CN112238848B - Electric brake device and vehicle - Google Patents

Electric brake device and vehicle Download PDF

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Publication number
CN112238848B
CN112238848B CN202010661795.6A CN202010661795A CN112238848B CN 112238848 B CN112238848 B CN 112238848B CN 202010661795 A CN202010661795 A CN 202010661795A CN 112238848 B CN112238848 B CN 112238848B
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China
Prior art keywords
motor
disc rotor
failure
unit
electric
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CN202010661795.6A
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Chinese (zh)
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CN112238848A (en
Inventor
汤山笃
筱原亮
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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Publication of CN112238848A publication Critical patent/CN112238848A/en
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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
    • B60T13/741—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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • 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
    • B60T2270/40—Failsafe aspects of brake 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/406—Test-mode; Self-diagnosis

Abstract

The invention provides an electric brake device which can normally drive or stop a vehicle even if at least one of the structural elements of the electric brake device is in failure or abnormal state. The electric brake device includes: a piston (4), the piston (4) driving the brake pad (2); a motor (5), wherein the motor (5) drives the piston (4); and a controller unit (6), wherein the controller unit (6) drives the electric motor (5), and the controller unit (6) is configured to drive the electric motor (5) so as to pull the brake pad (2) away from the disc rotor (1) when a failure or an abnormality occurs in at least one of the components of the electric brake device (100).

Description

Electric brake device and vehicle
Technical Field
The present application relates to an electric brake device and a vehicle.
Background
A hydraulic brake device has been conventionally used as a brake device for a vehicle such as an automobile, but in recent years, development of an electric brake device that generates a braking force by driving an electric motor has been advanced as an alternative means to the hydraulic brake device. As is well known, a vehicle brake device has an important function in a vehicle, and it is necessary to provide a system for normally driving or stopping the vehicle even when a failure or abnormality occurs in the brake device.
In the case of the electric brake device, if a failure occurs in the electric brake device during deceleration of the vehicle, the brake pad may be fixed in a state of being pressed against the disc rotor, that is, so-called brake sticking may occur. If brake sticking occurs, the electric brake device becomes unable to control braking of the vehicle, and unexpected emergency braking or vehicle rotation or the like may occur.
Patent document 1 discloses an electric parking brake device that generates a parking braking force of a vehicle during parking by driving an electric motor. The electric parking brake apparatus disclosed in patent document 1 is configured to prohibit an operation of the electric parking brake apparatus after a passenger of the vehicle operates the operation member to release the parking brake when it is determined that the parking brake can be released even when a failure is detected in the electric parking brake apparatus.
Documents of the prior art
Patent literature
Patent document 1: japanese patent No. 4507831
Disclosure of Invention
Technical problem to be solved by the invention
The electric parking brake device disclosed in patent document 1 does not fall into a state of brake sticking when a failure occurs in the electric parking brake device because operation is prohibited as described above, and prevents brake sticking from occurring because the parking brake is released only when a passenger of the vehicle performs an operation to release the parking brake. In addition, in the case of the electric parking brake device, since the passenger of the vehicle operates the parking brake or releases the parking brake when the vehicle is substantially stopped, the above-described emergency brake or vehicle rotation does not occur.
However, in the electric brake device that generates a braking force for decelerating or stopping the vehicle, unlike the aforementioned electric parking brake device, a failure or an abnormality may occur during the traveling of the vehicle, and if the failure or the abnormality occurs during the deceleration of the vehicle and the vehicle becomes in a state in which the brake is stuck, the brake for the traveling vehicle cannot be controlled.
The present application discloses a technique for solving the above-described problem in an electric brake device, and aims to provide an electric brake device that can normally run or stop a vehicle even when at least one of the components of the electric brake device has a failure or an abnormality.
It is another object of the present invention to provide a vehicle that can normally run or stop even when at least one of the components of the electric brake device has a failure or an abnormality.
Technical scheme for solving technical problem
The electric brake device disclosed in the present application includes, as components:
a disc rotor that rotates together with a wheel shaft of a vehicle;
a brake pad that generates a braking force for the vehicle by being pressed to the disc rotor;
a piston that drives the brake pad such that the brake pad is pressed to the disc rotor or pulled away from the disc rotor;
a motor that drives the piston;
a power converter that performs power conversion between the motor and a power source; and
a controller unit that controls the power converter to drive the motor,
the controller unit is characterized by being configured to:
and driving the motor so as to pull the brake pad away from the disc rotor when a failure or abnormality occurs in at least one of the components.
The electric brake device disclosed in the present application includes, as components:
a disc rotor that rotates together with a wheel shaft of a vehicle;
a brake pad that generates a braking force for the vehicle by being pressed to the disc rotor;
a piston that drives the brake pad such that the brake pad is pressed to the disc rotor or pulled away from the disc rotor;
a motor that drives the piston;
a power converter that performs power conversion between the motor and a power supply; and
a controller unit that controls the power converter to drive the motor,
the controller unit is characterized by being configured to:
when a failure or an abnormality occurs in at least one of the components, the motor is driven so as to pull the brake pad away from the disc rotor such that the distance between the brake pad and the disc rotor becomes equal to or greater than a predetermined value.
