WO2016104680A1 - ブレーキ装置 - Google Patents
ブレーキ装置 Download PDFInfo
- Publication number
- WO2016104680A1 WO2016104680A1 PCT/JP2015/086181 JP2015086181W WO2016104680A1 WO 2016104680 A1 WO2016104680 A1 WO 2016104680A1 JP 2015086181 W JP2015086181 W JP 2015086181W WO 2016104680 A1 WO2016104680 A1 WO 2016104680A1
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- WO
- WIPO (PCT)
- Prior art keywords
- request
- rotor
- apply
- pad
- electric motor
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
-
- 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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
- B60T8/17613—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure based on analogue circuits or digital circuits comprised of discrete electronic elements
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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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
-
- 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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/746—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive and mechanical transmission of the braking action
-
- 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
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
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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
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/06—Disposition of pedal
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
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- 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
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
- F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
- F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
- F16D65/183—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes with force-transmitting members arranged side by side acting on a spot type force-applying member
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/10—ABS control systems
-
- 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
-
- 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
- F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
- F16D2066/003—Position, angle or speed
-
- 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
- F16D2121/00—Type of actuator operation force
- F16D2121/18—Electric or magnetic
- F16D2121/24—Electric or magnetic using motors
-
- 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
- F16D2125/00—Components of actuators
- F16D2125/18—Mechanical mechanisms
- F16D2125/44—Mechanical mechanisms transmitting rotation
- F16D2125/46—Rotating members in mutual engagement
- F16D2125/50—Rotating members in mutual engagement with parallel non-stationary axes, e.g. planetary gearing
Definitions
- the present invention relates to a brake device that applies a braking force to a vehicle.
- Patent Document 1 As a brake device provided in a vehicle such as an automobile, a brake device with an electric parking brake function that operates based on driving of an electric motor is known (see Patent Document 1).
- Patent Document 1 does not consider maintaining the pad and the rotor in a desired positional relationship.
- an object of the present invention is to provide a brake device that can maintain a pad and a rotor in a desired positional relationship.
- a brake device includes a pad that applies braking force to a vehicle by pressing a rotor that rotates with a wheel, and the pad is directed toward the rotor, or A piston that moves in a direction away from the rotor, an electric motor that moves the piston when supplied with an electric current, and a request generation unit that generates a first request and a second request regarding the braking force of the vehicle
- An execution unit that receives the request generated by the request generation unit and supplies the electric motor with current according to the request, and the pad and the rotor are in contact with or separated from each other And a detection unit for detecting that the operation has been performed.
- the execution unit receives the second request after the start of execution of the first request and before the detection unit detects that the pad and the rotor are in contact with or separated from each other,
- the second request is executed after the detection unit detects that the pad and the rotor are in contact with or separated from each other without executing the second request.
- the pad and the rotor can be maintained in a desired positional relationship.
- the conceptual diagram of the vehicle carrying the brake device by 1st Embodiment The block diagram which shows the parking brake control apparatus in FIG. The longitudinal cross-sectional view which expands and shows the disc brake with an electric parking brake function provided in the rear-wheel side in FIG.
- the flowchart which shows the control process of the apply (braking provision) by a parking brake control apparatus.
- the flowchart which shows the contact determination and apply completion determination process by a parking brake control apparatus.
- separation determination / release completion determination process for the time of vehicle travel by a parking brake control apparatus The characteristic diagram which shows an example of the time change of the state of each part when there exists a release request
- the flowchart which shows the control process of Apply by 2nd Embodiment. 10 is a flowchart showing release control processing according to the second embodiment;
- FIG. 1 to 13 show a first embodiment.
- there are four wheels for example, left and right front wheels 2 (FL, FR) and left and right rear wheels 3 (RL,) on the lower side (road surface side) of the vehicle body 1 constituting the vehicle body.
- RR Each front wheel 2 and each rear wheel 3 is provided with a disk rotor 4 as a rotor (rotating member) that rotates together with each wheel (each front wheel 2 and each rear wheel 3). That is, each front wheel 2 is sandwiched by each disc rotor 4 by a hydraulic disc brake 5, and each rear wheel 3 is sandwiched by each disc rotor 4 by a hydraulic disc brake 31 with an electric parking brake function, which will be described later.
- a braking force is applied to each wheel (each front wheel 2 and each rear wheel 3).
- a brake pedal 6 is provided on the front board side of the vehicle body 1.
- the brake pedal 6 is depressed by the driver when the vehicle is operated for braking. Based on this operation, braking force is applied as a service brake (service brake) and braking force is released.
- the brake pedal 6 is provided with a brake operation sensor (brake sensor) 6A such as a brake lamp switch, a pedal switch, and a pedal stroke sensor.
- the brake operation sensor 6A detects whether or not the brake pedal 6 is depressed or the operation amount thereof, and outputs a detection signal to the hydraulic pressure supply controller 13 described later.
- the signal (information) of the brake operation sensor 6A is, for example, a signal line (not shown) for connecting a vehicle data bus 16 described later or a hydraulic pressure supply controller 13 and a parking brake control device 19 described later. (Output to the parking brake control device 19).
- the depression operation of the brake pedal 6 is transmitted to the master cylinder 8 via the booster 7.
- the booster 7 is composed of a negative pressure booster, an electric booster, or the like provided between the brake pedal 6 and the master cylinder 8.
- the booster 7 increases the pedaling force and transmits it to the master cylinder 8 when the brake pedal 6 is depressed.
- the master cylinder 8 generates hydraulic pressure with the brake fluid supplied from the master reservoir 9.
- the master reservoir 9 constitutes a hydraulic fluid tank that contains brake fluid.
- the mechanism for generating the hydraulic pressure by the brake pedal 6 is not limited to the above, and a brake-by-wire mechanism or the like may be used.
- the hydraulic pressure generated in the master cylinder 8 is sent to a hydraulic pressure supply device 11 (hereinafter referred to as ESC 11) via, for example, a pair of cylinder side hydraulic pipes 10A and 10B.
- the ESC 11 distributes and supplies the hydraulic pressure from the master cylinder 8 to the disc brakes 5 and 31 via the brake side piping portions 12A, 12B, 12C, and 12D. As a result, a braking force is applied to each wheel (each front wheel 2 and each rear wheel 3) as described above.
- the ESC 11 is disposed between the disc brakes 5, 31 and the master cylinder 8.
- the ESC 11 has a hydraulic pressure supply controller 13 (hereinafter referred to as a control unit 13) that controls the operation thereof.
- the control unit 13 controls the drive of the ESC 11, thereby supplying brake fluid to the disc brakes 5 and 31 from the brake side piping sections 12A to 12D, thereby increasing the brake fluid pressure of the disc brakes 5 and 31, Control to reduce or hold pressure.
- brake control such as boost control, braking force distribution control, brake assist control, antilock brake control (ABS), traction control, vehicle stabilization control including skid prevention, slope start assist control, automatic driving control, etc. Executed.
- the control unit 13 is configured by a microcomputer or the like, and power from the battery 14 is supplied through the power line 15.
- the control unit 13 is connected to a vehicle data bus 16 and the like as shown in FIG.
- the ESC 11 may not be provided (omitted), and the master cylinder 8 may be directly connected to the brake side piping sections 12A to 12D.
- the vehicle data bus 16 includes a CAN as a serial communication unit mounted on the vehicle body 1, and is connected to a large number of electronic devices mounted on the vehicle, the control unit 13, a parking brake control device 19 described later, and the like. It performs multiplex communication for in-vehicle use.
- vehicle information sent to the vehicle data bus 16 includes, for example, a pressure sensor 17, a brake operation sensor 6A, an ignition switch, a seat belt sensor, a door lock sensor, a door open sensor, a seating sensor, a speed sensor (wheel speed sensor). Vehicle speed sensor), shift sensor (transmission sensor), steering angle sensor, accelerator sensor (accelerator operation sensor), throttle sensor, engine rotation sensor, tilt sensor, G sensor (acceleration sensor), stereo camera, millimeter wave radar, etc. Information such as detection signals can be used.
- the pressure sensor 17 is provided in each of the brake side piping sections 12A, 12B, 12C, and 12D, and each of the pressures (fluid pressures) in the pipelines, in other words, calipers described later corresponding to the pressures in the pipelines.
- the hydraulic pressure (cylinder hydraulic pressure) in 34 (cylinder part 36) is detected individually.
- One or two pressure sensors 17 may be provided.
- the pressure sensor 17 is provided only in the cylinder side hydraulic pipes 10A and 10B between the master cylinder 8 and the ESC 11 (detects the master cylinder hydraulic pressure). Also good.
- the vehicle body 1 is provided with a parking brake switch (parking switch) 18 located near a driver's seat (not shown), and the parking brake switch 18 is operated by a driver of the vehicle.
- the parking brake switch 18 transmits a signal (operation request signal) corresponding to a parking brake operation request (apply request, release request) from the driver to a parking brake control device 19 described later. That is, the parking brake switch 18 generates a signal (apply request signal, release request signal) for applying or releasing the brake pad 33 based on driving (rotation) of an electric motor 43B described later, and the parking brake control device 19. Is output for.
- the parking brake switch 18 When the driver operates the parking brake switch 18 to the braking side (parking brake ON side), that is, when there is an apply request (holding request, driving request) for applying braking force to the vehicle, the parking brake switch An apply request signal is output from 18.
- electric power for rotating the electric motor 43B to the braking side is supplied to the disc brake 31 on the rear wheel 3 side via the parking brake control device 19.
- the disc brake 31 on the rear wheel 3 side is in a state where a braking force as a parking brake (or auxiliary brake) is applied, that is, in an applied state.
- the parking brake A release request signal is output from the switch 18.
- electric power for rotating the electric motor 43B in the direction opposite to the braking side is supplied to the disc brake 31 via the parking brake control device 19.
- the disc brake 31 on the rear wheel 3 side is in a state in which the application of the braking force as the parking brake (or auxiliary brake) is released, that is, in the released state.
- the parking brake is, for example, when the vehicle is stopped for a predetermined time (for example, when the vehicle is decelerated during traveling, it is determined that the vehicle speed sensor has detected a speed of less than 4 km / h for a predetermined time).
- the shift lever select lever, select switch
- P parking
- a braking force can be automatically applied (auto-apply) based on an automatic apply request by the parking brake apply determination logic.
- the parking brake is used when, for example, the vehicle travels (for example, it is determined that the vehicle travels when the detection speed of the vehicle speed sensor is 5 km / h or more continues for a predetermined time as the vehicle speed increases from when the vehicle is stopped).
- the clutch when the clutch pedal is operated, when the shift lever is operated other than P, N (neutral), etc.
- the automatic release request by the parking brake release determination logic in the parking brake control device 19 Based on the above, the braking force can be automatically released (auto release).
- a request for dynamic parking brake dynamic apply
- the parking brake control device 19 determines whether or not the wheel (each rear wheel 3) is locked (slip), and an apply request according to the state of the wheel (whether it is locked).
- the braking force can be automatically applied and released (ABS control is performed) based on the release request.
