JPH09109876A - Failure detection method for hydraulic control device - Google Patents

Abstract

(57) [Abstract] [Problem] To perform gas leakage abnormality of an accumulator quickly and accurately. A hydraulic control including an accumulator ACC which is a pressure source for hydraulic control, a motor MT which accumulates pressure by operating a pump in the accumulator ACC, and a motor current detection means MI which detects a current flowing through the motor MT. In the apparatus, the motor current change rate detecting means MD for detecting the change rate of the detected current by the motor current detecting means MI, and the accumulator ACC of the accumulator ACC when the motor current change rate by the motor current change rate detecting means MD exceeds a predetermined current. A gas release detecting means GD, which determines that gas release has occurred, is provided.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic pressure control device equipped with an accumulator which serves as a pressure source for hydraulic pressure control.
The present invention relates to a method for detecting outgassing of an accumulator.

[0002]

2. Description of the Related Art Conventionally, in a fluid pressure control device provided with an accumulator which serves as a pressure source for fluid pressure control, when outgassing of the accumulator occurs, the motor is normally turned on,
In the motor operation region where the gas is switched off, the pressure drop in the accumulator becomes large with a little oil consumption as compared with the case where no gas release occurs. Because of this, appropriate brake control cannot be performed, and it is necessary to detect outgassing of the accumulator.

On pages 7-97 of Toyota Motor Corporation's New Crown Manual (published in September 1987), pages 7-97 detect the outgassing state of the accumulator, which is the pressure source during hydraulic pressure control. Is output.

For example, to detect an abnormal gas release in the accumulator, the pressure of the accumulator is detected by a pressure switch, and the number of motor operations based on the output of the pressure switch after the ignition switch is turned on is detected. If it is operating, it can be detected that the accumulator is out of gas.

[0005]

In the conventional hydraulic control device, the abnormality detection of the gas release of the accumulator is performed by detecting the number of operation of the motor based on the output of the pressure switch after the ignition switch is turned on. If the motor is operating frequently, it is detected that the accumulator is out of gas.Therefore, it is necessary to detect the number of times the motor has been operating in a predetermined time. It was hanging.

Further, in this detection, the gas release of the accumulator can be detected by the time when the state of the pressure switch having hysteresis is switched, but there is a temporal variation in the state where the output is switched, and the detection accuracy is high. There wasn't.

Therefore, gas leakage from the accumulator, which serves as a pressure source during hydraulic pressure control, makes it impossible to sufficiently secure the relationship between hydraulic pressure and oil amount applied to the wheel cylinders in the motor operating region. For this reason, it is an object of the present invention to detect the gas release state of the accumulator quickly and accurately to improve safety.

[0008]

As shown in FIG. 1, the present invention is a means for solving the above-mentioned problems. As shown in FIG. 1, an accumulator ACC which is a pressure source for hydraulic pressure control and an accumulator A are provided.
A motor MT for accumulating pressure by operating a pump in CC, and a motor current detecting means MI for detecting a current flowing through the motor MT.
And a motor current change rate detecting means MD for detecting a change rate of the detected current by the motor current detecting means MI, and a motor current change rate by the motor current change rate detecting means MD exceeds a predetermined current. In this case, the degassing detecting means GD is provided, which determines that degassing of the accumulator ACC has occurred. As a result, the state of outgassing of the accumulator can be detected from the rate of change of the motor current, so that the abnormality of the accumulator can be detected earlier than the method of detecting the outgassing by detecting the number of frequent motor operations.

In the second aspect, the motor voltage detecting means MV for detecting the drive voltage of the motor MT is provided, and the predetermined current is determined by the motor drive voltage by the motor voltage detecting means MV. Specifically, when the voltage that drives the motor MT rises, the rotation speed of the motor MT increases and the discharge amount of the pump increases. As a result, as the current of the accumulator ACC increases, the change in current also increases, so that the predetermined current is changed accordingly. From this, even when the motor voltage changes, the predetermined value of the motor current change rate changes, so that accurate detection can be performed.

According to the third aspect of the present invention, when the degassing detecting means GD detects degassing of the accumulator ACC, by providing the alarm generating means WA, a warning lamp, a buzzer or the like is provided when the degassing of the accumulator ACC is abnormal. And a hydraulic pressure control prohibiting means CE for prohibiting the hydraulic pressure control when the outgassing detecting means GD detects the outgassing of the accumulator ACC. Therefore, when the accumulator ACC is out of gas abnormally, it is not possible to secure the hydraulic pressure and the amount of oil required for hydraulic pressure control.
By prohibiting slip control, it is possible to improve safety.

[0011]

BEST MODE FOR CARRYING OUT THE INVENTION A device representing the present invention will be described below with reference to the drawings.

FIG. 2 is a system configuration diagram of the hydraulic pressure control device of the present invention. First, the hydraulic pressure generation device for generating the hydraulic pressure will be described.