The electric brake device disclosed in the present application includes, as components:
a disc rotor that rotates together with a wheel shaft of a vehicle;
a brake pad that generates a braking force for the vehicle by being pressed to the disc rotor;
a piston that drives the brake pad such that the brake pad is pressed to the disc rotor or pulled away from the disc rotor;
a motor that drives the piston;
a power converter that performs power conversion between the motor and a power source; and
a controller unit that controls the power converter to drive the motor,
the controller unit is characterized by being configured to:
when a failure or an abnormality occurs in at least one of the components, the electric motor is driven so as to pull the brake pad away from the disc rotor such that the distance between the brake pad and the disc rotor is a value within a predetermined range.
Further, the vehicle disclosed in the present application is a vehicle having a plurality of wheels, characterized in that,
at least one of the plurality of wheels is provided with any one of the electric brake devices,
and, when a failure or an abnormality occurs in the electric brake device, the brake pad is pulled away from the disc rotor only for the electric brake device in which the failure or the abnormality has occurred.
Effects of the invention
According to the electric brake device disclosed by the invention, the following electric brake device can be realized: even when a failure or abnormality occurs in at least one of the components of the electric brake device, the vehicle can be normally driven or stopped.
Further, according to the vehicle disclosed in the present application, the following vehicle can be realized: even when at least one of the components of the electric brake device is broken down or abnormal, the vehicle can normally run or stop.
Drawings
Fig. 1 is a schematic diagram showing the overall configuration of an electric brake device according to embodiment 1, embodiment 2, and embodiment 3.
Fig. 2 is a block diagram showing the structure of a controller unit in the electric brake device according to embodiment 1.
Fig. 3 is a flowchart showing an operation of the controller unit in the electric brake device according to embodiment 1.
Fig. 4 is a block diagram showing the structure of a controller unit in the electric brake device according to embodiment 2.
Fig. 5 is a flowchart showing an operation of the controller unit in the electric brake device according to embodiment 2.
Fig. 6 is a characteristic diagram showing one example of the relationship between the position of the electric piston and the pressing force in the electric brake device according to embodiment 2.
Fig. 7 is a block diagram showing the structure of a controller unit in the electric brake device according to embodiment 3.
Fig. 8 is a flowchart showing an operation of a controller unit in the electric brake device according to embodiment 3.
Fig. 9 is a block diagram showing a hardware configuration of the controller unit shown in fig. 2, 4, and 7.
Detailed Description
Hereinafter, an electric brake device and a vehicle according to embodiments 1 to 3 of the present application will be described with reference to the drawings. In the drawings, the same reference numerals denote the same or corresponding parts.
Embodiment 1.
Fig. 1 is a schematic diagram showing the overall configuration of an electric brake device according to embodiment 1, embodiment 2, and embodiment 3. In fig. 1, an electric brake device 100 includes a disc rotor 1 that rotates about a central axis X together with a wheel shaft (not shown) of a vehicle (not shown), as shown in fig. 1. The 1 st surface 11, which is one axial end surface of the disc rotor 1, faces one end surface of the 1 st brake pad 21, and the 2 nd surface 12, which is the other axial end surface of the disc rotor 1, faces one end surface of the 2 nd brake pad 22. As will be described later, in the disc rotor 1, when a part of the 1 st surface 11 is pressed by one end surface of the 1 st brake pad 21 and a part of the 2 nd surface 12 is pressed by one end surface of the 2 nd brake pad 22 at the same time, a braking force to the vehicle is generated by a frictional force generated between the 1 st surface 11 of the disc rotor 1 and the 1 st brake pad 21 and a frictional force generated between the 2 nd surface 12 of the disc rotor 1 and the 2 nd brake disc 22, and the vehicle is decelerated or stopped.
The caliper 3 is, for example, a floating caliper, and is supported by the vehicle body of the vehicle so as to be movable in the direction of arrow a and the direction of arrow B shown in fig. 1. A motor 5 having a drive shaft 13 is fixed to the caliper 3. The caliper 3 is provided with an electric piston 4 that is driven by an electric motor 5 to move in the direction of arrow a or the direction of arrow B. The other end surface of the 1 st brake pad 21 is fixed to one end portion in the axial direction of the electric piston 4. The 1 st brake pad 21 moves in the same direction as the moving direction of the electric piston 4 in accordance with the movement of the electric piston 4 in the direction of the arrow a or the direction of the arrow B. The other end surface of the 2 nd brake pad 22 is fixed to the brake caliper 3. The 2 nd brake pad 22 moves in the same direction as the moving direction of the caliper 3 in accordance with the movement of the caliper 3 in the direction of the arrow a or the direction of the arrow B.
The other end portion in the axial direction of the electric piston 4 is coupled to a drive shaft 13 of the electric motor 5. The electric piston 4 and the drive shaft 13 are coupled to each other by, for example, engaging a female screw provided on the electric piston 4 with a male screw provided on the drive shaft 13 of the motor 5, and based on the engagement, the rotation of the drive shaft 13 is converted into the axial movement of the electric piston 4. Further, the drive shaft 13 may be configured to be moved in the axial direction by the rotation of the motor 5.
The electric brake apparatus 100 further has a controller unit 6 and a power supply 7. The controller unit 6 is configured to supply power to the motor 5 and control operations of the motor 5 such as a rotation direction, a rotation speed, and a torque of the motor 5. Details of the controller unit 6 are described below. The power supply 7 is constituted by, for example, a lead battery, a nickel metal hydride battery, a lithium ion battery, a capacitor, and the like, and exchanges power with the controller unit 6. The motor 5 performs forward rotation or reverse rotation by being supplied with power from the controller unit 6.