- the parking brake control device 19 constitutes an electric brake system (brake device) together with a pair of left and right disc brakes 31 described later. As shown in FIG. 2, the parking brake control device 19 has an arithmetic circuit (CPU) 20 configured by a microcomputer or the like, and power from the battery 14 is supplied to the parking brake control device 19 through the power supply line 15. Is done.
- CPU arithmetic circuit
- the parking brake control device 19 constitutes a control means (controller, control unit), and controls an electric motor 43B of a disc brake 31 (to be described later) to control when the vehicle is parked or stopped (running if necessary). Power (parking brake, auxiliary brake) is generated. That is, the parking brake control device 19 operates (applies and releases) the disc brake 31 as a parking brake (auxiliary brake as necessary) by driving the electric motor 43B.
- the parking brake control device 19 drives an electric motor 43B, which will be described later, based on an operation request (apply request, release request) by the driver's operation of the parking brake switch 18, and applies (holds) the disc brake 31. Or release (release).
- the parking brake control device 19 drives the electric motor 43B and applies or releases the disc brake 31 based on the operation request by the above-described parking brake apply / release determination logic.
- the parking brake control device 19 drives the electric motor 43 ⁇ / b> B based on the operation request by the ABS control, and applies or releases the disc brake 31.
- the piston 39 and the brake pad 33 are held or released by the pressing member holding mechanism (rotation linear motion conversion mechanism 40) based on the drive of the electric motor 43B.
- the request relating to the braking force of the vehicle are manually generated by the parking brake switch 18 and the apply / release determination logic of the parking brake control device 19. And automatic ones generated by ABS control.
- the parking brake switch 18 and / or the parking brake control device 19 performs a request relating to the braking force of the vehicle, that is, a release request as a first request or a second request, a second request or a first request.
- a request generation unit that generates an Apply request as a request for the request.
- the request generated by the request generation unit includes a request by the driver's operation and a request by the apply / release determination logic, as well as a request by the ABS control unit that controls the ABS (the rear wheel 3 is locked). Including an apply request and a release request depending on whether or not there is.
- the parking brake control apparatus 19 has the execution part which receives the request
- the parking brake control device 19 has an input side connected to the parking brake switch 18 and an output side connected to the electric motor 43B of the disc brake 31. More specifically, as shown in FIG. 2, the arithmetic circuit (CPU) 20 of the parking brake control device 19 includes a parking brake switch 18, a vehicle data bus 16, in addition to a storage unit (memory) 21 described later. A voltage sensor unit 22, a motor drive circuit 23, a current sensor unit 24, etc., which will be described later, are connected. From the vehicle data bus 16, various state quantities of the vehicle necessary for the control (operation) of the parking brake, that is, the various vehicle information described above can be acquired.
- CPU central processing unit
- vehicle information acquired from the vehicle data bus 16 may be acquired by directly connecting the various sensors described above to the parking brake control device 19 (the arithmetic circuit 20 thereof).
- the arithmetic circuit 20 of the parking brake control device 19 is configured such that an operation request based on the above-described determination logic or ABS control is input from another control device (for example, the control unit 13) connected to the vehicle data bus 16. May be.
- the determination of parking brake apply / release and the ABS control by the above-described determination logic can be performed by another control device, for example, the control unit 13, instead of the parking brake control device 19. That is, the control content of the parking brake control device 19 can be integrated into the control unit 13.
- the parking brake control device 19 has a storage unit (memory) 21 (see FIG. 2) made up of, for example, a flash memory, ROM, RAM, EEPROM, etc.
- this storage unit 21 stores a processing program (FIG. 4) used for apply control processing, and a processing program (FIG. 4) used for determination of contact between the disk rotor 4 and the brake pad 33 and determination of apply completion. 5) A processing program (FIG. 6) used for release control processing, and a processing program (FIG.
- a processing program (FIG. 8) and the like used for determining separation / separation (separation) between the disc rotor 4 and the brake pad 33 during vehicle travel, determination of apply permission, and determination of release completion are stored.
- the storage unit 21 also stores various determination values (apply completion threshold value, contact determination threshold value, second peak threshold value, thrust zero threshold value, gap threshold value, minimum return amount, etc.) used in each processing program. . Further, the storage unit 21 stores the current value of the electric motor 43B, the current differential value, the contact flag state (ON or OFF), the apply completion flag state (ON or OFF), and the separation flag state (ON or OFF). ), The state of the apply permission flag (ON or OFF), the state of the release completion flag (ON or OFF), etc. are stored in an updatable (rewritable) manner.
- the parking brake control device 19 is separated from the control unit 13 of the ESC 11, but the parking brake control device 19 may be configured integrally with the control unit 13.
- the parking brake control device 19 controls the two disc brakes 31 on the left and right, but may be provided for each of the left and right disc brakes 31. In this case, the parking brake The control device 19 can also be provided integrally with the disc brake 31.
- the parking brake control device 19 includes a voltage sensor unit 22 that detects a voltage from the power supply line 15, and left and right motor drive circuits 23 that drive the left and right electric motors 43 ⁇ / b> B and 43 ⁇ / b> B, respectively. , 23, and left and right current sensor sections 24, 24 for detecting the respective motor currents of the left and right electric motors 43B, 43B.
- the voltage sensor unit 22, the motor drive circuit 23, and the current sensor unit 24 are connected to the arithmetic circuit 20, respectively.
- the current sensor unit 24 constitutes a detection unit that detects that the brake pad 33 and the disk rotor 4 are in contact with or separated from (separated from) each other.
- the apply for applying the braking force and the release for releasing the braking force are in a short cycle (interval). If this is done, the positional relationship between the brake pad and the disk rotor may not be known (position detection accuracy may be reduced). More specifically, when there is a release request before completing the application, or when there is an apply request before completing the release, if the electric motor is driven according to the request, the motor current of the electric motor is reduced.
- the execution part of the parking brake control apparatus 19 ie, the execution part which performs a release request
- a second request (apply request or release request) is received before the current sensor unit 24 serving as a detection unit detects that the brake pad 33 and the disc rotor 4 are in contact with or separated from each other, Do not execute the request immediately.
- the execution unit of the parking brake control device 19 executes the second request after the current sensor unit 24 detects that the brake pad 33 and the disc rotor 4 are in contact with or separated from each other.
- the positional relationship between the brake pad 33 and the disk rotor 4 can be determined with high accuracy on the basis of contact or separation even without providing a position sensor or thrust sensor for detecting the position, thrust, or the like of the brake pad 33. Can be regulated (managed).
- the parking brake control device 19 detects that the brake pad 33 and the disc rotor 4 are in contact with each other by the current sensor unit 24 after the execution of the apply request is started, as shown in FIG. If the release request is received before the release, the release request is not executed and the current sensor unit 24 detects that the brake pad 33 and the disk rotor 4 are in contact with each other, and then executes the release request (step 5). Etc.). In this case, as shown in FIG.
- the parking brake control device 19 has an average value of the no-load current that flows after the inrush current that flows immediately after the start of execution of the apply request (immediately after the start of driving of the electric motor 43B) converges, A difference from the current is calculated, and when the difference is equal to or greater than a predetermined value, it is detected that the brake pad 33 and the disc rotor 4 are in contact (see steps 14 and 15).
- the parking brake control device 19 waits until the current sensor unit 24 detects that the brake pad 33 and the disc rotor 4 are separated from each other after the start of the release request.
- the apply request is not executed, and after the current sensor unit 24 detects that the brake pad 33 and the disc rotor 4 are separated from each other, the apply request is executed (see step 27 and the like).
- the parking brake control device 19 detects that the current has dropped to a predetermined current value after the inrush current flowing immediately after the start of execution of the release request has converged.
- “mountain” refers to a behavior in which a current once increases and then decreases.
- the power of the electric motor 43B is transmitted to the linear movement member 42 described later (the linear movement member 42 starts moving).
- the parking brake control device 19 executes the apply request regardless of the request generated by the request generation unit (see step 33 and step 39). Thereby, it is possible to determine whether or not the power (rotation) of the electric motor 43B is being transmitted (whether or not it is idling).
- the apply control process, the release control process, the determination process of the contact / separation between the brake pad 33 and the disc rotor 4 and the like performed by the parking brake control device 19 will be described in detail later.
- FIG. 3 shows only one of the left and right disc brakes 31 and 31 provided corresponding to the left and right rear wheels 3 and 3, respectively.
- the pair of disc brakes 31 provided on the left and right sides of the vehicle are configured as hydraulic disc brakes provided with an electric parking brake function.
- the disc brake 31 constitutes a brake system (brake device) together with the parking brake control device 19.
- the disc brake 31 is provided with an attachment member 32 attached to a non-rotating portion on the rear wheel 3 side of the vehicle, an inner side and outer side brake pad 33 as pads (friction members), and an electric actuator 43 described later.
- the caliper 34 as a brake mechanism is included.
- the disc brake 31 pushes the brake pad 33 against the disc rotor 4 by propelling the brake pad 33 with a piston 39 (to be described later) with a hydraulic pressure based on the operation of the brake pedal 6 or the like, and the wheel (rear wheel 3).
- a braking force is applied to the.
- the disc brake 31 is rotated (rotated) by the electric motor 43B in response to an operation request based on a signal from the parking brake switch 18, an application / release determination logic of the parking brake, and an operation request based on ABS control.
- the piston 39 through the linear motion conversion mechanism 40
- the brake pad 33 is pressed against the disc rotor 4, and braking force is applied to the wheel (rear wheel 3).
- the mounting member 32 includes a pair of arm portions (not shown) that extend in the axial direction of the disk rotor 4 (that is, the disk axial direction) so as to straddle the outer periphery of the disk rotor 4, and are separated from each other in the disk circumferential direction.
- a thick-walled support portion 32A that is fixed to a non-rotating portion of the vehicle at a position on the inner side of the disk rotor 4 and is connected to the base end side of the disk rotor 4; And a reinforcing beam 32B for connecting the distal end sides of the arm portions to each other.
- the inner side and outer side brake pads 33 are arranged so as to be able to contact both surfaces of the disc rotor 4 and are supported by the respective arm portions of the mounting member 32 so as to be movable in the disc axial direction.
- the brake pads 33 on the inner side and the outer side are pressed against both sides of the disc rotor 4 by a caliper 34 (caliper body 35, piston 39) described later.
- the brake pad 33 gives a braking force to the vehicle by pressing the disc rotor 4 that rotates together with the wheels (rear wheels 3).
- the caliper 34 as a wheel cylinder is disposed on the mounting member 32 so as to straddle the outer peripheral side of the disc rotor 4.
- the caliper 34 is generally constituted by a caliper body 35 supported so as to be movable along the axial direction of the disk rotor 4 with respect to the respective arm portions of the mounting member 32, and a piston 39 provided in the caliper body 35.
- the caliper 34 is provided with a rotation / linear motion conversion mechanism 40 and an electric actuator 43 which will be described later.
- the caliper 34 constitutes a brake mechanism that propels the brake pad 33 with the piston 39 based on the operation of the brake pedal 6.