In FIG. 3, the first piston 3 is slidably installed in the cylinder body 2 of the master cylinder 1.
The first piston 3 is connected to the brake pedal 5 via the push rod 4. The first piston 3 receives the urging force from the return spring 6 and contacts the sleeve 7,
Further, it is positioned by the snap ring 7a.

A stopper 7b is provided at the front of the sleeve 7.
Is installed to prevent the sleeve 7 from moving forward. An inlet valve 8 is fitted and inserted in the communication hole 3a of the first piston 3, and the inlet valve 8 is biased by a valve spring 8a. When the first piston 3 is inoperative, the inlet valve 8 is fixed to the cylinder body 2, Piston 3
Is in contact with a pin 9 inserted through a through hole 3b provided in the valve portion 8b of the inlet valve 8 in this state.
And the valve surface 3c of the piston 3 are not in contact with each other, and the inlet valve 8 is open. The first piston 3 has a seal cup 3d attached at its front end, and further has a seal cup 3e attached at its rear end.
An inner diameter seal 7c and an outer diameter seal 7d are mounted on the sleeve 7, respectively. By these seal members, a pressure chamber 10 is formed in front of the first piston 3, and an auxiliary pressure chamber 11 is formed in the rear of the first piston 3 between the pressure chamber 10 and the sleeve 7. Further, 12 is a boot that shuts off the master cylinder 1 from the outside, and 13 is a retainer that supports the boot 12 and restricts the radial movement of the push rod 4. Further, 14 is a cup retainer that engages the return spring 6 with the first piston 3 and regulates the seal cup 3 d so as not to drop off from the first piston 3.

The sleeve member 15 receives the biasing force from the return spring 6 at its right end and is in contact with the bottom of the cylinder body 2. A seal member 15 a is attached to the sleeve member 15 and forms a pressure chamber 10 with the first piston 3. The second piston 16 is slidably fitted in the sleeve member 15 and the snap ring 16
It is biased rightward with respect to the sleeve member 15 by the piston spring 15b locked to a, and positioned by contacting the stopper 15c.

The second piston 16 has a cup seal 16b.
By forming the pressure chamber 10, the pressure chamber 10 is formed, and the pressure chamber 10 can receive the pressure generated in the pressure chamber 10 and slide to the left. The second piston 16 is connected to the spool valve 18 by a pin 17, and the spool valve 18 can move integrally with the second piston 16.

Further, a piston return member 20 is installed at the left end of the spool valve 18 via a spring 19,
A trapezoidal engagement member 21 is attached to the piston return member 20. The engaging member 21 is also in contact with the elastic member 22 formed of, for example, rubber by the urging force of the spring 19. Reference numeral 23 denotes a movement preventing member for the sleeve member 15, which is fixed to the sleeve member 15. Further, the movement preventing member 23 is provided with a seal member 23a and communication holes 23b and 23c. Here, the elastic member 22 and the movement preventing member 23 form a regulator pressure chamber 24.

The sleeve member 15 is provided with seal members 15d, 15e and 15f from the right side in addition to the seal member 15a. Between the seal members 15d and 15e, an outlet port 15g connected to the main pipeline 31 connected to the wheel cylinder WCRL installed in the rear left wheel of the vehicle and the wheel cylinder WCRR installed in the rear right wheel,
Further, an inlet port 15h into which the brake fluid accumulated in the accumulator 26 is introduced is formed between the seal members 15e and 15f. The brake fluid stored in the reservoir 27 is pumped to the accumulator 26 by the pump 28.
It is pressurized and stored by. Outlet port 15g and inlet port 1 provided on the sleeve member 15
5h is port 2 installed on each cylinder body 2
It is connected to a and 2b. Also, on the cylinder body 2,
Further, a port 2c is installed and connected to the main pipe line 32 leading to the wheel cylinder WCFL installed in the front left wheel and the wheel cylinder WCFR installed in the front right wheel. Further, the cylinder body 2 is provided with two inlet ports 2d and 2e, which communicate with the reservoir 27.

A first slit 18a and a second slit 18b are formed on the outer peripheral portion of the spool valve 18,
Further, the sleeve member 15 is also formed with a slit 15i. Also, the port 2a installed on the cylinder body 2
The (regulator port) is connected to the port 2f communicating with the regulator pressure chamber 24, and is further connected to the communication hole 2g communicating with the auxiliary pressure chamber 11 by the feedback conduit 38.