As an example of the operation of the electric brake device 100, when the electric motor 5 rotates in the forward direction, the electric piston 4 moves in the direction of the arrow B, the 1 st brake pad 21 fixed to one end in the axial direction of the electric piston 4 is pressed against a part of the 1 st surface 11 of the disc rotor 1, and at the same time, the caliper 3 moves in the direction of the arrow a due to the reaction force of the pressing pressure, and the 2 nd brake pad 22 is pressed against a part of the 2 nd surface 12 of the disc rotor 1. By this operation, electric brake device 100 generates a braking force for the vehicle, and decelerates or stops the vehicle.
When the electric motor 5 and the drive shaft 13 rotate in the opposite direction, the electric piston 4 moves in the direction of arrow a, and the brake caliper 3 moves in the direction of arrow B by the reaction force thereof, whereby the 1 st brake pad 21 and the 2 nd brake pad 22, which are a pair of brake pads, are pulled away from the disc rotor 1. By this operation, electric brake device 100 releases the braking force applied to the vehicle.
The electric brake device 100 further includes a brake unit 14 as a braking force transmission unit. The brake unit 14 is configured to transmit a target braking force, which is a target value of a braking force required for deceleration or stopping of the vehicle, or a target pressing force, which is a target value of a pressing force for pressing the 1 st brake pad 21 and the 2 nd brake pad 22 against the disc rotor 1, to the controller unit 6.
The controller unit 6 supplies power for driving the electric motor 5 to the electric motor 5 based on the target braking force or the target pressing force transmitted from the brake unit 14. The electric motor 5 is rotated in the forward direction or the reverse direction by the electric power supplied from the controller unit 6 as described above, and operates so as to press the 1 st brake pad 21 and the 2 nd brake pad 22 to the disc rotor 1 or separate the 1 st brake pad 21 and the 2 nd brake pad 22 from the disc rotor 1.
The controller unit 6 includes a power converter (not shown) that performs power conversion between the power supply 7 and the motor 5. The power converter includes a three-phase bridge circuit including a plurality of semiconductor switching elements, for example, and converts dc power supplied from the power supply 7 into three-phase ac power and supplies the three-phase ac power to the motor 5, or converts three-phase ac power generated by rotation of the motor 5 into dc power and supplies the dc power to the power supply 7. The plurality of semiconductor switching elements constituting the power converter are subjected to switching control by, for example, PWM (Pulse Width Modulation) control based on the target braking force or the target pressing force from the brake unit 14. In addition, the power converter may also be provided separately from the controller unit 6.
The electric piston 4 is mounted with a load sensor 8 as load detection means for detecting pressing forces of the 1 st brake pad 21 and the 2 nd brake pad 22 against the disc rotor 1, and a load signal detected by the load sensor 8 is input to the controller unit 6. The motor 5 is provided with a rotation angle sensor 9 as rotation angle detection means for detecting a rotation angle of a rotor of the motor 5, that is, a rotation angle of the drive shaft 13, and a rotation angle signal detected by the rotation angle sensor 9 is input to the controller means 6.
Motor current sensors 10a, 10b, and 10c as motor current detecting means for detecting motor currents are provided on three-phase connection conductors of the three phases for power exchange between the motor 5 and the controller unit 6, and motor current signals detected by the motor current sensors 10a, 10b, and 10c are input to the controller unit 6. The motor current sensor 10a detects, for example, a U-phase current of three-phase currents, the motor current sensor 10b detects, for example, a V-phase current of three-phase currents, and the motor current sensor 10c detects, for example, a W-phase current of three-phase currents. The controller unit 6 is configured to perform feedback control of the motor 5 based on, for example, a rotation angle signal input from the rotation angle sensor 9 and motor current signals input from the motor current sensors 10a, 10b, and 10 c.
Further, a power supply voltage sensor 102 as power supply voltage detecting means for detecting the voltage of the power supply 7 and a power supply current sensor 101 as power supply current detecting means for detecting the current flowing between the power supply 7 and the controller unit 6 are provided on a dc connection conductor between the power supply 7 and the controller unit 6, and a power supply voltage signal detected by the power supply voltage sensor 102 and a power supply current signal detected by the power supply current sensor 101 are input to the controller unit 6, respectively.
Next, the controller unit 6 will be described in further detail. Fig. 2 is a block diagram showing the structure of a controller unit in the electric brake device according to embodiment 1. In fig. 2, as described above, the controller Unit 6 is configured to supply power to the electric motor 5 and Control the operation of the electric motor 5 such as the rotational direction, rotational speed, and torque of the electric motor 5, and includes the aforementioned power converter (not shown) and an Electronic Control Unit ECU (Electronic Control Unit). In fig. 2, in order to avoid complication, the power converter is omitted, and only the ECU is shown as the controller unit 6. In the following description, for the sake of convenience of description, the ECU may be described as the controller unit 6.
The controller unit 6 includes a motor drive unit 6a. The motor drive unit 6a outputs a motor drive signal G for controlling the rotation direction, rotation speed, and torque of the motor 5, based on at least one of a target pressing force signal a input from an external brake unit 14, a rotation angle signal B input from the rotation angle sensor 9, a motor current signal C input from the motor current sensors 10a, 10B, and 10C, a load signal D input from the load sensor 8, a power supply voltage signal E input from the power supply voltage sensor 102, and a power supply current signal F input from the power supply current sensor 101, for example.
The motor drive signal G output from the motor drive unit 6a is input to a drive circuit (not shown) that controls switching of the plurality of semiconductor switching elements of the power converter. The drive circuit controls switching of each semiconductor switching element based on the input drive signal G, and controls three-phase ac power supplied from the power converter to the motor 5.