- the caliper main body 35 includes a cylinder portion 36, a bridge portion 37, and a claw portion 38.
- the cylinder portion 36 is formed in a bottomed cylindrical shape in which one side in the axial direction is closed as a partition wall portion 36A and the other side facing the disk rotor 4 is an open end.
- the bridge portion 37 is formed to extend from the cylinder portion 36 in the disc axial direction so as to straddle the outer peripheral side of the disc rotor 4.
- the claw portion 38 is disposed so as to extend on the opposite side of the cylinder portion 36 with the bridge portion 37 interposed therebetween.
- the cylinder part 36 of the caliper main body 35 is supplied with hydraulic pressure accompanying the depression operation of the brake pedal 6 or the like via the brake side pipe part 12C or 12D shown in FIG.
- the cylinder portion 36 is integrally formed with a partition wall portion 36 ⁇ / b> A so as to be positioned between the cylinder portion 36 and an electric actuator 43 described later.
- An output shaft 43C of the electric actuator 43 is rotatably inserted on the inner peripheral side of the partition wall portion 36A.
- a piston 39 as a pressing member, a rotation / linear motion conversion mechanism 40, and the like are provided in the cylinder portion 36 of the caliper main body 35.
- the rotation / linear motion conversion mechanism 40 is configured to be accommodated in the piston 39.
- the rotation / linear motion conversion mechanism 40 is not necessarily required.
- the rotation / linear motion conversion mechanism 40 may not be accommodated in the piston 39.
- the piston 39 moves the brake pad 33 toward the disc rotor 4 or away from the disc rotor 4.
- One side of the piston 39 in the axial direction which is the opening side is inserted into the cylinder portion 36, and the other side in the axial direction facing the inner brake pad 33 is closed as a lid portion 39A.
- the hydraulic pressure is supplied into the cylinder portion 36 based on the depression of the brake pedal 6 or the like. It is something that moves.
- the movement of the piston 39 by the electric actuator 43 (electric motor 43B) is performed by being pressed by the linear motion member 42 described later.
- a rotation / linear motion conversion mechanism 40 is accommodated in the piston 39 inside the cylinder portion 36, and the piston 39 is propelled in the axial direction of the cylinder portion 36 by the rotation / linear motion conversion mechanism 40. It has become.
- the rotation / linear motion conversion mechanism 40 constitutes a pressing member holding mechanism, and separately from the addition of the hydraulic pressure into the cylinder portion 36, the piston 39 of the caliper 34 has an external force, that is, an electric actuator 43 (electric motor 43B).
- the parking brake is set in the applied state (holding state) by holding the piston 39 and the brake pad 33 that are driven by
- the rotation / linear motion conversion mechanism 40 retracts the piston 39 in the direction opposite to the propulsion direction by the electric actuator 43 (electric motor 43B), and sets the parking brake to the released state (released state). Since the left and right disc brakes 31 are provided corresponding to the left and right rear wheels 3, the rotation / linear motion conversion mechanism 40 and the electric actuator 43 are also provided on the left and right sides of the vehicle, respectively.
- the rotation / linear motion conversion mechanism 40 includes a screw member 41 made of a rod-like body in which a male screw such as a trapezoidal screw is formed, and a linear motion member 42 in which a female screw hole made of a trapezoidal screw is formed on the inner peripheral side. .
- the linear motion member 42 becomes a driven member (propulsion member) that moves toward the piston 39 or away from the piston 39 by the electric actuator 43 (electric motor 43B). That is, the screw member 41 screwed to the inner peripheral side of the linear motion member 42 constitutes a screw mechanism that converts a rotational motion by an electric actuator 43 described later into a linear motion of the linear motion member 42.
- the female screw of the linear motion member 42 and the male screw of the screw member 41 form a pressing member holding mechanism by using a highly irreversible screw, in the embodiment, a trapezoidal screw.
- the pressing member holding mechanism (rotation / linear motion converting mechanism 40) holds the linear motion member 42 (that is, the piston 39) with a frictional force (holding force) at an arbitrary position even when power supply to the electric motor 43B is stopped. It is like that.
- the pressing member holding mechanism only needs to be able to hold the piston 39 at a position propelled by the electric actuator 43 (electric motor 43B).
- the screw member 41 that is screwed to the inner peripheral side of the linear motion member 42 is provided with a flange portion 41A that is a large-diameter flange on one side in the axial direction, and the other side in the axial direction is a lid of the piston 39. It extends toward the portion 39A side.
- the screw member 41 is integrally connected to an output shaft 43C of an electric actuator 43 described later on the flange portion 41A side.
- an engagement protrusion 42A is provided that prevents the linear motion member 42 from rotating relative to the piston 39 (relative rotation is restricted) and allows relative movement in the axial direction.
- the electric actuator 43 is fixed to the caliper body 35 of the caliper 34.
- the electric actuator 43 operates (applies / releases) the disc brake 31 based on the operation request signal of the parking brake switch 18, the above-described parking brake apply / release determination logic, and ABS control.
- the electric actuator 43 includes a casing 43A attached to the outside of the partition wall portion 36A, an electric motor 43B which is located in the casing 43A and is made up of a stator, a rotor and the like, and moves the piston 39 when supplied with electric power, A speed reducer (not shown) that amplifies the torque of the electric motor 43B and an output shaft 43C that outputs the rotational torque amplified by the speed reducer are configured.
- the output shaft 43C extends through the partition wall portion 36A of the cylinder portion 36 in the axial direction, and is coupled to rotate integrally with the flange portion 41A side of the screw member 41 within the cylinder portion 36.
- the connecting means between the output shaft 43C and the screw member 41 can be configured to be movable in the axial direction, for example, but not to rotate in the rotational direction.
- a known technique such as spline fitting or fitting with a polygonal column (non-circular fitting) is used.
- the speed reducer for example, a planetary gear speed reducer or a worm gear speed reducer may be used.
- the rotation / linear motion conversion mechanism 40 is a known reversible mechanism such as a ball screw or a ball ramp mechanism. Can be used.
- the pressing member holding mechanism can be configured by a reversible rotation / linear motion conversion mechanism and an irreversible speed reducer.
- the screw member 41 of the rotation / linear motion conversion mechanism 40 is rotationally driven in the other direction (reverse direction) by the electric actuator 43.
- the linear motion member 42 is driven in a direction away (separated) from the disc rotor 4 via the rotary / linear motion conversion mechanism 40, and the disc brake 31 is released from the application of the braking force as a parking brake, that is, , The release state (release state).
- the rotation / linear motion converting mechanism 40 when the screw member 41 is rotated relative to the linear motion member 42, the rotation of the linear motion member 42 in the piston 39 is restricted. Is relatively moved in the axial direction according to the rotation angle of the screw member 41. Thereby, the rotation / linear motion converting mechanism 40 converts the rotational motion into a linear motion, and the piston 39 is driven by the linear motion member 42. At the same time, the rotation / linear motion conversion mechanism 40 holds the linear motion member 42 at an arbitrary position by a frictional force with the screw member 41, so that the piston 39 and the brake pad 33 are propelled by the electric actuator 43. Hold on.
- a thrust bearing 44 is provided between the flange portion 41 ⁇ / b> A of the screw member 41 and the partition wall portion 36 ⁇ / b> A of the cylinder portion 36.
- the thrust bearing 44 receives the thrust load from the screw member 41 together with the partition wall portion 36A, and smoothes the rotation of the screw member 41 with respect to the partition wall portion 36A.
- a seal member 45 is provided between the partition wall portion 36A of the cylinder portion 36 and the output shaft 43C of the electric actuator 43. The seal member 45 leaks brake fluid in the cylinder portion 36 to the electric actuator 43 side. It seals between the two so as to prevent it.
- a piston seal 46 as an elastic seal that seals between the cylinder portion 36 and the piston 39 and a dust boot 47 that prevents foreign matter from entering the cylinder portion 36 are provided on the opening end side of the cylinder portion 36. It has been.
- the dust boot 47 is configured by a flexible bellows-like seal member, and is attached between the opening end of the cylinder portion 36 and the outer periphery of the piston 39 on the lid portion 39A side.
- the disc brake 5 on the front wheel 2 side is configured in substantially the same manner except for the disc brake 31 on the rear wheel 3 side and the parking brake mechanism. That is, the disc brake 5 on the front wheel 2 side is not provided with the rotation / linear motion conversion mechanism 40 that performs the operation (apply / release) of the parking brake, the electric actuator 43 and the like, unlike the disc brake 31 on the rear wheel 3 side. . However, in other respects, the disc brake 5 on the front wheel 2 side is configured in substantially the same manner as the disc brake 31. In some cases, a disc brake 31 with an electric parking brake function may be provided on the front wheel 2 side instead of the disc brake 5.
- the disk brake 31 having the hydraulic caliper 34 provided with the electric actuator 43 has been described as an example.
- an electric disc brake having an electric caliper an electric drum brake that applies a braking force by pressing a shoe against the drum by an electric actuator
- a disc brake having an electric drum type parking brake Pushing (promoting) the pad (including the shoe) to the rotor (including the drum) based on the drive of the electric actuator (electric motor), such as a configuration in which the parking brake is applied by pulling the cable with the electric actuator,
- the configuration may not be the brake mechanism of the above-described embodiment.
- the brake device for a four-wheeled vehicle has the above-described configuration, and the operation thereof will be described next.
- the pedaling force is transmitted to the master cylinder 8 via the booster 7, and brake fluid pressure is generated by the master cylinder 8.
- the hydraulic pressure generated in the master cylinder 8 is distributed and supplied to the disc brakes 5 and 31 via the cylinder side hydraulic pipes 10A and 10B, the ESC 11, and the brake side pipes 12A, 12B, 12C and 12D, and left and right. Braking force is applied to the front wheel 2 and the left and right rear wheels 3 respectively.
- the disc brake 31 on the rear wheel 3 side will be described.
- the hydraulic pressure is supplied into the cylinder portion 36 of the caliper 34 via the brake side piping portions 12C and 12D, and the piston 39 is increased according to the increase in the hydraulic pressure in the cylinder portion 36. Is slidingly displaced toward the brake pad 33 on the inner side. As a result, the piston 39 presses the inner brake pad 33 against one side surface of the disk rotor 4, and the entire caliper 34 is against the arms of the mounting member 32 by the reaction force at this time. Sliding displacement to the side.
- the outer leg portion (claw portion 38) of the caliper 34 operates to press the brake pad 33 on the outer side against the disc rotor 4, and the disc rotor 4 is moved from both sides in the axial direction by the pair of brake pads 33.
- the braking force according to the hydraulic pressure application is generated.
- the hydraulic pressure supply into the cylinder part 36 is released and stopped, so that the piston 39 is displaced so as to move backward into the cylinder part 36, and the inner side and outer side brakes are released.
- the pad 33 moves away from the disc rotor 4, the vehicle is returned to the non-braking state.
- the linear motion member 42 is held in a braking state by a frictional force (holding force) generated between the linearly acting member 42 and the screw member 41 using the pressing reaction force transmitted from the piston 39 as a vertical reaction force.