Next, the operation of the master cylinder 1 will be described. When the driver normally operates the brake pedal 5, the first piston 3 strokes leftward via the push rod 4, so that the inlet valve 8 separates from the pin 9 and is urged by the valve spring 8a to be urged by the valve portion 8b. When,
The pressure chamber 10 is shut off from the reservoir 27 by contact with the valve surface 3c of the first piston 3. After that, as the stroke of the first piston 3 further increases, the volume of the pressure chamber 10 decreases, and the pressure PM is generated in the pressure chamber 10. At this time, the second piston 16 receives the pressure PM generated in the pressure chamber 10. Therefore, if the cross-sectional area of the second piston 16 is SA, the force PM × SA acts to the left, and the second piston 16 moves to the left. Move towards. Since the spool valve 18 is engaged with the second piston 16 by the pin 17,
It moves to the left together with the piston 16, compresses the spring 19 and contacts the piston return member 20. By the movement of the spool valve 18, the first slit 18a provided in the spool valve 18 communicates with the inlet port 15h provided in the sleeve member 15, and the inlet port 15h and the slit 15i provided in the sleeve member 15 are connected.
And communicate. In addition, the second slit 18b installed in the spool valve 18 communicates with the slit 15i to communicate the slit 15i with the outlet port 15g. Inlet port 1 installed
5h communicates with the outlet port 15g. Therefore,
Inlet port 2b provided on the cylinder body 2
Is communicated with the regulator port 2a also installed in the cylinder body 2 via the inlet port 15h, the first slit 18a, the slit 15i, the second slit 18b, and the outlet port 15g, and thus is stored in the accumulator 26. The pressure is introduced into the regulator pressure chamber 24 by operating the switching valve STR. Here, the pressure introduced into the regulator pressure chamber 24 urges the elastic member 22 to the right and pushes the spool valve 18 back to the right via the engaging member 21 and the piston return member 20, thereby returning the spool valve 18 to the right. Equilibrium is reached when the forces acting on both ends of 18 are balanced and the regulator pressure is determined. At this time, if the area of the portion where the elastic member 22 is in contact with the engaging member 21 is SV, the pressure PM generated in the pressure chamber 10 and the regulator pressure from the accumulator 26 through the spool valve 18 to the regulator pressure. Between the pressure PR introduced into the chamber 24, PM * SA = PR *, if the loss due to the load of the return spring is ignored.
Since there is a relationship of SV, the regulator pressure, which is the pressure introduced into the regulator pressure chamber 24, is PR = PM × SA
/ SV, which is obtained by multiplying the pressure PM generated in the pressure chamber 10 by the ratio of the sectional area SA of the second piston 16 to the area of the portion where the elastic member 22 is in contact with the engaging member 21. .

Here, when the pressure in the regulator pressure chamber 24 is relatively low, the elastic member 22 is not so strongly urged toward the engaging member 21 that the elastic member 22 is engaged. The area SV of the portion in contact with 21 is also small, and the area SV increases as the pressure in the regulator pressure chamber 24 increases, and increases to SB at the maximum.

After that, as the pressure PM generated in the pressure chamber 10 rises, the regulator pressure PR rises and PR = PM
Since × SA / SB and SA and SB are invariable values, the regulator pressure PR thereafter increases as the pressure PM of the pressure chamber 10 increases. That is, the regulator pressure PR with respect to the pressure PM generated in the pressure chamber 10 can be freely set by changing the cross-sectional area SA of the second piston 16 and the cross-sectional area SB of the engaging member 21, and the braking effect can be arbitrarily set. Can be set to.

The accumulator pressure is regulated by the spool valve 18 and the regulator pressure PR output to the regulator port 2a is transmitted to the auxiliary pressure chamber 11 via the communication hole 2g and assists the input acting on the first piston 3. At the same time as being used as power, it is supplied to the wheel cylinders WCRL and WCRR installed on the rear wheels via the switching valve SA3 and the control valves SRLH and SRRH. The pressure PM of the master pressure generated in the pressure chamber 10 is the switching valve SA
2, SA1 is supplied to the wheel cylinders WCFL and WCFR installed on the front wheels.

Next, the hydraulic pressure control device will be described with reference to FIG.

Front wheel cylinders WCFL, WCFR
Is a normally open 3-port 2-position switching valve SA2, SA
1 is connected to the main conduit 32 by pressure boosting conduits 40a and 41a, respectively, and the port 2c of the master cylinder 1 is normally connected to WCFL and WCFR. The control lines 40 and 41 are connected to the control line 32a via normally closed control valves SFLH and SFRH, respectively, and the switching valve S
When A1 and SA2 are respectively energized (turned on), they are connected to the pressure boosting pipes 40a and 41a, and the pressure from the port 2c of the master cylinder 1 is cut off. The control lines 40, 41 and the reservoir 27 are normally closed control valves SF.
This control valve SF is connected by LR and SFRR.
When the LR and SFRR are turned on respectively, they are connected to the reservoir 27 via the relief conduits 46 and 47. Further, the control valves SFLH and SFRH are provided with check valves CK2 and CK2, respectively.
CK1 is connected in parallel and wheel cylinder WCFL,
Although the flow of the brake fluid from the WCFR to the master cylinder 1 direction is allowed, the flow of the brake fluid from the master cylinder 1 to the wheel cylinders WCFL and WCFR is blocked.