Further, the controller unit 6 includes a failure determination unit 6b. The failure determination unit 6B determines whether or not there is a failure in the components of the electric brake device 100, and whether or not there is a failure in the load sensor 8, the rotation angle sensor 9, the motor current sensor 10a, the motor current sensor 10B, the motor current sensor 10C, and the brake unit 14, based on the load signal D input from the load sensor 8, the rotation angle signal B input from the rotation angle sensor 9, the power supply current signal F input from the power supply current sensor 101, the power supply voltage signal E input from the power supply voltage sensor 102, the motor current signal C input from the motor current sensors 10a, 10B, and 10C, and the target pressing force signal a input from the brake unit 14, for example, and generates a failure determination signal H and inputs the failure determination signal H to the motor drive unit 6a.
Here, in embodiment 1, as the components of the electric brake device 100 for determining the presence or absence of a failure, for example, the electric piston 4, the electric motor 5, the drive shaft 13, the power converter and the ECU as the controller unit 6, the three-phase connection conductor and the connection member thereof connecting between the controller unit 6 and the electric motor 5, the power supply 7, the dc connection conductor and the connection member thereof connecting between the power supply 7 and the controller unit 6, and the brake unit 14 are targeted.
The motor driving unit 6a is configured to drive the motor 5 by changing the driving method of the motor 5 as described later, based on information on a failure included in the failure determination signal H from the failure determining unit 6b, that is, presence or absence of a failure in the aforementioned components, sensors, and the braking unit 14 of the electric brake device 100.
Next, the operation of the controller unit 6 will be described. Fig. 3 is a flowchart showing the operation of the controller unit in the electric brake device according to embodiment 1. In fig. 3, first, in step S301, for example, as shown in the block diagram of fig. 2, the controller unit 6 inputs a target pressing force signal a output from the external brake unit 14, a rotation angle signal B output from the rotation angle sensor 9, a motor current signal C output from the motor current sensors 10a, 10B, and 10C, a load signal D output from the load sensor 8, a power supply voltage signal E output from the power supply voltage sensor 102, and a power supply current signal F output from the power supply current sensor 101.
In the following description, for the sake of convenience of description, the rotation angle sensor 9, the motor current sensors 10a, 10b, and 10c, the load sensor 8, the power supply voltage sensor 102, and the power supply current sensor 101 may be collectively referred to as various sensors.
In step S302, it is determined whether or not the aforementioned components and various sensors of electric brake device 100 have failed based on the information from various sensors and brake unit 14 input in step S301. As an example of failure determination of the components of the electric brake device 100 and various sensors, for example, if failure determination is performed based on the load signal D from the load sensor 8, even if the electric motor 5 is rotated in the forward direction, the load signal D input from the load sensor 8 does not change, or the value of the load signal D is fixed to the maximum value or the minimum value and does not change, and the like, it is possible to detect a failure of the electric piston 4, which is a component of the electric brake device 100, a failure of the load sensor 8 itself, a failure of a wire harness connecting the load sensor 8 to the controller unit 6, such as a disconnection, a power supply short circuit, or a ground short circuit, and a connection failure of each connector connecting the wire harness, and to determine a failure. Other components of the electric brake device and other sensors can be determined whether or not there is a failure in the same manner.
Next, in step S303, the results of failure determination of the components and various sensors of electric brake device 100 in step S302 are determined. If it is determined in step S303 that no failure has occurred in any of the components of electric brake device 100 and various sensors in step S302 (no), the process proceeds to step S305, where motor drive signal G is output to cause the motor to perform a normal operation. Here, the normal operation of the electric motor 5 means that the electric motor 5 is operated so that the pressing force of the 1 st brake pad 21 and the 2 nd brake pad 22 against the disc rotor 1 matches the target pressing force based on the target pressing force signal a from the brake unit 14. The motor 5 generates a required rotation direction, rotation speed, and torque by a normal operation.
On the other hand, if it is determined in step S303 that at least one of the components and various sensors of electric brake device 100 has failed (yes), the process proceeds to step S304. In step S304, it is determined whether or not a predetermined time has elapsed since the failure determination, and if it is determined that the predetermined time has not elapsed (no), the process proceeds to step S306, and a motor drive signal G is output to a drive circuit (not shown) of the power converter to rotate the motor 5 in the reverse direction in order to pull the 1 st brake pad 21 and the 2 nd brake pad 22 away from the disc rotor 1. Here, the predetermined time is a time set as a time required to pull the 1 st brake pad 21 and the 2 nd brake pad 22 away from the disc rotor 1 so as not to cause brake sticking.
If it is determined in step S304 that the predetermined time or more has elapsed since the failure determination (yes), it is determined that the 1 st brake pad 21 and the 2 nd brake pad 22 have been sufficiently pulled away from the disc rotor 1, and the process proceeds to step S307. In step S307, the motor 5 is stopped.
As described above, according to embodiment 1, even when the structural elements of the electric brake device and various sensors have failed, the electric brake device is not immediately stopped so that the electric brake device does not operate, but the controller unit controls the electric motor so that the electric motor is stopped after the disc rotor and the brake pads are pulled away by rotating the electric motor in the reverse direction, thereby preventing brake sticking. That is, even if a component of the electric brake device fails during traveling of the vehicle, particularly during deceleration of the vehicle, the brake of the vehicle cannot be controlled, and the vehicle can be normally traveled or stopped by using, for example, a brake device mounted on another wheel.