- the disc brake 31 is actuated (applied) as a parking brake. That is, even after the power supply to the electric motor 43B is stopped, the linear motion member 42 (that is, the piston 39) can be held at the braking position by the female screw of the linear motion member 42 and the male screw of the screw member 41.
- the Apply control process in FIG. 4 and the release control process in FIG. 6 are repeatedly executed at a predetermined control period, that is, every predetermined time (for example, 10 ms) while the parking brake control device 19 is energized. .
- FIG. 4 the control process performed by the parking brake control device 19 during apply will be described with reference to FIGS. 4 and 5.
- step 1 it is determined whether or not there is an apply request by the parking brake switch 18, the above-described determination logic, or ABS control. That is, in step 1, it is determined whether or not there is an apply request generated by the request generation unit. If it is determined in step 1 that “NO”, that is, it is determined that there is no apply request, the process returns to step 1 and the process of step 1 is repeated. On the other hand, if “YES” is determined in step 1, that is, if there is an apply request, the process proceeds to step 2.
- step 2 it is determined whether or not the electric motor 43B is currently being driven in the release direction. If “NO” in step 2, that is, if it is determined that the electric motor 43B is not currently driven in the release direction, the process proceeds to the subsequent step 3. On the other hand, if “YES” in step 2, that is, if it is determined that the electric motor 43B is currently being driven in the release direction, the process returns to step 2 and repeats the process of step 2 (stop of the electric motor 43B). Wait). The reason for this is that when the electric motor 43B is being driven in the release direction, the driving of the electric motor 43B is stopped after the driving is stopped, that is, at least by a turn-on / off flag or an apply permission flag described later. This is because the process of step 3 is performed (the drive of the electric motor 43B in the apply direction is started).
- step 3 the electric motor 43B is driven in the apply direction (energization in the apply direction), and the process proceeds to step 4.
- step 4 it is determined whether or not there is a release request by the parking brake switch 18, the above-described determination logic, or ABS control. That is, in step 4, it is determined whether there is a release request generated by the request generation unit. If it is determined in step 4 that “NO”, that is, there is no release request, the process proceeds to step 5.
- step 5 it is determined whether or not an apply completion flag has been turned ON by a contact determination / apply completion determination process in FIG. If “NO” is determined in step 5, that is, it is determined that the apply completion flag is not ON (it is still OFF), the process returns to step 4 and the processes in and after step 4 are repeated.
- step 4 determines whether or not the brake pad 33 and the disk rotor 4 are in contact with each other. That is, it is determined whether or not a contact flag is turned ON by a contact determination / apply completion determination process in FIG. If “NO” in step 6, that is, if it is determined that the contact flag is not ON (is still OFF), the process returns to step 6 and the process of step 6 is repeated.
- step 6 If “YES” in step 6, that is, if it is detected (determined) that the contact flag has been turned ON (the brake pad 33 and the disc rotor 4 have contacted), the process proceeds to step 7 in the apply direction.
- the drive of the electric motor 43B being driven is stopped.
- step 5 if it is determined in step 5 that “YES”, that is, the apply completion flag is turned ON (the braking force based on the driving of the electric motor 43B has become the braking force necessary for stopping), the step 7
- step 8 the flag is turned off (the contact flag is turned off, and the apply completion flag is also turned off if the apply completion flag is turned on). Then, the process returns to the start via the return, and the processes after step 1 are repeated.
- the electric motor is turned on until the contact flag is turned ON and the thrust necessary for maintaining the stop of the vehicle is reached.
- the apply completion flag is turned ON.
- step 11 It is determined whether or not driving of the electric motor 43B in the direction is started. If “YES” in step 11, that is, if it is determined that driving of the electric motor 43B in the apply direction has started, the process proceeds to step 12. On the other hand, in step 11, it is determined that “NO”, that is, the drive of the electric motor 43B in the apply direction is not started (the electric motor 43B is stopped or is driven in the release direction).
- step 11 returns to step 11 and the process of step 11 is repeated (waiting for the start of driving of the electric motor 43B in the apply direction).
- step 12 that is, the contact determination and the apply completion determination are started together with the start of driving of the electric motor 43B in the apply direction.
- step 12 When driving of the electric motor 43B in the apply direction is started (determined as “YES” in step 11), in step 12, a determination is made as to whether the mask time has elapsed (mask determination).
- the determination of the elapse of the mask time is based on the inrush current 27 (described later) that flows immediately after the start of driving of the electric motor 43B when performing contact determination and apply completion determination based on the current of the electric motor 43B detected by the current sensor unit 24. 9 to 13) to wait for convergence. That is, the mask time is a waiting time for waiting for the inrush current 27 to converge.
- step 12 If it is determined in step 12 that “NO”, that is, the mask time (standby time) has not elapsed, the process returns to step 12 and the process of step 12 is repeated. On the other hand, if “YES” in step 12, that is, if it is determined that the mask time has elapsed, the process proceeds to step 13.
- step 13 the average value of no-load current after the mask time has elapsed is calculated. That is, in step 13, an average value of current values within a predetermined time set in advance after the lapse of the mask time is calculated. This calculation can be performed, for example, by detecting a current value a predetermined number of times at a predetermined interval and calculating an average value of the detected values. The predetermined time, the predetermined interval, and the predetermined number of times are set in advance so as to ensure the accuracy of the average value.
- step 14 the difference between the current values is calculated. That is, in step 14, the difference between the current value and the average value is calculated by subtracting the average value calculated in step 13 from the current detection value.
- step 15 it is determined whether or not the difference calculated in step 14 is larger than a preset contact determination threshold value.
- the contact determination threshold value is a determination value for determining whether or not the brake pad 33 and the disk rotor 4 have contacted each other. That is, when the brake pad 33 and the disk rotor 4 start to contact each other, the electric current of the electric motor 43B increases. And if an electric current increases, the difference of the average value of step 13 and the present electric current value will become large.
- step 15 when the difference calculated in step 14 becomes larger than the contact determination threshold value, it is determined that the brake pad 33 and the disk rotor 4 have contacted.
- the contact determination threshold value is obtained in advance by experiment, simulation, calculation, or the like so that it can be appropriately determined whether or not the brake pad 33 and the disk rotor 4 have contacted each other.
- step 15 If “NO” in step 15, that is, if it is determined that the difference is equal to or smaller than the contact determination threshold value, it is considered that the brake pad 33 and the disc rotor 4 have not yet contacted. Returning, the processing after step 14 is repeated. On the other hand, if “YES” in step 15, that is, if it is determined that the difference is larger than the contact determination threshold value, it is considered that the brake pad 33 and the disk rotor 4 have contacted each other. In this case, the process proceeds to step 16 and the contact flag is turned ON. As described above, in the contact determination process of FIG.
- the difference between the average value of the no-load current that flows after the inrush current 27 converges and the current current is calculated, and the difference is equal to or greater than a predetermined value (contact determination threshold value).
- a predetermined value contact determination threshold value
- the detection of the contact between the brake pad 33 and the disk rotor 4 is made when the position of the linear motion member 42 driven by the electric motor 43B corresponds to the position where the brake pad 33 and the disk rotor 4 are in contact. Includes detection of becoming. That is, the parking brake control device 19 uses the brake pad based on the process of step 15 in FIG. 5, that is, the current change of the electric motor 43 ⁇ / b> B detected by the current sensor unit 24 (the difference has become a predetermined value or more). It detects that 33 and the disk rotor 4 contact
- the contact or separation of the brake pad 33 and the disk rotor 4 is detected in consideration of the displacement of the piston 39 based on the hydraulic pressure. That is, for example, prior to driving the electric motor 43B in the apply direction, when the brake pad 33 and the disk rotor 4 are already in contact with each other based on the supply of hydraulic pressure, the current change (difference is a predetermined difference) of the electric motor 43B.
- the detection that the value is equal to or greater than the value) indicates that the linear motion member 42 driven by the electric motor 43B and the piston 39 are in contact with each other. In this case, this detection can be a detection that the brake pad 33 and the disk rotor 4 are in contact with each other.
- step 15 when a high hydraulic pressure is applied to the piston 39, the contact between the brake pad 33 and the disk rotor 4 is detected based on the current change caused by the contact between the linear motion member 42 and the piston 39. Can do. In any case (regardless of whether or not the hydraulic pressure is supplied), if “YES” is determined in step 15, the brake pad 33 and the disk rotor 4 are in contact (or the linear motion member 42 and the piston 39). Therefore, the process proceeds to step 16 where the contact flag is turned ON.
- step 17 it is determined whether or not the current value of the electric motor 43B is equal to or greater than a preset apply completion threshold value.
- the apply completion threshold value 28 is the force (thrust) that presses the piston 39 by the linear motion member 42, in other words, the brake pad 33 is connected to the disk rotor.
- the apply completion threshold value 28 is obtained in advance by experiment, simulation, calculation, etc., and stored in the storage unit 21 so that the driving of the electric motor 43B can be stopped at an appropriate timing based on the relationship between the current value and the thrust. Keep it.
- step 17 If it is determined in step 17 that “NO”, that is, the current value of the electric motor 43B is not equal to or greater than the apply completion threshold value 28, the process returns to step 17 and the process of step 17 is repeated. If “YES” in step 17, that is, if it is determined that the current value of the electric motor 43B is equal to or greater than the apply completion threshold value 28, the process proceeds to step 18, and the apply completion flag is turned ON. In the apply control process of FIG. 4, the drive of the electric motor 43B that has started driving in the apply direction is stopped on the condition that the contact flag is turned on or the apply completion flag is turned on. .
- step 21 determines in step 21 whether or not there is a release request by the parking brake switch 18, the above-described determination logic, or ABS control. That is, in step 21, it is determined whether there is a release request generated by the request generation unit. If it is determined in step 21 that “NO”, that is, there is no release request, the process returns to step 21 and the process of step 21 is repeated. On the other hand, if “YES” in step 21, that is, if it is determined that there is a release request, the process proceeds to step 22.
- step 22 it is determined whether or not the electric motor 43B is currently being driven in the apply direction. If “NO” in the step 22, that is, if it is determined that the electric motor 43B is not currently driven in the apply direction, the process proceeds to the subsequent step 23. On the other hand, if “YES” in step 22, that is, if it is determined that the electric motor 43B is currently being driven in the apply direction, the process returns to step 22 and repeats the process of step 22 (stop of the electric motor 43B). Wait). The reason for this is that when the electric motor 43B is being driven in the apply direction, the processing of step 23 is performed after the driving is stopped, that is, at least when the driving of the electric motor 43B is stopped by turning on the contact flag. This is to perform (start driving of the electric motor 43B in the release direction).
- step 23 the electric motor 43B is driven in the release direction (energization in the release direction), and the process proceeds to step 24.
- step 24 it is determined whether or not there is an apply request by the parking brake switch 18, the above-described determination logic, or ABS control. That is, in step 24, it is determined whether there is an apply request generated by the request generation unit. If “NO” in this step 24, that is, if it is determined that there is no apply request, the process proceeds to step 25.