On the other hand, on the main pipe line 31 for the rear wheels from the regulator port 2a of the master cylinder 1, a normally open type switching valve SA3 is provided, and when this SA3 is turned on, the main pipe line for the rear wheels is provided. 31 and the regulator port 2a are shut off. The wheel cylinders WCRL and WCRR are respectively connected to the main conduit 3 of the rear wheels via normally open control valves SRLH and SRRH.
It is connected to 1. A proportioning valve P / V is interposed in the main conduit 31. The wheel cylinders WCRL and WCRR are normally closed control valves SRL.
The wheel cylinders WCRL and WCRR are connected to the reservoir 27 via R and SRRR, and the control valves SRLR and SRRR are turned on.
It is connected to the reservoir 27 via 57b. Further, as in the case of the front wheels, check valves CK4 and CK3 are connected in parallel to the control valves SRLH and SRRH, respectively, to allow the flow of the brake fluid from the wheel cylinders WCRL and WCRR to the master cylinder 1 direction, but the master cylinder The flow of brake fluid from 1 to the wheel cylinders WCRL and WCRR is shut off.

The pressure of the accumulator is input to the inlet port 2b of the master cylinder 1 and is connected to the control pipe 32a for supplying pressure to the front wheels and the main pipe 31 of the rear wheels via the switching valve STR. When the switching valve STR is turned on, the pressure of the accumulator is connected to the control pipe 32a and the main pipe 31 of the rear wheel. However, since the switching valve STR is normally closed, the accumulator pressure is applied to the front and rear wheels. It is structured so that it will not be affected.

In the embodiment of the present invention, each control valve and switching valve described above are controlled by a control unit (ABS ECU) which controls hydraulic pressure. The pressure of the accumulator is detected by pressure switches PH and PL that are pressure detecting means, and the pressure signal is input to a control unit (H / BECU) that controls a hydraulic pressure source to control a motor 29 that operates a pump to control the accumulator. The pressure is stored in 26.

The control unit (H / BECU) that controls the hydraulic power source and the control unit (ABS ECU) that controls the hydraulic pressure of the wheel cylinders transmit and receive information via a communication line. When a failure occurs, both control units issue a failure occurrence signal to drive a warning lamp or a buzzer.

In the embodiment of the present invention, the master cylinder 1, the valve mechanism including the switching valve, the control valve and the check valve, the accumulator 26, and the pressure switches PH and P for detecting the pressure.
L, a pump 28 that accumulates pressure in the accumulator 26 by this pressure switch, a motor 29 that drives the pump 28, and a power supply ECU (H / BECU) that is a control unit that controls the motor 29 are integrated. ing.

Next, the operation of the solenoid valve for controlling the hydraulic pressure will be described. The driver operates the brake pedal while the vehicle is traveling on a road surface having a low friction coefficient (low μ), for example, a snow road or an icy road. When the braking force is generated on the wheel, the control unit (ABSE) is based on the wheel speed detected by the wheel speed sensors SP1 to SP4 attached to the wheel.
CU) detects the lock of the front wheels, the switching valves SA2, S
The port 2c communicating with the pressure chamber 10 of the master cylinder 1 when A1 is turned on and the wheel cylinders WCFL, WCF
By cutting off the communication with R and communicating the regulator port 2a of the master cylinder 1 with the wheel cylinders WCFL, WCFR, the front wheel cylinder W
The regulator pressure PR regulated by the spool valve 18 is introduced into the CFL and WCFR instead of the pressure PM (master pressure) in the pressure chamber 10. For example, when the lock of the front left wheel is detected, the switching valve SA2 is turned on to disconnect the wheel cylinder WCFL attached to the front left wheel from the master cylinder 1, and the control valve SFLR is turned off while the control valve SFLR is turned off. The wheel cylinder WCFL is turned on to communicate the wheel cylinder WCFL with the reservoir 27 through the relief pipe line 46, and the brake fluid of the wheel cylinder WCFL is discharged to the reservoir 27, whereby the wheel cylinder WCFL is released.
The brake pressure of L can be reduced (ABS control).

When the control unit (ABS ECU) detects that the wheels have been unlocked by reducing the pressure in the wheel cylinder WCFL, the control valve SFLH is turned on and the SFLR is turned off, and the master valve is turned off. The regulator pressure PR from the regulator port 2a of the cylinder 1 changes the switching valve SA2 and the control valve SFL.
It is introduced into the wheel cylinder WCFL via H. When the lock of the front right wheel is detected by the control unit (ABS ECU), the switching valve SA1 and the control valve SFRR are turned on while the control valve SFRH is turned off, and the pressure of the wheel cylinder WCFR is adjusted as described above. To be done.
Also, when the rear wheel lock is detected, the control valve SRLH,
SRRH, SRLR, and SRRR are turned on, and the brake pressure of the wheel cylinders WCRL and WCRR is adjusted.