In addition, the vehicle according to embodiment 1 is configured to include a plurality of wheels, and the electric brake device described above is provided in at least one of the plurality of wheels, and when a failure occurs in at least one of the components of the electric brake device, the brake pad is pulled away from the disc rotor only with respect to the electric brake device in which the failure occurred. Therefore, even when the structural elements of the electric brake device and various sensors have failed, the electric brake device is not immediately stopped so that the electric brake device does not operate, but the controller unit controls the electric motor so that the electric motor is stopped after the electric motor is reversely rotated to pull the disc rotor and the brake pads apart, thereby preventing brake sticking. That is, even if a failure occurs in a component of the electric brake device during traveling of the vehicle, particularly during deceleration of the vehicle, the brake of the vehicle cannot be controlled, and the vehicle can be normally traveled or stopped by using, for example, a brake device mounted on another wheel.
In embodiment 1, the failure determination is performed based on input signals from various sensors and brake means, but the failure determination may be performed by receiving failure (failure) signals from various sensors and brake means. In this case, these failure signals may be received as analog signals or digital signals, or may be received by other communications.
Embodiment mode 2
The overall structure of the electric brake device according to embodiment 2 is as shown in fig. 1 described above. In embodiment 2, the configuration and operation of the controller unit are different from those of embodiment 1. In the following description of embodiment 2, the configuration and operation of the controller unit will be mainly described in detail.
Fig. 4 is a block diagram showing the structure of a controller unit in the electric brake device according to embodiment 2. In fig. 4, the controller unit 6 includes a motor drive unit 6c. The motor driving unit 6C outputs a motor driving signal G for controlling the rotation direction, rotation speed, and torque of the motor 5, based on at least one of the target pressing force signal a input from the brake unit 14, the rotation angle signal B input from the rotation angle sensor 9, the motor current signal C input from the motor current sensors 10a, 10B, and 10C, the load signal D input from the load sensor 8, the power supply voltage signal E input from the power supply voltage sensor 102, and the power supply current signal F input from the power supply current sensor 101, for example.
The motor drive signal G output from the motor drive unit 6c is input to a drive circuit (not shown) that controls the switching of the plurality of semiconductor switching elements of the power converter. The drive circuit controls the power supplied from the power converter to the motor 5 by switching-controlling the plurality of semiconductor switching elements of the power converter based on the input drive signal G.
Further, the controller unit 6 is provided with an abnormality determination unit 6d. The abnormality determination unit 6D determines whether or not there is a failure in the components of the electric brake device 100, the load sensor 8, the rotation angle sensor 9, the power supply current sensor 101, the power supply voltage sensor 102, the motor current sensors 10a, 10B, and 10C, and the brake unit 14 based on the load signal D input from the load sensor 8, the rotation angle signal B input from the rotation angle sensor 9, the power supply current signal F input from the power supply current sensor 101, the power supply voltage signal E input from the power supply voltage sensor 102, the motor current signals C input from the motor current sensors 10a, 10B, and 10C, and the target pressing force signal a input from the brake unit 14, and outputs an abnormality determination signal J.
The controller unit 6 includes a motor drive possibility determination unit 6e. The abnormality determination means 6d inputs the abnormality determination signal J to the motor drive propriety determination means 6e, and the motor drive propriety determination means 6e determines whether or not the motor 5 can be driven based on information of the abnormality determination signal J and outputs the drive propriety determination signal K. The motor drive unit 6c is inputted with an abnormality determination signal J from the abnormality determination unit 6d and a motor drive propriety determination signal K from the motor drive propriety determination unit 6e, and is configured to change the drive method of the motor 5 in accordance with the aforementioned components of the electric brake device 100 and the presence or absence of abnormality of each sensor.
Next, the operation of the controller unit 6 will be described. Fig. 5 is a flowchart showing the operation of the controller unit in the electric brake device according to embodiment 2. In fig. 5, first, in step S501, as shown in the block diagram of fig. 4, for example, the target pressing force signal a output from the brake unit 14, the rotation angle signal B output from the rotation angle sensor 9, the motor current signal C output from the motor current sensors 10a, 10B, and 10C, the load signal D output from the load sensor 8, the power supply voltage signal E output from the power supply voltage sensor 102, and the power supply current signal F output from the power supply current sensor 101 are input to the controller unit 6.
In step S502, based on information from various sensors, it is determined whether or not the aforementioned components of electric brake device 100, various sensors are not abnormal, and a power converter (not shown) in controller unit 6 is not inputting or outputting an abnormal voltage or current. Here, as an example of the abnormality determination by the abnormality determination unit 6d, for example, if it is determined that the power supply 7, which is a component of the electric brake device 100, or the dc conductor between the power supply 7 and the controller unit 6, or the power supply voltage sensor 102 is abnormal when the power supply voltage signal E input from the power supply voltage sensor 102 is a value out of a predetermined range in the case of the power supply voltage sensor 102, it is determined that the power supply 7, which is a component of the electric brake device 100, and the dc conductor between the power supply 7 and the controller unit 6, and the power supply voltage sensor 102 are normal when the power supply voltage signal E is a value included in the predetermined range. The presence or absence of an abnormality can be similarly determined for other sensors.
Although not shown, the brake unit 14, the rotation angle sensor 9, the motor current sensors 10a, 10b, and 10c, the load sensor 8, the power supply voltage sensor 102, the power supply current sensor 101, and the controller unit 6 are connected by a communication line, and whether or not there is an abnormality in communication by the communication line may be determined by the abnormality determination unit 6d.