- step 25 it is determined whether or not a release completion flag is turned ON by the separation / release determination process of FIG. 7 or FIG. 8 described later. If “NO” in step 25, that is, if it is determined that the release completion flag is not ON (it is still OFF), the process returns to step 24 and the processes in and after step 24 are repeated.
- step 24 determines whether or not the vehicle is stopped. This determination can be made based on, for example, a detection value of a speed sensor (vehicle speed sensor, wheel speed sensor) attached to the vehicle.
- a speed sensor vehicle speed sensor, wheel speed sensor
- step 26 determines whether or not the brake pad 33 and the disc rotor 4 are separated. More specifically, it is determined whether or not a separation / contact flag is turned on by a separation / release determination / release completion determination process in FIG. If “NO” in step 27, that is, if it is determined that the separation flag is not ON (is still OFF), the process returns to step 27 and the process of step 27 is repeated. If “YES” in step 27, that is, if it is detected (determined) that the separation / contact flag has been turned ON (the brake pad 33 and the disc rotor 4 have been separated / contacted), the process proceeds to step 29 and proceeds in the release direction. The drive of the electric motor 43B being driven is stopped.
- step 26 determines whether the vehicle is not stopped (running).
- step 28 determines whether a minimum return amount or more between the brake pad 33 and the disc rotor 4 is reached. It is determined whether a clearance (gap) is secured. Specifically, it is determined whether or not the apply permission flag is turned ON by the separation / release determination process of FIG. If “NO” in step 28, that is, if it is determined that the apply permission flag is not ON (it is still OFF), the process returns to step 28 and the process of step 28 is repeated.
- step 28 If it is detected (determined) in step 28 that “YES”, that is, the apply permission flag is turned ON (a clearance of at least the minimum return amount is secured between the brake pad 33 and the disc rotor 4). In step 29, the driving of the electric motor 43B being driven in the release direction is stopped.
- step 25 determines whether “YES”, that is, the release completion flag is turned ON (a clearance equal to or greater than the clearance threshold is secured between the brake pad 33 and the disc rotor 4).
- step 30 the flag is turned off (the separation flag is turned off, the apply permission flag is turned off if the apply permission flag is turned on, and the release completion flag is turned off if the release completion flag is turned on). To. Then, the process returns to the start via the return, and the processes after step 21 are repeated.
- FIG. 7 is a determination process used when the vehicle is stopped (separation determination / release completion determination process when the vehicle is stopped), and FIG. 8 is a determination process used when the vehicle is running. (Separation determination / release completion determination process for vehicle travel).
- the separation / contact flag is turned ON, and a clearance equal to or larger than the gap threshold is provided between the brake pad 33 and the disc rotor 4. If it is determined that the release has been secured, the release completion flag is turned ON.
- step 31 when the processing operation of FIG. 7 is started by system activation (activation of the vehicle system, activation of the parking brake control device 19) such as accessory ON, ignition ON, power ON, etc., the arithmetic circuit 20 is released in step 31. It is determined whether or not driving of the electric motor 43B in the direction is started. Note that the determination process in FIG. 7 is performed after step 31 when it is determined that the vehicle is stopped based on the detection value of a speed sensor (vehicle speed sensor, wheel speed sensor) attached to the vehicle, for example. Done.
- a speed sensor vehicle speed sensor, wheel speed sensor
- step 31 If “YES” in step 31, that is, if it is determined that driving of the electric motor 43B in the release direction has been started, the process proceeds to step 32. On the other hand, in step 31, it is determined that “NO”, that is, the drive of the electric motor 43B in the release direction has not started (the electric motor 43B is stopped or is driven in the apply direction). In such a case, the process returns to step 31 and repeats the process of step 31 (waits for the start of driving of the electric motor 43B in the release direction). This is because the processing after step 32, that is, the separation / release determination and the release completion determination are started together with the start of driving of the electric motor 43B in the release direction.
- step 32 the determination of the passage of the mask time (mask determination) is performed. .
- the determination of the elapse of the mask time is based on the inrush current that flows immediately after the start of driving of the electric motor 43B, that is, the first in FIG. 9 to FIG. This is to wait for the one mountain 25 to converge. That is, the mask time is a waiting time for waiting for the first peak 25 that is a change in the inrush current to converge.
- step 32 If it is determined “NO” in step 32, that is, if the mask time (standby time) has not elapsed, the process returns to step 32 and repeats the process of step 32. On the other hand, if “YES” in step 32, that is, if it is determined that the mask time has elapsed, the process proceeds to step 33.
- step 33 the idling determination at the time of release (determination of whether or not there is a possibility of idling) is performed. That is, the change in current due to the inrush current immediately after the start of execution of the release request is defined as the first peak 25, and the change in current following the first peak 25, specifically, the power of the electric motor 43B is applied to the linear motion member 42.
- step 33 it is determined whether or not a predetermined time has passed in a state where the current value is equal to or lower than the second peak threshold 29 (see FIGS. 9 to 13) after the mask time has elapsed.
- the second peak threshold 29 is a determination value for thrust zero prior determination at step 34 and thrust zero determination at step 35, which will be described later.
- the second peak threshold value 29 is obtained in advance by experiments, simulations, calculations, etc., and stored in the storage unit 21 so that these determinations can be made appropriately.
- the predetermined time is also set in advance as a time that can ensure the necessary determination accuracy so that the idling determination in step 33 can be performed with high accuracy.
- step 33 If it is determined in step 33 that the current value has not continued below the second peak threshold value 29 after the lapse of the mask time, the electric motor 43B is not idling (step 33). The possibility of idling is low). In this case, the process proceeds to step 34.
- step 35 it is determined whether or not the thrust, that is, the force that presses the piston 39 by the linear motion member 42, in other words, the force that the brake pad 33 presses the disc rotor 4 has become zero. .
- Step 34 is a thrust zero preliminary determination performed prior to a thrust zero determination in step 35 described later.
- step 34 whether or not a predetermined time has elapsed with the current value being equal to or greater than the second peak threshold 29, and then whether or not the predetermined time has elapsed with the current value being equal to or less than the second peak threshold 29. Determine whether.
- the predetermined time is set in advance as a time that can ensure the necessary determination accuracy so that the thrust zero preliminary determination in step 34 can be performed with high accuracy.
- step 34 “NO”, that is, a predetermined time has not elapsed since the current value is equal to or greater than the second peak threshold 29, and / or a predetermined time has elapsed since the current value is equal to or smaller than the second peak threshold 29. If it is determined that the process has not been performed, the process returns to step 34 and the process of step 34 is repeated. On the other hand, in step 34, “YES”, that is, a predetermined time has elapsed when the current value is equal to or higher than the second peak threshold 29, and thereafter, a predetermined time has elapsed when the current value is equal to or lower than the second peak threshold 29. If it is determined that the process has been performed, the process proceeds to step 35.
- Step 35 is a thrust zero determination for determining whether or not the thrust is zero. Specifically, in step 35, it is determined whether or not the current differential value, which is the amount of change in current over time, has become equal to or less than a preset thrust zero threshold value. That is, when the thrust becomes zero, the current converges to a constant value, and the current differential value decreases accordingly. Therefore, in step 35, it is determined that the thrust has become zero when the current differential value is equal to or less than a preset thrust zero threshold. In this case, the thrust zero threshold value is obtained in advance by experiments, simulations, calculations, etc., and stored in the storage unit 21 so that it can be appropriately determined whether or not the thrust has become zero.
- step 35 If it is determined in step 35 that “NO”, that is, the current differential value is not less than or equal to the thrust zero threshold value, the process returns to step 35 and the process of step 35 is repeated. On the other hand, if “YES” in step 35, that is, if it is determined that the current differential value is equal to or less than the thrust zero threshold value, the thrust becomes zero, and the brake pad 33 and the disc rotor 4 are separated (separated). it is conceivable that. In this case, the process proceeds to step 36 and the separation / connection flag is turned ON. As described above, in the stop / disconnect determination at the time of FIG.
- the current is reduced to a predetermined current value after the inrush current (first peak 25) is converged by the processing of steps 32, 34, and 35 (first step). 2), and when the current change over time in current is below a predetermined change (below the thrust zero threshold), the brake pad 33 and the disc rotor 4 are detected. Is determined (detected) to be separated and contacted (thrust is zero), and the separation / contact flag is turned ON.
- a predetermined clearance is set as to whether or not the brake pad 33 and the disc rotor 4 have a predetermined clearance, that is, a clearance (X1 + X2) expressed as the sum of X1 and X2 shown in FIG. It is determined whether or not the threshold is exceeded.
- the clearance is, for example, the relationship between the current value, the voltage value, and the rotation amount of the electric motor 43B, and the rotation amount and the displacement amount (retraction amount) of the brake pad 33 (piston 39, linear motion member 42).
- the amount of displacement after the thrust is determined to be zero (the brake pad 33 and the disc rotor 4 are separated from each other), that is, the amount of displacement from the separation / contact flag ON can be obtained.
- the clearance threshold value is obtained in advance by experiment, simulation, calculation, etc., and stored in the storage unit 21 so that the release can be completed with an appropriate clearance.
- step 37 If it is determined in step 37 that “NO”, that is, the predetermined clearance has not been reached (the clearance is less than the gap threshold), the process returns to step 37 and the process of step 37 is repeated. On the other hand, if “YES” in step 37, that is, if it is determined that the clearance is equal to or greater than the gap threshold value, the process proceeds to step 38 where the release completion flag is turned ON.
- the electric motor 43B that has started to drive in the release direction indicates that the separation / contact flag has been turned on, the release completion flag has been turned on, and an apply permission flag to be described later has been turned on. Under the condition, the driving is stopped.
- step 33 determines whether the current value has continued to be the second peak threshold value 29 or less for a predetermined time after the mask time has elapsed.
- the process proceeds to step 39.
- a predetermined time has passed in a state where the current value, which is one condition for determining separation / disconnection, is equal to or less than the second peak threshold value 29.
- the power (rotation) of the electric motor 43B is not transmitted to the linear motion member 42, that is, there is a possibility of idling abnormality of the electric motor 43B.
- step 39 in order to determine whether or not the electric motor 43B is idling, it is not related to the release request generated by the request generation unit (that is, the release request is generated by the request generation unit). Regardless, the electric motor 43B is driven in the apply direction (power is supplied in the apply direction) in order to execute the apply.
- step 40 apply space-time rotation determination is performed. That is, it is determined whether or not a predetermined time has elapsed since the electric motor 43B was driven in the apply direction. This predetermined time is set in advance as a time that can ensure the necessary determination accuracy so that the determination of the idling abnormality of the electric motor 43B can be performed with high accuracy.
- step 41 thrust rising determination is performed. Specifically, in step 41, it is determined whether or not a predetermined time has passed in a state where the current value is equal to or higher than the rising threshold value. In other words, if the electric motor 43B is not idling abnormally, when the electric motor 43B is driven in the apply direction, a thrust that is a force that presses the piston 39 by the linear motion member 42 (a force that the brake pad 33 presses the disc rotor 4) is generated. It is possible to detect (detect) an increase (rise) in current value according to this thrust. Therefore, in step 41, when there is an increase (rise) in the current value, it is determined that there is no idling abnormality (either the brake pedal 6 is stepped on or the thrust during application is small).