Check valves CK installed in the front wheel return pipelines 51 and 52 and the rear wheel return pipelines 59a and 59b, respectively.
2, CK1 and CK4, CK3 are opened when the brake pedal 5 is returned by the driver of the vehicle during the hydraulic control, so that the wheel cylinders WCFR, WCF.
It is used to quickly return the brake fluid from L, WCRR and WCRL to the master cylinder 1.

Next, the structure of the control unit (ABS ECU) for controlling the hydraulic pressure of the wheel cylinder shown in FIG. 4 will be described. This control unit is the battery B of the vehicle.
Power is input from the AT through the ignition switch (IG SW), and a constant power is input to the microcomputer MC in the control unit through the power supply circuit SC. This microcomputer MC generates a cycle pulse when processing a signal with a clock CK. Further, the inside of the microcomputer MC is composed of a CPU, a ROM, a RAM, a timer, an input port IP and an output port OP which are mutually connected via a bus, in which the ROM is a program for controlling hydraulic pressure. The CPU executes the program stored in the ROM while the ignition switch is turned on,
The AM is used for storing variable data necessary for executing the program. In addition, the wheel speed sensors SP1 to SP4 that output wheel speed information are input to the input port IP via the wheel speed input circuit WC, and a stop that detects whether or not the driver has operated the brakes. A switch (stop SW) signal is input via the SW input SI, and a monitor signal (electromagnetic valve monitor, relay monitor, etc.) is input via an interface (I / F) circuit IF.

Further, at the output port OP of the microcomputer MC, a relay drive signal is sent to a relay RY which supplies power to a solenoid valve for controlling hydraulic pressure.
The relay RY is turned on and power is supplied to the solenoid valve. The drive signal for driving this solenoid valve is turned on by the solenoid valve drive circuit SD to activate the required solenoid valve. When a failure occurs in the system by the microcomputer MC, a failure signal is output to the output port OP, and a failure signal is issued through the alarm circuit WI, and the lamp LP or the buzzer BZ notifies the driver of the failure. It is configured to inform.

A control unit (ABS E for controlling hydraulic pressure)
Control unit (H / B E) that controls the CU and hydraulic power source
(CU) is communicating with the communication circuit TC.

Next, a power supply ECU (H / B ECU) which is a control unit for controlling the hydraulic power source shown in FIG. 5 will be described.

This control unit is equipped with a vehicle battery B.
Redundant power supplies IG1 and IG2 are input from the AT through an ignition switch (IG SW), and the power supply circuit S
A constant power is input to the CPU through C1. This C
The PU generates a cycle pulse when the signal is processed by the clock CK1.

In order to detect the pressure of the accumulator 26, a pressure switch PH for detecting the high pressure side and a pressure switch PL for detecting the low pressure side are provided. As shown in FIG. 9, the signal output of PH is the pressure. When the pressure rises above the pressure PE, the low potential switches to the high potential, and when the pressure falls below the pressure PS, the high potential switches to the low potential. Similarly, the pressure switch PL switches with hysteresis at a pressure lower than the pressure detected by PH. By providing the hysteresis in this way, it is possible to prevent hunting of the motor control of the motor 29 that operates the pump 28 by the rise and fall of the pressure.

The output signal from the pressure switch, the monitor signal of the switching valve STR, and the stop SW signal are input to the hybrid circuit HIC.

The hybrid circuit HIC is redundantly driven by the voltages VIG1 and VIG2 after the ignition switch. Inside the circuit, a switch input interface section (not shown) and a PH control circuit from the PH control circuit when a high frequency pulse is input from the CPU. A pulse detector that permits a relay drive signal, a motor current / voltage detector that detects the current and voltage of the motor MT with a resistor RI to detect whether the motor MT is operating normally, and a lamp when a failure occurs. A lamp buzzer driving unit for driving the LP or the buzzer BZ is provided, and the hybrid circuit HIC and the CPU that controls the pressure source exchange information about the pressure switch, failure information, and the like.

The pulse drive circuit PNC is driven by the power supply VIG2, and this circuit outputs a relay drive signal based on the output of PL. That is, as shown in FIG. 9, when the PL pressure becomes low, the relay MR is driven,
When the pressure of PL becomes high, a signal for stopping the driving of the relay MR is output. Also, the PH pressure is low (P
The relay MR is driven until a predetermined time elapses from S) to a high voltage (PE) or more.

The pulse drive circuit PFC is driven by the power supply VIG1. In this way, each pulse drive circuit PN
By supplying different power supplies VIG1 and VIG2 to C and PFC, even if one of them fails, the other relay M
Since R can be driven, safety is improved. The pulse drive circuit PFC normally outputs a signal on the side of permitting relay output, but outputs a signal for inhibiting relay output when a disapproval signal is issued from the CPU.