Although not shown, the signals of the various sensors described above may be input to the abnormality determination unit 6d through an analog input circuit such as a low-pass filter, and in this case, the abnormality determination unit 6d may determine whether or not there is an abnormality in the analog input circuit corresponding to the various sensors. The same applies to the case where the target pressing force signal a from the brake unit 14 is input via the input circuit not by wireless communication based on a digital signal but by an analog signal.
Next, in step S503, it is checked whether or not it is determined in step S502 that the components and various sensors of electric brake device 100 are abnormal. If it is determined in step S503 that no abnormality has occurred in any of the components of electric brake device 100 and the various sensors in step S502 (no), the process proceeds to step S506, where motor drive signal G is output to cause motor 5 to perform a normal operation. Here, the normal operation of the electric motor 5 means that the electric motor 5 is operated so that the pressing force of the 1 st brake pad 21 and the 2 nd brake pad 22 against the disc rotor 1 matches the target pressing force based on the target pressing force signal a from the brake unit 14. The motor 5 generates a required rotation direction, rotation speed, and torque by a normal operation.
On the other hand, if it is determined in step S502 that at least one of the various sensors or the component of electric brake device 100 has failed (yes) in step S503, the process proceeds to step S504. In step S504, based on the result of the abnormality determination in step S502, it is determined by the motor drive possibility determining means 6e whether or not the motor 5 can be driven. For example, even when an abnormality occurs in the load signal D from the load sensor 8, the motor 5 can be controlled if the motor current signal C from the motor current sensors 10a, 10B, and 10C and the rotation angle signal B from the rotation angle sensor 9 are normal, and therefore, if the abnormality determination is an abnormality determination made only based on the abnormality in the load signal D from the load sensor 8, it is determined in step S504 that the motor 5 can be driven. At this time, the motor drive propriety determining means 6e inputs the drive propriety determining signal K to the motor driving means 6c as a drivable signal.
Further, even if the rotation angle signal B from the rotation angle sensor 9 is abnormal, the motor 5 can be driven by performing the rotation-angle-sensor-less driving, and even if the motor current signals from the motor current sensors 10a, 10B, and 10c are abnormal, the motor 5 can be driven by performing the rotation-angle-sensor-less driving, and thus, it can be determined that the motor 5 can be driven in step S504. Even when the power supply voltage, the power supply current, or the motor current deviates from the predetermined range and an abnormality determination is made, if the abnormality determination is made for protecting the controller unit 6 and the motor 5 from a failure, it is not immediately possible to drive the motor 5, and it can be determined that the motor 5 can be driven.
On the other hand, if it is determined in step S504 that the motor 5 cannot be driven (no), the process proceeds to step S508, and the motor 5 is stopped. If it is determined in step S504 that the motor can be driven as described above (yes), the process proceeds to step S505.
In step S505, it is determined whether or not the distance between the 1 st surface 11 of the disc rotor 1 and the 1 st brake pad 21 and the distance between the 2 nd surface 12 of the disc rotor 1 and the 2 nd brake pad 22 are equal to or greater than predetermined values. Here, the predetermined interval value is a value set to a sufficient interval to avoid brake sticking or a value set to a sufficient interval to prevent the brake pad from overheating due to friction.
The distance between the 1 st surface 11 of the disc rotor 1 and the 1 st brake pad 21 and the distance between the 2 nd surface 12 of the disc rotor 1 and the 2 nd brake pad 22 may be directly measured by sensors, but the above-described distances may be estimated from a characteristic diagram showing the relationship between the position of the electric piston 4 and the pressing force and information on the rotation angle of the drive shaft 13 based on the rotation angle signal B from the rotation angle sensor 9, for example. Fig. 6 is a characteristic diagram showing an example of the relationship between the position of the electric piston and the pressing force in the electric brake device according to embodiment 2, in which the horizontal axis represents the position of the electric piston 4 and the vertical axis represents the pressing force of the 1 st brake pad 21 and the 2 nd brake pad 22 against the disc rotor 1.
Fig. 6 is a linear graph in which the position of the electric piston at which the pressing force starts to be generated is "0", but the characteristics of fig. 6 change depending on the characteristics of the electric motor, the structure of the electric piston, the structure and characteristics of a reduction gear in the case where the reduction gear is present between the electric motor and the electric piston, which is not shown, or the structures of a brake pad and a brake caliper. The characteristic shown in fig. 6 is an example.
The distance between the 1 st surface 11 of the disc rotor 1 and the 1 st brake pad 21 and the distance between the 2 nd surface 12 of the disc rotor 1 and the 2 nd brake pad 22 can be estimated from values obtained from a state in which the pressing force is "0" in fig. 6 until the drive shaft 13 of the electric motor 5 rotates in the normal direction or the reverse direction. This estimation method can be used when the rotation angle signal B from the rotation angle sensor 9 is normal. For example, when a signal other than the rotation angle signal B is abnormal, such as an abnormality in the power supply voltage signal E or an abnormality in the power supply current signal F, the motor 5 can be driven so that the interval between the disc rotor 1 and the 1 st and 2 nd brake pads 21 and 22 becomes equal to or larger than a predetermined value using the interval estimated by the above-described estimation method.