- step 41 determines whether the predetermined time has passed with the current value being equal to or higher than the rising threshold value, it is not an idling abnormality, so the process proceeds to step 42 to drive the electric motor 43 B in the release direction ( Power is supplied in the release direction), and the process proceeds to step 35.
- step 41 determines whether the current value is less than the rising threshold value, or the current value is equal to or higher than the rising threshold value but the predetermined time has not elapsed, before step 40.
- step 40 determines whether a predetermined time has elapsed without rising of the current value. If “YES” in step 40, that is, if it is determined that a predetermined time has elapsed without rising of the current value, the process proceeds to step 43, and the idling abnormality is confirmed. In this case, the driving of the electric motor 43B is stopped, the separation / release determination / release completion determination process is ended, and the driver is notified that there is an idling abnormality (the electric parking brake is abnormal). Perform processing to deal with the abnormality.
- the determination processing of FIG. 8 includes determination as to whether or not the brake pad 33 and the disc rotor 4 are separated from each other based on the current of the electric motor 43B detected by the current sensor unit 24 (separation / determination determination), and vehicle travel. In other words, whether or not the inside application is permitted, in other words, whether or not a (first) predetermined gap (clearance greater than the minimum return amount) is secured between the brake pad 33 and the disc rotor 4 is determined.
- a determination (apply permission determination) and a determination (release completion determination) as to whether or not a (second) predetermined gap (clearance greater than or equal to the gap threshold) is secured between the brake pad 33 and the disc rotor 4 are performed. .
- the separation / contact flag is turned ON, and a clearance equal to or larger than the minimum return amount is set between the brake pad 33 and the disc rotor 4.
- the apply permission flag is turned on.
- the release completion flag is turned on.
- step 51 when the processing operation of FIG. 8 is started by system activation (activation of the vehicle system, activation of the parking brake control device 19) such as accessory ON, ignition ON, power ON, etc., the arithmetic circuit 20 is released in step 51. It is determined whether or not driving of the electric motor 43B in the direction is started. Note that the determination process of FIG. 8 is performed after step 51 when it is determined that the vehicle is traveling based on the detection value of a speed sensor (vehicle speed sensor, wheel speed sensor) attached to the vehicle, for example. Done.
- a speed sensor vehicle speed sensor, wheel speed sensor
- step 51 to step 56 in FIG. 8 is the same as the processing from step 31 to step 36 in FIG. That is, also in the traveling separation / connection determination of FIG. 8, after the inrush current (first peak 25) is converged by the processing of steps 52, 54, and 55, the current current is reduced to a predetermined current value (second After the detection, the brake pad 33 and the disk rotor 4 are connected to each other when the current temporal change amount of the current becomes a predetermined change amount or less (thrust threshold value or less). It is determined that the contact / separation (thrust has become zero) is detected (detected), and the separation / contact flag is turned ON.
- step 53 if “YES” in step 53, that is, if it is determined that the current value has continued to be the second peak threshold value 29 or less after the mask time has elapsed, the process proceeds to step 61.
- the application is performed in a step 39 in order to determine the idling abnormality of the electric motor 43 ⁇ / b> B.
- the electric motor 43B is driven in the direction.
- the electric motor 43B is not driven in the apply direction in the vehicle travel separation / release determination / release completion determination process of FIG. That is, in step 61, a thrust zero estimated time lapse determination process is performed. Specifically, it is determined whether or not a predetermined time has elapsed since the start of release.
- the motor 43B is not driven in the apply direction and waits for a predetermined time from the start of release. That is, in step 61, when the brake pedal 6 is depressed (hydraulic pressure is applied to the piston 39), or when the thrust based on the drive of the electric motor 43B at the time of application is small, the thrust from the start of release. It is determined whether or not a predetermined time that is considered to be zero has elapsed.
- the predetermined time is a time when the thrust becomes zero from the start of release, and the value is obtained in advance by experiment, simulation, calculation, etc., and stored in the storage unit 21.
- step 61 If “NO” in step 61, that is, if it is determined that the predetermined time has not elapsed since the start of release, the process returns to step 61 and the process of step 61 is repeated. On the other hand, if “YES” in step 61, that is, if it is determined that a predetermined time has elapsed from the start of release, the process proceeds to step 56 where the separation / connection flag is turned ON. As described above, in the determination of separation during traveling in FIG. 8, when “YES” is determined in step 53 because the hydraulic pressure is applied to the piston 39, the brake pad 33 and the disc rotor 4 are separated from each other. This is detected based on the elapsed time from the start of driving of the electric motor 43B.
- step 57 the minimum return amount is determined. Specifically, it is determined whether or not the clearance (X1 + X2) between the brake pad 33 and the disk rotor 4 is equal to or greater than a preset minimum return amount.
- the minimum return amount can be set, for example, as a minimum return amount required when dynamic parking brake (dynamic apply) is performed such as urgently using the parking brake as an auxiliary brake during traveling. If “NO” in step 57, that is, if it is determined that the clearance is not equal to or greater than the preset minimum return amount, the process returns to step 57 and repeats the process of step 57.
- step 57 that is, if it is determined that the clearance has exceeded the preset minimum return amount, the process proceeds to step 58 where the apply permission flag is turned ON.
- the apply permission flag is turned ON.
- ABS control or the like is performed during dynamic application, that is, when there is an Apply request during the release operation during vehicle travel, the release operation (in the release direction) is performed at least until the Apply permission flag is turned ON.
- the driving of the electric motor 43B is continued. For this reason, even when a release request and an apply request are repeated at short intervals by the ABS control, a clearance greater than the minimum return amount can be secured between the brake pad 33 and the disc rotor 4, and the wheel (rear wheel) 3) Lock (slip) can be suppressed.
- step 59 and step 60 is the same as step 37 and step 38 of FIG.
- FIG. 9 shows a case where normal apply and release are performed, that is, a release request is received after the apply operation is completed.
- PMB SW parking brake switch
- steps 11 to 18 in FIG. 5 are performed. That is, when it is determined in step 11 that the electric motor 43B starts to be driven in the apply direction, mask determination in step 12, contact determination in steps 13, 14, and 15 and apply completion determination in step 17 are performed.
- the apply completion flag is turned ON in step 18 of FIG. 5, “YES” is determined in step 5 of FIG. 4, and the drive of the electric motor 43B in the apply direction is stopped in step 7 (the apply operation is completed).
- step 21 steps 22, 23, 24, 25 in FIG.
- the process of FIG. 7 or FIG. 8 is also performed.
- the clearance determination in step 37 is performed.
- the release completion flag is turned ON at step 38 in FIG. 7, it is determined “YES” at step 25 in FIG. 6, and the drive of the electric motor 43B in the release direction is stopped at step 29 (release operation is completed).
- FIG. 10 also shows a case where a release request is received after the apply operation is completed, as in FIG.
- FIG. 10 differs from FIG. 9 in that the hydraulic pressure is high during the release operation. That is, in FIG. 10, since the hydraulic pressure is high at the time of release, “YES” is determined in the step 33 of FIG. 7, and the processing from the step 39 to the step 42 is performed. For this reason, during the release, the electric motor 43B is driven (re-applied) in the apply direction. Note that “second peak determination” in FIG. 10 corresponds to the processing in step 33 in FIG. 7, and “re-apply” in FIG. 10 corresponds to the processing in steps 39, 40, and 41 in FIG. "Re-release” in FIG. 10 corresponds to the processing of steps 42, 35, 36, 37, and 38 in FIG.
- FIG. 11 also shows a case where a release request is received after the apply operation is completed, as in FIG.
- FIG. 11 is different from FIG. 9 in that an idling abnormality occurs during the release operation. That is, in FIG. 11, since the slipping abnormality occurred at the time of release, “YES” is determined in Step 33 in FIG. 7, “YES” is determined in Step 40, and the slipping abnormality is determined in Step 43. In this case, at the time of release, the power (rotation) of the electric motor 43B is not transmitted to the linear motion member 42, and the thrust and clearance are not changed from the values at the completion of the application. Note that “second peak determination” in FIG. 11 corresponds to the processing of step 33 in FIG. 7, and “re-apply” and “idling abnormality determination” in FIG. 11 correspond to steps 39 and 40 in FIG. Corresponding to the process, “idling abnormality confirmation” in FIG. 11 corresponds to the process of step 43.
- FIG. 12 shows a case where a release request is received after the start of execution of the apply request and before the brake pad 33 and the disc rotor 4 come into contact with each other.
- driving of the electric motor 43B in the apply direction is started.
- the release request is not immediately executed because the brake pad 33 and the disc rotor 4 are not in contact with each other. . That is, the drive in the apply direction of the electric motor 43B is continued until the contact flag is turned ON by the process of step 6 in FIG.
- the thrust zero elapsed time determination at step 61 the minimum return amount determination at step 57, and the clearance determination at step 59.
- the flag is turned ON, and driving of the electric motor 43B in the release direction is stopped (release operation is completed).
- the state change when the release request is executed immediately is represented by a thick two-dot chain characteristic line.
- the clearance when the release is completed may become excessive.
- the clearance when the release is completed can be appropriately maintained as represented by a thick solid characteristic line.
- FIG. 13 shows a case where the apply request is received after the release request is executed and before the brake pad 33 and the disc rotor 4 are separated from each other (separated).
- the apply request is received after the release request is executed and before the brake pad 33 and the disc rotor 4 are separated from each other (separated).
- driving of the electric motor 43B is started.
- the brake pad 33 and the disc rotor 4 are not separated from each other, so that the apply request is not immediately executed. .
- the brake pad 33 and the disc rotor 4 can be maintained in a desired positional relationship.
- the parking brake control device 19 when the parking brake control device 19 receives the release request after the execution of the apply request is started, the parking brake control device 19 turns on in the apply direction by the process of step 7 after the contact flag is turned ON by the process of step 6 of FIG.
- the drive of the electric motor 43B is stopped, and after this stop, a release request is executed through the processing of steps 22 and 23 in FIG.
- the disconnection flag is turned ON by the process of step 27 in FIG. 6, and then the drive of the electric motor 43B in the release direction is stopped by the process of step 29. After this stop, an apply request is executed through the processing of steps 2 and 3 in FIG.
- the parking brake control device 19 has a second request (release request or apply request) which is a request opposite to the first request during execution of the first request (apply request or release request).
- the execution of the first request is continued and the execution of the second request is not started until the contact flag is turned on or the separation / contact flag is turned on. Therefore, the parking brake control device 19 determines the positional relationship between the brake pad 33 and the disc rotor 4 with reference to the contact or separation of the brake pad 33 and the disc rotor 4 by the contact flag or separation / contact flag.
- the (position of the linear motion member 42) can be maintained as desired.
