the engine 8 is less than the predetermined value, the engine 8 has not been started (during cranking), and the process returns.
As a result of the determination in S9, when the starter motor 4 is not turned on, the start control process is continued, and the process returns.

Next, the operation and effect of the braking control device 1 will be described.
According to the braking control apparatus 1 according to the first embodiment, the ECU 10 can induce an increase in the pedaling force of the occupant by causing the brake pedal 9 to generate an operation reaction force of a predetermined value or more before the starter motor 4 is completely operated. Therefore, even if the SOC of the battery 3 temporarily decreases, the braking force of each wheel by the braking fluid pressure generation mechanism 5 can be sufficiently ensured.

  Since the ECU 10 sets the boost ratio of the stroke St of the brake pedal 9 and the braking force of the braking fluid pressure generating mechanism 5 to 1 time, even if the braking force by the braking fluid pressure generating mechanism 5 is not sufficient, the pedaling force of the occupant The stop state can be maintained by the braking force based on F.

  Since the braking fluid pressure generating mechanism 5 is configured to reduce the braking force when the SOC of the battery 3 becomes equal to or less than the threshold value, the braking fluid pressure generating mechanism that reduces the braking force when the SOC of the battery 3 becomes equal to or less than the threshold value. Even if it is 5, the braking force of each wheel can be ensured.

A master cylinder 16 that can generate braking force of the wheels FL, FR, RL, and RR with hydraulic pressure based on the stroke St of the brake pedal 9 is provided, and the reaction force generation mechanism 6 communicates with the master cylinder 16 through a flow path. a stroke simulator that is, because it was formed by a middle portion capable of opening and closing the simulator valves of the flow channel, it is possible to induce reaction force increase of the passenger using the stroke simulator.

ECU10, when power to the closing operation of the simulator valves is not required, to generate the operation reaction force to the brake pedal 9 from the ignition off until the start completion of the engine 8, the hydraulic power is not required to close operation of the simulator valves In the circuit, the backward movement of the vehicle V can be avoided while suppressing power consumption.

Next, a modified example in which the embodiment is partially changed will be described.
1) In the above embodiment, the example in which the operation reaction force is generated in the brake pedal from the ignition off state to the completion of engine start has been described. However, when electric power is required for closing the simulator valve, the starter motor is operated. An operation reaction force may be generated in the brake pedal from the immediately preceding state to the completion of engine start.

As shown in FIG. 7, although the brake fluid pressure generating mechanism is operating from time t0 when the ignition is turned off to time t2 when the occupant opens the door and enters the vehicle, the simulator valve opening degree and reaction force No reaction force is generated by the generating mechanism.
The simulator valve opening degree and the operation reaction force are increased from the time when the door opening operation is detected by the door opening / closing detection sensor. For example, the brake hydraulic pressure supplied from the master cylinder at time t3 when the occupant starts to step on the brake pedal. However, a brake pedal stroke and an operation reaction force corresponding to the brake pedal stroke that can prevent the vehicle from moving backward are set.
At time t4 when the stroke of the brake pedal and the reaction force generated by the reaction force generating mechanism are balanced, the brake pedal depression operation by the occupant is completed, and at time t5, the starter motor is turned on, and the brake fluid pressure generating mechanism The voltage is changed to a lower level.

2] In the above embodiment, the example of the brake fluid pressure generating mechanism that reduces the supply voltage when the SOC of the battery is less than the determination threshold has been described. However, at least when the starter motor is turned on, the supply voltage of the brake fluid pressure generating mechanism is described. Thus, the engine starting performance can be improved.
In addition, the example of the brake fluid pressure generating mechanism that reduces the supply voltage when starting the engine from the ignition off has been described, but since power is supplied via the DCDC converter when the engine is restarted from the idling stop, It is possible to omit the voltage drop control of the brake fluid pressure generating mechanism.

3) In addition, those skilled in the art can implement the present invention in a form in which various modifications are added to the above-described embodiment or a combination of the above-described embodiments without departing from the spirit of the present invention. Various modifications are also included.