Although not shown, when the rotation angle signal B from the rotation angle sensor 9 is abnormal, the electric motor 5 is driven by the angle sensorless drive, and the pressing force is in a state of "0", so that it can be determined that the interval between the 1 st surface 11 of the disc rotor 1 and the 1 st brake pad 21 and the interval between the 2 nd surface 12 of the disc rotor 1 and the 2 nd brake pad 22 are equal to or greater than a predetermined value.
If it is determined in step S505 that the distance between the 1 st surface 11 of the disc rotor 1 and the 1 st brake pad 21 and the distance between the 2 nd surface 12 of the disc rotor 1 and the 2 nd brake pad 22 are less than the predetermined values (no), the process proceeds to step S507, and a motor drive signal G for rotating the motor 5 in the reverse direction is output in order to pull the 1 st brake pad 21 and the 2 nd brake pad 22 away from the disc rotor 1.
If it is determined in step S505 that the distance between the 1 st surface 11 of the disc rotor 1 and the 1 st brake pad 21 and the distance between the 2 nd surface 12 of the disc rotor 1 and the 2 nd brake pad 22 are equal to or greater than the predetermined values ("yes"), it is determined that the disc rotor and the brake pads are sufficiently pulled apart, and the process proceeds to step S508, where the electric motor 5 is stopped. In addition, the driving of the motor when an abnormality occurs in the components of the electric brake device 100 or various sensors may be limited to a method of driving the motor 5, for example, by setting the rotation speed of the motor 5 to a predetermined value or less, or setting the torque (current) of the motor 5 to a predetermined value or less. In this case, the predetermined values of the rotation speed of the motor 5 and the torque (current) of the motor 5 are preferably set so as not to damage the components of the motor 5 and the electric brake device 100, respectively.
As described above, even when any of the components of the electric brake device 100 and the various sensors, that is, the rotation angle sensor 9, the motor current sensors 10a, 10b, and 10c, the load sensor 8, the power supply voltage sensor 102, and the power supply current sensor 101 is abnormal, when the electric motor 5 can be driven, the electric brake device 100 is not immediately stopped and the electric motor 5 is not operated, but the controller unit 6 controls the electric motor 5 so that the electric motor 5 rotates in the reverse direction to pull the distance between the disc rotor 1 and the first and second brake pads 21 and 22 to a predetermined value or more, and then stops the electric motor 5, thereby preventing brake sticking. Therefore, even if a component of the electric brake device 100 fails during traveling of the vehicle, particularly during deceleration of the vehicle, the vehicle can be normally run or stopped by the brake device mounted on another wheel without causing a situation in which the braking of the vehicle cannot be controlled.
In embodiment 2, the electric motor is driven so that the distance between the disc rotor and the brake pad is equal to or greater than a predetermined value, but the same effect can be obtained even if the control is performed so that the distance between the disc rotor and the brake pad is within a predetermined range. In this case, since the interval between the disc rotor and the brake pad can be prevented from becoming excessively large, if recovery from an abnormality or failure of a component of the electric brake device is made, the responsiveness for generating the predetermined pressing force can be improved.
In addition, the vehicle according to embodiment 2 is configured to include a plurality of wheels, and the electric brake device described above is provided in at least one of the plurality of wheels, and when at least one of the components of the electric brake device fails, the brake pad is pulled away from the disc rotor only for the failed electric brake device. Therefore, even when the structural elements of the electric brake device and various sensors have failed, the electric brake device is not immediately stopped so that the electric brake device does not operate, but the controller unit controls the electric motor so that the electric motor is stopped after the electric motor is reversely rotated to pull the disc rotor and the brake pads apart, thereby preventing brake sticking. That is, even if a component of the electric brake device fails during traveling of the vehicle, particularly during deceleration of the vehicle, the brake of the vehicle cannot be controlled, and the vehicle can be normally traveled or stopped by using, for example, a brake device mounted on another wheel.
In embodiment 2, the failure determination is performed based on input signals from various sensors and brake means, but the failure determination may be performed by receiving failure signals from various sensors and brake means. In this case, these failure signals may be received as analog signals or digital signals, or may be received by other communications.
Embodiment 3
The overall structure of the electric brake device according to embodiment 3 is as shown in fig. 1 described above. In embodiment 3, the controller unit 6 is provided with a temperature sensor 6h as a temperature detection unit. Other detailed descriptions are the same as those of embodiment 2 described above. In embodiment 3, the configuration and operation of the controller unit 6 are different from those in embodiments 1 and 2. Hereinafter, an electric brake device according to embodiment 3 will be described in detail with reference to the drawings.
Fig. 7 is a block diagram showing the structure of a controller unit in the electric brake device according to embodiment 3. As shown in fig. 7, the controller unit 6 includes a motor drive unit 6f. The motor drive unit 6F outputs a motor drive signal G for controlling the rotation direction, rotation speed, and torque of the motor 5, for example, based on at least one of the target pressing force signal a input from the brake unit 14, the rotation angle signal B input from the rotation angle sensor 9, the motor current signal C input from the motor current sensors 10a, 10B, and 10C, the load signal D input from the load sensor 8, the power supply voltage signal E input from the power supply voltage sensor 102, and the power supply current signal F input from the power supply current sensor 101.
The motor drive signal G output from the motor drive unit 6f is input to a drive circuit (not shown) that controls switching of the plurality of semiconductor switching elements of the power converter. The drive circuit performs switching control of the plurality of semiconductor switching elements based on the input drive signal G, and controls power supplied from the power converter to the motor 5.