- the degree of load of the electric motor 43B corresponding to the thrust of the piston 39 or the brake pad 33 is, for example, based on the change in the current of the electric motor 43B, for example, the current value or its time change amount (differential value). Can be detected based on For this reason, the positional relationship between the brake pad 33 and the disk rotor 4, that is, the brake pad 33 and the disk rotor 4 are in contact with or separated from each other based on the current value of the electric motor 43 ⁇ / b> B and its time variation (differential value). Can be detected.
- the parking brake control device 19 ends the execution of the first request being executed on the condition that a change in the current of the electric motor 43B corresponding to the contact or separation between the brake pad 33 and the disc rotor 4 is detected. Then, execution of the second request, which is the next request, is started. For this reason, the positional relationship between the brake pad 33 and the disk rotor 4 can be determined with high accuracy on the basis of contact or separation without providing a position sensor or thrust sensor for detecting the position, thrust, etc. of the brake pad 33. Can be regulated (managed).
- the parking brake control device 19 obtains the average value of the no-load current that flows after the inrush current 27 that flows immediately after the start of execution of the apply request converges by the processing of steps 12 to 18 in FIG.
- the difference with the current is calculated, and when the difference becomes a predetermined value or more, it is detected that the brake pad 33 and the disk rotor 4 are in contact with each other.
- the detection accuracy of contact between the brake pad 33 and the disc rotor 4 can be improved.
- the parking brake control device 19 executes the release request by the processing of steps 32, 34, 35, and 36 in FIG. 7 or by the processing of steps 52, 54, 55, and 56 in FIG.
- the first peak 25 that is an inrush current flowing immediately after the start of convergence
- the time change amount of the current current is less than or equal to the predetermined change amount.
- the parking brake control device 19 detects the current change of the second mountain 26 following the first mountain 25 by the process of step 33 in FIG. 7 is detected, that is, when it is detected that the current value has fallen below the second peak threshold 29 for a predetermined time after the current change of the first peak 25 has converged, step 39 in FIG. With this process, Apply is executed even when a release request is being executed. In this case, it is possible to determine whether or not the power (rotation) of the electric motor 43B is transmitted (whether or not it is idling) based on the change in current after the application is performed. Thereby, the reliability of the hydraulic disc brake 31 with the electric parking brake function can be improved.
- the apply request and the release request include not only a request by a driver's operation but also a request by ABS control. For this reason, the lock
- the contact or separation of the brake pad 33 and the disc rotor 4 is detected by taking into account the displacement of the piston 39 based on the hydraulic pressure. Specifically, when the hydraulic pressure is applied to the piston 39, the linear motion member 42 contacts the piston 39, indicating that the brake pad 33 and the disk rotor 4 have contacted by the processing of step 17 in FIG. 5. It detects based on the current change by having performed. Further, for example, when the vehicle 39 is running and hydraulic pressure is applied to the piston 39, the release of the electric motor 43B indicates that the brake pad 33 and the disc rotor 4 are separated from each other by the processing of step 61 in FIG. Detecting based on the elapsed time since the start of driving. For this reason, even when the piston 39 is displaced based on the supply of hydraulic pressure due to depression of the brake pedal 6 or the like, it is possible to properly detect that the brake pad 33 and the disk rotor 4 are in contact with or separated from each other.
- FIG. 14 and FIG. 15 show a second embodiment.
- the feature of the second embodiment is that the second request is executed after a predetermined time has elapsed since it was detected that the pad and the rotor contacted or separated after starting execution of the first request. It is to have done. That is, after the start of executing the apply request, the release request is executed after a predetermined time has elapsed since it was detected that the pad and the rotor contacted. In addition, after the start of execution of the release request, the apply request is executed after a predetermined time has elapsed since it was detected that the pad and the rotor were separated from each other. Note that in the second embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.
- FIG. 14 shows the apply control process of the second embodiment.
- the process of step 71 that is, a process for waiting for the elapse of a predetermined time after the contact flag ON is provided.
- the routine proceeds to step 7 after a predetermined time has elapsed in step 71, and the electric motor The drive in the apply direction of 43B stops.
- abut can be lengthened.
- the predetermined time is provided in order to make the change in the current of the electric motor 43B noticeable when a release request is executed after the contact flag is turned on. That is, in the apply control process of the second embodiment, the electric motor 43B is driven by continuing the drive in the apply direction of the electric motor 43B for a predetermined time after the brake pad 33 and the disk rotor 4 contact each other. The thrust based can be increased. Thereby, the load of the electric motor 43B at the start of release can be increased, and the change in current when the brake pad 33 and the disc rotor 4 are separated from each other due to the release is noticeable (for example, the appearance of the second peak 26). Can be noticeable). As a result, it is possible to improve the accuracy of the separation determination after the start of release.
- FIG. 15 shows the release control process of the second embodiment.
- the process of step 81 that is, a process for waiting for the elapse of a predetermined time after the disconnection flag ON is provided.
- the routine proceeds to step 29 after a predetermined time elapses in step 81, and the electric motor The driving of 43B in the release direction stops.
- connect can be lengthened.
- the predetermined time is provided so that a necessary calculation of the current value can be performed when an apply request is executed after the disconnection flag is turned on.
- the predetermined time can be set as a time corresponding to the time required to calculate the average value of the no-load current that flows after the inrush current 27 that flows immediately after the start of executing the apply request converges.
- the predetermined time can be set as a time corresponding to a predetermined rotation speed (rotation amount) of the electric motor.
- the second embodiment waits for the elapse of a predetermined time after the detection of contact or separation by the steps 71 and 81 as described above, and the basic operation thereof is according to the first embodiment described above. There is no particular difference.
- the release is performed after a predetermined time elapses after it is detected that the brake pad 33 and the disk rotor 4 are in contact with each other by the processing in step 71 of FIG.
- the request is executed.
- the application request is made after a predetermined time elapses after it is detected that the brake pad 33 and the disc rotor 4 are separated from each other by the process of step 81 in FIG. Executed.
- the separation / contact distance (separation distance) between the brake pad 33 and the disk rotor 4 can be increased.
- the change in current after the execution of the apply request is started can be divided into a change due to the initial driving of the electric motor 43B and a change due to the contact between the brake pad 33 and the disk rotor 4 (the current change can be clearly defined). it can). As a result, it is possible to improve the accuracy of detecting the contact between the brake pad 33 and the disc rotor 4 after the execution of the apply request is started.
- the predetermined time is set as a time corresponding to the time required to calculate the average value of the no-load current that flows after the inrush current 27 that flows immediately after the start of executing the apply request converges.
- the subsequent average value of the no-load current can be reliably calculated. Thereby, the accuracy of detection of contact between the brake pad 33 and the disc rotor 4 after the execution of the apply request is started can be further improved.
- the predetermined time is set as a time corresponding to a predetermined rotation speed (rotation amount) of the electric motor 43B.
- the average value of the no-load current is calculated regardless of this change.
- the time necessary for calculation can be secured. Thereby, the precision of calculation of an average value can be improved.
- the brake pad 33 and the disk rotor 4 are in contact with or separated from each other in both the apply control process of FIG. 14 and the release control process of FIG.
- the case where the configuration waits for elapse of a predetermined time from the example has been described as an example.
- the present invention is not limited to this.
- it may be configured to wait for a predetermined time only in one of the control processes.
- the request generated by the request generation unit is configured by three types of requests: a request by the parking brake switch 18 (request by the driver), a request by the above-described determination logic, and a request by ABS control.
- the case has been described as an example.
- the present invention is not limited to this.
- the request may be configured by two requests or one request among the above three types of requests. That is, it can be configured by at least one of the above three types (or two of them).
- the determination of the contact between the brake pad 33 and the disk rotor 4 is made based on the difference between the average value of the no-load current that flows after the inrush current converges and the current current.
- the present invention is not limited to this, and other criteria may be used.
- the determination of the contact between the pad and the rotor (the contact between the driven member and the piston is based on the fact that the current value has exceeded a predetermined value or that a predetermined time has elapsed since the start of driving the electric motor. (Determination) may be performed.
- the determination of separation / contact between the brake pad 33 and the disk rotor 4 is detected by detecting that the current current has decreased to a predetermined current value after the inrush current has converged.
- An example has been described in which the current time change amount after the detection is based on the fact that the current change amount is equal to or less than the predetermined change amount.
- the present invention is not limited to this, and other criteria may be used.
- the determination of separation / contact between the pad and the rotor (the separation / contact between the driven member and the piston) (Determination) may be performed.
- the brakes of all the wheels may be constituted by disc brakes with an electric parking brake function. That is, the brake of at least a pair of wheels of the vehicle can be configured by a disc brake with an electric parking brake function.
- the hydraulic disc brake 31 with the electric parking brake has been described as an example.
- the present invention is not limited to this.
- an electric disc brake that does not require supply of hydraulic pressure may be used.
- the present invention is not limited to the disc brake type brake device, and may be configured as, for example, a drum brake type brake device.
- various brake mechanisms can be employed, such as a drum-in disc brake in which a drum-type electric parking brake is provided on the disc brake, and a configuration in which the parking brake is held by pulling a cable with an electric motor. .
- the pad and the rotor can be maintained in a desired positional relationship.
- the detection unit detects that the pad and the rotor are in contact with or separated from each other. Then, the second request is executed. In other words, even if there is a second request during execution of the first request, the execution unit continues to execute the first request until the pad and the rotor come into contact with or separate from each other. Do not start executing the request. For this reason, the execution unit can maintain the pad and the rotor in a desired positional relationship based on the contact or separation of the pad and the rotor.
- the contact or separation of the pad and the rotor (the degree of load of the electric motor with respect to the piston) is based on the change in the electric motor current, for example, the current value or the amount of time change (differential). Value).
- the execution unit ends the execution of the first request being executed on the condition that this change in current is detected, and starts executing the second request, which is the next request. For this reason, the positional relationship between the pad and the rotor is regulated (managed) with high accuracy on the basis of contact or separation even without providing a position sensor or thrust sensor for detecting the position or thrust of the pad. be able to.
- the first request is an apply request for applying a braking force to the vehicle
- the second request is a release request for releasing the braking force of the vehicle
- the execution unit If the detection unit receives a release request after the start of execution of the request and before the detection unit detects that the pad and the rotor are in contact, the release unit is not executed and the detection unit is in contact with the pad and the rotor. After detecting this, the release request is executed. That is, even if there is a release request during the execution of the apply request, the execution unit continues executing the apply request and does not start executing the release request until the pad and the rotor come into contact with each other. For this reason, the execution unit can maintain the pad and the rotor in a desired positional relationship with reference to the contact between the pad and the rotor.
- the first request is a release request for releasing the braking force of the vehicle
- the second request is an Apply request for applying the braking force to the vehicle
- the execution unit releases the release force. If an apply request is received after the start of execution of the request and before the detection unit detects that the pad and rotor are separated, the detection unit does not execute the apply request, and the detection unit is separated from the pad and rotor. Is detected, the apply request is executed. That is, even if there is an apply request during the execution of the release request, the execution unit continues to execute the release request and does not start executing the apply request until the pad and the rotor come into contact with each other. For this reason, the execution unit can maintain the pad and the rotor in a desired positional relationship on the basis that the pad and the rotor are separated from each other.