DESCRIPTION OF SYMBOLS 1 Braking control apparatus 3 Battery 4 Starter motor 5 Braking fluid pressure generation mechanism 6 Reaction force generation mechanism 8 Engine 9 Brake pedal 10 ECU
16 Master cylinder V Vehicle St Stroke

Claims (4)

A main power source capable of generating a predetermined voltage, a braking force generation mechanism for generating a braking force of a wheel by boosting an operation amount of a brake pedal using electric power, and a parallel to the braking force generation mechanism for the main power source The starter motor that is connected in a shape and can start the engine, the reaction force generation mechanism that generates a reaction force corresponding to the operation amount of the brake pedal, and the braking force generation mechanism and the reaction force generation mechanism can be controlled. In a vehicle brake control device comprising a control means,
The control means sets the boost ratio of the operation amount of the brake pedal and the braking force of the braking force generation mechanism to be twice or more when normal, and starts the brake pedal before the starter motor is completed when starting the engine. And a braking force of the braking force generating mechanism is set to 1 and a reaction force corresponding to the braking force set to 1 is generated in the brake pedal. A vehicle brake control device. A main power source capable of generating a predetermined voltage, a braking force generation mechanism for generating a braking force of a wheel by boosting an operation amount of a brake pedal using electric power, and a parallel to the braking force generation mechanism for the main power source The starter motor that is connected in a shape and can start the engine, the reaction force generation mechanism that generates a reaction force corresponding to the operation amount of the brake pedal, and the braking force generation mechanism and the reaction force generation mechanism can be controlled. In a vehicle brake control device comprising a control means,
The control means causes the brake pedal to generate a reaction force of a predetermined value or more before completing the operation of the starter motor,
The brake force generating mechanism, when the state of charge of the main power supply falls below the threshold value, the car dual brake control apparatus characterized in that the braking force is configured to be reduced. A main power source capable of generating a predetermined voltage, a braking force generation mechanism for generating a braking force of a wheel by boosting an operation amount of a brake pedal using electric power, and a parallel to the braking force generation mechanism for the main power source The starter motor that is connected in a shape and can start the engine, the reaction force generation mechanism that generates a reaction force corresponding to the operation amount of the brake pedal, and the braking force generation mechanism and the reaction force generation mechanism can be controlled. In a vehicle brake control device comprising a control means,
A master cylinder capable of generating a braking force of a wheel by hydraulic pressure based on an operation amount of the brake pedal;
The reaction force generating mechanism is composed of a stroke simulator communicated with the master cylinder via a flow path, and a switching valve capable of opening and closing a middle portion of the flow path,
The control means causes the brake pedal to generate a reaction force greater than or equal to a predetermined value before completion of the operation of the starter motor, and when power is required for closing the switching valve, the engine starts from the state immediately before the starter motor is operated. car dual brake control apparatus to start completion you characterized by generating the reaction force to the brake pedal. A main power source capable of generating a predetermined voltage, a braking force generation mechanism for generating a braking force of a wheel by boosting an operation amount of a brake pedal using electric power, and a parallel to the braking force generation mechanism for the main power source The starter motor that is connected in a shape and can start the engine, the reaction force generation mechanism that generates a reaction force corresponding to the operation amount of the brake pedal, and the braking force generation mechanism and the reaction force generation mechanism can be controlled. In a vehicle brake control device comprising a control means,
A master cylinder capable of generating a braking force of a wheel by hydraulic pressure based on an operation amount of the brake pedal;
The reaction force generating mechanism is composed of a stroke simulator communicated with the master cylinder via a flow path, and a switching valve capable of opening and closing a middle portion of the flow path ,
The control means generates a reaction force of a predetermined value or more in the brake pedal before completion of the operation of the starter motor, and when no electric power is required for closing the switching valve, from the ignition off state to the completion of engine start. car dual brake controller characterized by generating a reaction force to the brake pedal.