The PH control circuit DT outputs a normal relay drive signal based on the output of the pressure switch PH,
When the pressure of is low pressure (PS or less), the relay MR is driven, and when the pressure of PH is high pressure (PE or more), the signal to stop the driving of the relay MR is output and
This is a circuit for removing chattering of the switch.

From the above, a logical output is generated from the outputs of the PH control circuit DT, the hybrid circuit, the pulse drive circuits PNC, PFC, and the relay MR for controlling the motor MT for operating the pump is operated via the relay drive circuit RC1. Output is made.

Further, the CPU is a control unit (ABS) for controlling the hydraulic pressure of the wheel cylinder via the communication circuit TC1.
Bidirectional communication with the ECU).

FIG. 6 is a flow chart showing the control of the control unit (ABS ECU) for controlling the hydraulic pressure of the wheel cylinder, and the ignition switch (IG S
When W) is turned on and power is supplied to the microcomputer MC, the program stored in the ROM is started.

First, in step 101, initials are performed to check ROM and RAM,
The RAM value is cleared and a predetermined initial value is set in the RAM having the initial value. Meanwhile, in this initial,
Initial check of the solenoid valve is made, SFRH → SF
RR → SFLH → ・ ・ ・ → SRLR → SA1 → SA2 →
Each solenoid valve is turned on for a fixed time (10 ms) in the order of SA3 → STR, and it is checked whether or not the solenoid valve operates normally by detecting the signal state for operating the solenoid valve. In the next step 102, communication processing with the control unit (H / BECU) that controls the hydraulic power source is performed. If an abnormality occurs from the ABS ECU to the H / BECU, communication abnormality, ECU abnormality signal, etc. In addition, the communication abnormality, the ECU abnormality signal, and the hydraulic system abnormality signal are similarly transmitted from the H / B ECU to the ABS ECU. The communication cycle here is ABS
Determined by the ECU, the H / B ECU returns an acknowledge signal. In step 103, the switch input signal is read in analog and converted into digital output.

Next, at step 105, the wheel speed VW of each wheel is calculated from the output signals of the wheel speed sensors SP1 to SP4, and at step 106 the wheel acceleration DVW is calculated from the calculated value by the wheel speed calculation. Step 1
At 07, an estimated vehicle body speed calculation is performed to obtain an estimated vehicle body speed VS0 from the wheel speed VW and the wheel acceleration DVW. At the next step 108, road surface friction coefficient estimation processing is performed so that the friction coefficient of the traveling road surface is high μ or medium μ. , Low μ.

At step 109, ABS is selected according to various conditions.
Determine whether to permit or prohibit control, and then step 1
At 10, the control mode is set. This control mode is a decompression mode depending on the slip ratio of each wheel and the vehicle deceleration,
Either the holding mode or the pressure increasing mode is set, and the mode set in step 111 is output.
Returning to 02, the same processing is repeated at a constant cycle (5 ms).

FIG. 7 is a flow chart showing the control of the control unit (H / B ECU) for controlling the hydraulic power source. In step 201, initials are first performed, and R
The OM check and the RAM check are performed, the RAM value is cleared, and a predetermined initial value is set in the RAM having the initial value. In step 202, communication processing with a control unit (ABS ECU) that performs hydraulic pressure control is performed, and when an abnormality occurs from the H / B ECU to the ABS ECU, a communication abnormality signal, an abnormality of the H / B ECU. It sends a signal or a hydraulic system abnormality signal. Here, A
For the communication cycle from the BS ECU, the H / BE ECU
Transmits an acknowledge signal, but if this communication cycle is too short or too long, it is regarded as a communication error.

In step 203, input processing is performed. Here, the pressure switches PH, PL, the state of the stop SW,
The motor current, motor voltage, etc. are read.

At step 204, an accumulator failure judgment described later is performed. In the next step 205, the drive control of the motor MT is performed by the signal output of the pressure switch PH. In other words, the relay MR continues until the PH pressure changes from low pressure (PS or less) to high pressure (PE or more) for a predetermined time.
Set the flag that drives the. In step 206, P
Relay MR which controls by L but drives motor MR
Is basically controlled by PH, but when the pressure drops, control by PL is performed, and when PL becomes low pressure (PL or less), a flag for performing a drive signal for the relay MR is set. In step 207, the relay M that drives the motor
In order to prevent abnormal heating of the motor 29 when R is energized for a long time and kept on, the motor control by the pressure switch is prohibited and the relay MR for driving the motor by the timer is turned on and off (intermittently). Drive). Further, the relay MR is turned on during brake operation to secure the hydraulic pressure necessary for braking, and the relay MR is turned off when the motor current exceeds a predetermined value to prevent constant relief when the pressure becomes high. In step 208, a signal for driving the relay MR set by the PH control and PL control or a signal for driving a warning lamp or a buzzer when a failure occurs is output, and the process returns to step 202, and the processing from step 202 to step 208 A constant period (10
every ms).