- the execution unit executes the apply request after a predetermined time elapses after the detection unit detects that the pad and the rotor are separated from each other after starting the execution of the release request.
- the separation distance (separation distance) between the pad and the rotor can be increased by elapse of the predetermined time. For this reason, when the execution of the apply request is started, it is possible to detect a change in current at the initial driving of the electric motor (change in inrush current) before the pad and the rotor come into contact with each other.
- the current change after the execution of the apply request is started can be divided into a change due to the initial driving of the electric motor and a change due to the contact between the pad and the rotor (current change can be clarified). As a result, it is possible to improve the accuracy of detection of the contact between the pad and the rotor after the execution of the apply request is started.
- the predetermined time corresponds to the time required to calculate the average value of the no-load current that flows after the inrush current that flows immediately after the execution request execution by the execution unit starts to converge.
- the predetermined time corresponds to the time required to calculate the average value of the no-load current that flows after the inrush current that flows immediately after the execution request execution by the execution unit starts to converge.
- the predetermined time is set as a time corresponding to a predetermined rotation speed of the electric motor.
- the average value of the no-load current is calculated regardless of this change. Therefore, it is possible to secure a necessary time. Thereby, the precision of calculation of an average value can be improved.
- the detection unit calculates the difference between the average value of the no-load current that flows after the inrush current that flows immediately after the execution request is executed by the execution unit converges and the current current, and the difference is a predetermined value.
- the detection unit detects that a pad and a rotor contact
- it is less likely to be affected by the temporal change (noise) of the current. Thereby, the accuracy of detection of contact between the pad and the rotor can be improved.
- the detection unit detects that the current current has decreased to a predetermined current value after the inrush current flowing immediately after the start of execution of the release request has converged.
- the change amount is equal to or less than the predetermined change amount, it is detected that the pad and the rotor are separated from each other.
- the pad and the rotor are separated from each other on the condition that the time variation of the current is equal to or smaller than the predetermined variation. Detect that. For this reason, it is possible to accurately detect the separation and contact between the pad and the rotor using the two conditions of the current value and the time variation of the current.
- the detection unit when the change in current due to the inrush current immediately after the start of execution of the release request is the first peak and the change in current following the first peak is the second peak, the detection unit is If it is detected that the pad and the rotor are separated from each other without detecting the second peak, the execution unit executes the application regardless of the request generated by the request generation unit. In this case, it is possible to determine whether or not the power (rotation) of the electric motor is being transmitted (whether or not it is idling) based on the change in current after the application is performed. Thereby, the improvement of the reliability of a brake device can be aimed at.
- the request generated by the request generation unit is at least one of a request by a driver's operation and a request by an ABS control unit that controls the ABS.
- wheel locking can be suppressed. That is, even if there is an Apply request during execution of the release request, the execution of the release request is continued until the pad and the rotor are separated from each other, so that the pad and the rotor can be reliably separated from each other. By this separation / contact, the braking force is released, and the lock of the wheel can be suppressed.
- the pad and the rotor were separated from each other for the predetermined time. Is maintained, and the braking force can be reliably released. Thereby, the time during which the wheels are not locked can be lengthened, and the stability of the vehicle during the ABS control can be improved.
- the piston moves not only by supplying electric current to the electric motor but also by supplying hydraulic pressure.
- the contact or separation is detected by taking into account the displacement of the piston based on the hydraulic pressure.
- a service brake service brake or the like, it is possible to properly detect that the pad and the rotor are in contact with or separated from each other.
- the piston is moved by the electric motor toward the piston or by a driven member that moves in a direction away from the piston, and the detection unit is configured to apply hydraulic pressure to the piston.
- the contact between the pad and the rotor is detected based on a change in current caused by the driven member coming into contact with the piston. In this case, even when hydraulic pressure is applied to the piston, it is possible to appropriately detect that the pad and the rotor are in contact with each other.
- the detection unit detects that the pad and the rotor are separated from each other based on the elapsed time from the start of driving the electric motor. In this case, even when hydraulic pressure is applied to the piston, it is possible to properly detect that the pad and the rotor are separated from each other.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- General Engineering & Computer Science (AREA)
- Braking Arrangements (AREA)
- Braking Systems And Boosters (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
Claims (13)
- ブレーキ装置であって、
車輪と共に回転するロータを押圧することにより車両に制動力を与えるように構成されたパッドと、
前記パッドを、前記ロータに向けて、または、前記ロータから遠ざかる方向に移動させるように構成されたピストンと、
電流が供給されることにより前記ピストンを移動させるように構成された電動モータと、
前記車両の制動力に関する第1の要求、および、第2の要求を生成するように構成された要求生成部と、
前記要求生成部が生成した要求を受領し、当該要求に応じて前記電動モータへ電流を供給することにより当該要求を実行するように構成された実行部と、
前記パッドと前記ロータとが当接または離接したことを検知するように構成された検知部と、を備え、
前記実行部は、前記第1の要求の実行開始後、前記パッドと前記ロータとが当接または離接したことを前記検知部が検知するまでの間に前記第2の要求を受領した場合、当該第2の要求を実行せず、前記パッドと前記ロータとが当接または離接したことを前記検知部が検知した後、当該第2の要求を実行する
ブレーキ装置。 - 請求項1に記載のブレーキ装置であって、
前記第1の要求は、前記車両に制動力を与えるためのアプライ要求であり、
前記第2の要求は、前記車両の制動力を解除するためのリリース要求であり、
前記実行部は、前記アプライ要求の実行開始後、前記パッドと前記ロータとが当接したことを前記検知部が検知するまでの間に前記リリース要求を受領した場合、当該リリース要求を実行せず、前記パッドと前記ロータとが当接したことを前記検知部が検知した後、当該リリース要求を実行するように構成された
ブレーキ装置。 - 請求項1に記載のブレーキ装置であって、
前記第1の要求は、前記車両の制動力を解除するためのリリース要求であり、
前記第2の要求は、前記車両に制動力を与えるためのアプライ要求であり、
前記実行部は、前記リリース要求の実行開始後、前記パッドと前記ロータとが離接したことを前記検知部が検知するまでの間に前記アプライ要求を受領した場合、当該アプライ要求を実行せず、前記パッドと前記ロータとが離接したことを前記検知部が検知した後、当該アプライ要求を実行するように構成された
ブレーキ装置。 - 請求項3に記載のブレーキ装置であって、
前記実行部は、前記リリース要求の実行開始後、前記パッドと前記ロータとが離接したことを前記検知部により検知されてから所定時間が経過した後、当該アプライ要求を実行するように構成された
ブレーキ装置。 - 請求項4に記載のブレーキ装置であって、
前記所定時間は、前記実行部による前記アプライ要求の実行開始直後に前記電動モータへ流れる突入電流が収束した後に流れる無負荷電流の平均値を計算するために必要な時間に対応する
ブレーキ装置。 - 請求項5に記載のブレーキ装置であって、
前記所定時間は、前記電動モータの所定の回転数に対応する時間として設定される
ブレーキ装置。 - 請求項2ないし6のいずれかに記載のブレーキ装置であって、
前記検知部は、前記実行部による前記アプライ要求の実行開始直後に前記電動モータへ流れる突入電流が収束した後に流れる無負荷電流の平均値と、現在の電流と、の差分を計算し、当該差分が所定値以上になった場合、前記パッドと前記ロータとが当接したと判定するように構成された
ブレーキ装置。 - 請求項2ないし7のいずれかに記載のブレーキ装置であって、
前記検知部は、前記リリース要求の実行開始直後に流れる突入電流が収束した後、現在の電流が所定電流値まで下がったことを検知し、当該検知の後、現在の電流の時間変化量が所定変化量以下となった場合、前記パッドと前記ロータとが離接したと判定するように構成された
ブレーキ装置。 - 請求項8に記載のブレーキ装置であって、
前記リリース要求の実行開始直後の前記突入電流による電流の変化を第1の山とし、当該第1の山に続く電流の変化を第2の山とした場合に、
前記検知部が、前記第2の山を検知してない状態で前記パッドと前記ロータとが離接したことを検知した場合、前記実行部は、前記要求生成部が生成する要求とは関係なく、アプライを実行するように構成された
ブレーキ装置。 - 請求項1ないし9のいずれかに記載のブレーキ装置であって、
前記要求生成部が生成する要求は、運転者の操作による要求、または、ABSを制御するABS制御部による要求のうち、少なくとも何れか一つである
ブレーキ装置。 - 請求項1ないし10のいずれかに記載のブレーキ装置であって、
前記ピストンは、前記電動モータへ電流が供給されることにより移動することに加えて、液圧が供給されることによっても移動するように構成され、
前記検知部は、前記パッドと前記ロータとが当接または離接したことを、前記液圧に基づき前記ピストンが変位していることを加味して検知するように構成された
ブレーキ装置。 - 請求項11に記載のブレーキ装置であって、
前記ピストンは、前記ピストンに向けて、または、前記ピストンから遠ざかる方向に前記電動モータにより移動する被駆動部材によって移動するように構成され、
前記検知部は、前記ピストンに前記液圧が加わっているときは、前記パッドと前記ロータとが当接したことを、前記被駆動部材が前記ピストンに当接したことによる電流変化に基づいて検知するように構成された
ブレーキ装置。 - 請求項11または12に記載のブレーキ装置であって、
前記検知部は、前記ピストンに前記液圧が加わっているときは、前記パッドと前記ロータとが離接したことを、前記実行部が前記電動モータの駆動を開始してからの経過時間に基づいて検知するように構成された
ブレーキ装置。
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DE112015005830.3T DE112015005830T5 (de) | 2014-12-27 | 2015-12-25 | Bremseinrichtung |
JP2016566494A JP6466473B2 (ja) | 2014-12-27 | 2015-12-25 | ブレーキ装置 |
US15/539,841 US10232834B2 (en) | 2014-12-27 | 2015-12-25 | Brake device |
CN201580076966.6A CN107249941B (zh) | 2014-12-27 | 2015-12-25 | 制动装置 |
KR1020177017529A KR102114533B1 (ko) | 2014-12-27 | 2015-12-25 | 브레이크 장치 |
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EP4180290A4 (en) * | 2020-07-07 | 2023-12-06 | Hitachi Astemo, Ltd. | ELECTRIC PARKING BRAKE CONTROL DEVICE |
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CN112373454A (zh) * | 2020-11-09 | 2021-02-19 | 恒大新能源汽车投资控股集团有限公司 | 一种驻车释放方法和装置 |
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DE112015005830T5 (de) | 2017-11-02 |
CN107249941A (zh) | 2017-10-13 |
US20170355356A1 (en) | 2017-12-14 |
KR20170102871A (ko) | 2017-09-12 |
JP6466473B2 (ja) | 2019-02-06 |
KR102114533B1 (ko) | 2020-06-26 |
US10232834B2 (en) | 2019-03-19 |
CN107249941B (zh) | 2019-12-27 |
JPWO2016104680A1 (ja) | 2018-01-11 |
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