Next, the accumulator failure determination of FIG. 8 will be described.

First, the characteristics of the accumulator 26 can be seen from the graphs shown in FIGS. 12 and 13 which show the relationship between the pressure P of the accumulator 26 and the oil storage amount V and the relationship between the motor current and time. For example, the outgassing abnormality detection of the accumulator 26 is performed by focusing on the fact that the new accumulator 26 and the outgassing product show different characteristics.

In FIG. 12, the amount of change in the oil storage amount V in the motor operating region from when the motor 29 is turned on to when it is turned off is a new one because the degassing product has a larger inclination of the accumulator pressure. It becomes smaller than. FIG.
From the relationship shown in, it is found that the accumulator pressure is proportional to the motor current, and therefore the motor current of the out-gas product is larger than that of the new product, and this characteristic is used to detect the out-gas abnormality of the accumulator 26. I do.

First, in step 301, the rate of change of the motor current is obtained from the motor current value read in the input processing of step 203 shown in FIG. This current change rate ΔI
Is the current I (n-m) which is m times before the current I (n).
Is obtained by subtracting. m is an integer of 1 or more, and the change amount of the current I (n−m) detected m times before is calculated from the current I (n).

In step 302, the motor current change rate ΔI
Is determined to exceed the predetermined current α (V).
This predetermined current is a value that changes proportionally with the motor voltage. Therefore, the motor current change rate ΔI is the predetermined current α (V)
If it is not exceeded, this processing is terminated, and if it is exceeded, an abnormality flag is set in step 303 as an accumulator gas release abnormality.

Therefore, in the failure judgment for detecting the gas leakage abnormality of the accumulator 26, the gas leakage abnormality of the accumulator 26 can be detected quickly by the current change rate, and the pressure can be detected using the pressure switch. Compared with, there is no variation in the switch over time. Further, since the predetermined value of the motor current change rate is changed by the motor voltage, even if the voltage of the motor 29 changes, it can be detected accurately.

Next, the intermittent drive control of FIG. 11 will be described. In step 401, it is determined whether or not the intermittent drive control is being performed. If the intermittent drive control is being performed, step 402 is performed, and if the intermittent drive control is not being performed, step 41 is performed.
Do one. In step 402, it is determined whether or not the relay MR is turned on. If the relay MR is turned on, step 403 is performed, and if not turned on, the process proceeds to step 408. In step 403, the time during which the relay MR is turned on is counted, and in the next step 404, the motor current when the motor MT is driven is detected, and it is determined whether or not the detected current value is equal to or more than the current limit value ILMT. To be judged. If the detected current value is greater than or equal to the current limit value ILMT, step 406 is performed, and if less than the current limit value ILMT, step 405 is performed. In step 405, the time TON during which the relay MR is turned on is the predetermined time T0 (5se
It is determined whether or not c) or more. If it is the predetermined time T0 or more, step 406 is executed. If it is shorter than the predetermined time T0, this process is terminated and the process returns to the main routine.
At step 406, the timer for the time when the relay MR is turned off is cleared, and at step 407, the relay MR is cleared.
Turn off. That is, since the motor current is in a state proportional to the accumulator pressure as shown in FIG. 10, the motor current value when the relief pressure is reached can be known. Therefore, the motor current value when the relief pressure is reached is the current limit value ILMT.
By setting the above, it is possible to prevent the accumulator pressure from rising above a certain pressure.

On the other hand, when the relay MR is not turned on in step 402, the time during which the relay MR is turned off is counted in step 408, and it is determined in step 409 whether the stop switch (STP SW) is stepped on. It If the stop switch is stepped on, step 4
14 is performed, and if the stop switch is not stepped on, step 410 is performed. In step 410, it is determined whether the time during which the relay MR is off is a predetermined time T1 (5 sec) or more, and if it is T1 or more, step 414.
Is performed, and if it is shorter than T1, this process ends.
On the other hand, if the intermittent drive control is not performed, step 4
At 11, the terminal voltage of the motor MT is a predetermined voltage EF (12V)
As described above, it is determined whether the TF (5 min) has continued for the predetermined time, and if the TF has continued, step 41
2. If not, the process ends. In step 412, the intermittent drive control in-execution flag for performing intermittent drive is set to prevent heat generation of the motor MT due to the motor continuing to rotate for a predetermined time, and in the next step 413, the pressure switch is set. Control by (pressure SW) is prohibited. In step 414, the relay MR
Clear the timer when is turned on, step 4
At 15, a flag for driving the relay MR is set.

From the above, the accumulator 26
By detecting the motor current in order to detect the outgassing condition, the rate of motor current change can be obtained and compared with a predetermined current to detect the outgassing condition of the accumulator, so that the number of times of frequent operation of the motor 29 can be reduced. It is possible to detect the gas release state of the accumulator 26 earlier than the method of detecting the gas release, and when the voltage for driving the motor 29 rises, the rotation speed of the motor 29 is increased and the pump Since the discharge amount becomes large, the current of the accumulator 26 becomes large. Therefore, the change in the current becomes large, and by changing the predetermined current accordingly, even if the motor voltage changes, the detection can be accurately performed.

Further, when the accumulator 26 is in an abnormal state, a warning lamp or a buzzer is used in the output process to notify the driver, and the slip control can be prohibited at this time to improve safety. Become.

The configuration of the switching valve and the control valve is not limited to the embodiment of the present invention, and instead of using the switching valves 66 and 68, one 3-port 2-position solenoid valve is used. Although the control unit for controlling the hydraulic pressure and the control unit for controlling the hydraulic pressure source are separated, they can be integrated. Further, the control unit for performing the hydraulic pressure control described above is not limited to the one for performing the ABS control at the time of braking because it suffices to operate the solenoid valve to control the hydraulic pressure, and at the time of starting or accelerating. It is also possible to change to a traction control (TRC control) for performing slip control, or a control unit for performing stability control for preventing oversteering or understeering of the vehicle when lateral acceleration or yaw rate is large.

[0065]

As described above, the motor current is detected in order to detect the outgas state of the accumulator,
When the rate of change in the motor current exceeds a predetermined current, it is possible to detect an abnormal gas release in the accumulator.Therefore, a method for detecting an abnormal gas release by detecting the number of frequent motor operations by driving the motor based on a pressure switch. It can be detected earlier.

Further, when the voltage for driving the motor increases, the rotation speed of the motor increases and the discharge amount of the pump increases, so that the current of the accumulator increases.

Therefore, since the current change becomes large,
By changing the predetermined current according to the motor voltage, it is possible to accurately detect even when the motor voltage changes.

Further, when the accumulator is abnormal, the driver can be informed by a warning lamp or a buzzer, and in this case, since the hydraulic pressure and the oil amount necessary for the hydraulic pressure control cannot be secured, the slip control is performed. By prohibiting it, it becomes possible to improve safety.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention.

FIG. 2 is a system diagram of a hydraulic control device according to an embodiment of the present invention.

FIG. 3 is a cross-sectional view of the hydraulic pressure generator according to the embodiment of the present invention.

FIG. 4 is a block diagram of a control unit (ABS ECU) that performs hydraulic pressure control according to the embodiment of the present invention.

FIG. 5 is a block diagram of a control unit (H / B ECU) that controls the hydraulic power source according to the embodiment of the present invention.

FIG. 6 is a flowchart showing a control outline of a control unit that performs hydraulic pressure control in the embodiment of the present invention.

FIG. 7 is a flowchart showing a control outline of a control unit for controlling a hydraulic power source according to the embodiment of the present invention.

FIG. 8 is a flowchart showing accumulator failure determination according to the embodiment of the present invention.

FIG. 9 is a state transition diagram showing an output change of the pressure switch according to the embodiment of the present invention.

FIG. 10 is a graph showing a relationship between accumulator pressure and motor current in the embodiment of the present invention.

FIG. 11 is a flowchart showing intermittent drive control according to the embodiment of the present invention.

FIG. 12 is a P-V characteristic diagram showing the relationship between the pressure P of the accumulator and the oil storage amount V in the embodiment of the present invention.

FIG. 13 is a diagram showing a relationship between motor current and time in the embodiment of the present invention.

[Explanation of symbols]

 26 Accumulator 28 Pump 29 Motor LP Warning Lamp BZ Buzzer

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Shinsuke Sakane 2-chome, Asahi-cho, Kariya city, Aichi Aisin Seiki Co., Ltd.

Claims (4)

[Claims] 1. A hydraulic pressure control device comprising: an accumulator serving as a pressure source for hydraulic pressure control; a motor for operating the accumulator to operate a pump to accumulate pressure; and a motor current detecting means for detecting a current flowing through the motor. A motor current change rate detecting means for detecting a change rate of the detected current by the motor current detecting means; and a gas release of the accumulator when the motor current change rate by the motor current change rate detecting means exceeds a predetermined current. A method for detecting a failure of a hydraulic control device, comprising: 2. The liquid according to claim 1, further comprising motor voltage detecting means for detecting a drive voltage of the motor, wherein the predetermined current is determined by a drive voltage of the motor by the motor voltage detecting means. Failure detection method for pressure control device. 3. The failure detection of the hydraulic control device according to claim 1, further comprising alarm generation means for issuing an alarm when the gas leakage detecting means detects the gas leakage of the accumulator. Method. 4. The hydraulic pressure according to claim 1, further comprising hydraulic pressure control prohibiting means for prohibiting hydraulic pressure control when the gas leakage detecting means detects gas leakage of the accumulator. Control device failure detection method.