The controller unit 6 also includes a temperature sensor 6h as a temperature detection unit, and a temperature abnormality determination unit 6g. Temperature abnormality determination section 6g determines whether or not an overheat abnormality has not occurred in the components of electric brake device 100 based on temperature signal T from temperature sensor 6h, and outputs temperature abnormality determination signal L.
The controller unit 6 includes a motor drive possibility determination unit 6i. The temperature abnormality determination means 6g inputs the temperature abnormality determination signal L to the motor drive propriety determination means 6i, and the motor drive propriety determination means 6i determines whether or not the motor 5 can be driven based on information of the temperature abnormality determination signal L and outputs the drive propriety determination signal K. The motor drive unit 6f is inputted with a temperature abnormality determination signal L from the temperature abnormality determination unit 6g and a motor drive propriety determination signal K from the motor drive propriety determination unit 6i, and is configured to change the drive method of the motor 5 in accordance with the presence or absence of abnormality of the components of the electric brake device 100 and the sensors.
The temperature sensor 6h is provided, for example, in the vicinity of a component or a device that is at a high temperature when the electric brake device 100 is operated, or in the vicinity of a component or a device that has severe temperature conditions, that is, a component or a device that has a small temperature rise allowed by the operation of the electric brake device 100, and detects the temperature of the component or the device and outputs a temperature signal T. Here, although one temperature sensor 6h is used, a plurality of temperature sensors may be provided in order to detect the temperature of the component or the component with higher accuracy and protect the component or the component.
The motor drive unit 6f is configured to receive the temperature abnormality determination signal L from the temperature abnormality determination unit 6g and the motor drive propriety determination signal K from the motor drive propriety determination unit 6i, and to change the motor drive method in accordance with the presence or absence of a temperature abnormality and the motor drive propriety based on these signals.
Next, the operation of the controller unit 6 will be described. Fig. 8 is a flowchart showing an operation of a controller unit in the electric brake device according to embodiment 3. In fig. 8, first, in step S801, for example, as shown in the block diagram of fig. 7, the controller unit 6 inputs a target pressing force signal a output from the brake unit 14, a rotation angle signal B output from the rotation angle sensor 9, a motor current signal C output from the motor current sensors 10a, 10B, and 10C, a load signal D output from the load sensor 8, a power supply voltage signal E output from the power supply voltage sensor 102, and a power supply current signal F output from the power supply current sensor 101. The temperature of the components or parts of the electric brake device 100 is detected by a temperature sensor 6h provided in the controller unit 6. Next, the process proceeds to step S802.
In step S802, it is determined whether or not an overheat abnormality has not occurred in the components or parts of electric brake device 100 based on temperature signal T detected by temperature sensor 6h. As an example of the overheat abnormality determination, for example, there is a case where the temperature signal T is detected to be a value equal to or larger than a predetermined value. If it is determined in step S802 that there is no temperature abnormality in step S803 ("no"), the process proceeds to step S806, where a motor drive signal G is output to cause the motor 5 to perform a normal operation. Here, the normal operation of the electric motor 5 means that the electric motor 5 is operated so that the pressing force of the 1 st brake pad 21 and the 2 nd brake pad 22 against the disc rotor 1 matches the target pressing force based on the target pressing force signal a from the brake unit 14. The motor 5 generates a required rotation direction, rotation speed, and torque by a normal operation.
On the other hand, if it is confirmed in step S803 that it is determined in step S802 that there is a temperature abnormality ("yes"), the process proceeds to step S804. In step S804, it is determined whether or not the motor 5 can be driven based on the result of the abnormality determination in step S802. For example, even when an overheat abnormality occurs in the components of the electric brake device 100, the motor 5 can be controlled if the signals from the various sensors are normal, and therefore, if the abnormality determination is an abnormality determination made only on the basis of the overheat abnormality, it is determined in step S804 that the motor 5 can be driven.
On the other hand, if it is determined in step S804 that the motor 5 cannot be driven (no), the process proceeds to step S808, where the motor 5 is stopped. If it is determined in step S804 that the motor 5 can be driven as described above (yes), the process proceeds to step S805.
In step S805, it is determined whether or not the distance between the 1 st surface 11 of the disc rotor 1 and the 1 st brake pad 21 and the distance between the 2 nd surface 12 of the disc rotor 1 and the 2 nd brake pad 22 are equal to or greater than predetermined values. Here, the predetermined interval value is a value set to a sufficient interval in order to avoid brake sticking, or a value set to a sufficient interval in order to prevent the brake pad from overheating due to friction.
The distance between the 1 st surface 11 of the disc rotor 1 and the 1 st brake pad 21 and the distance between the 2 nd surface 12 of the disc rotor 1 and the 2 nd brake pad 22 may be directly measured by sensors, but may be estimated from a characteristic diagram showing the relationship between the position of the electric piston and the pressing force and information on the rotation angle of the drive shaft 13 from a rotation angle sensor, for example. In this case, the motor can be driven so that the distance between the disc rotor and the brake pad is equal to or greater than a predetermined value using the distance estimated by the estimation method described above with reference to fig. 6.
If it is determined in step S805 that the distance between the 1 st surface 11 of the disc rotor 1 and the 1 st brake pad 21 and the distance between the 2 nd surface 12 of the disc rotor 1 and the 2 nd brake pad 22 are smaller than the predetermined values (no), the process proceeds to step S807, and a motor drive signal G for rotating the motor 5 in the reverse direction is output in order to pull the 1 st brake pad 21 and the 2 nd brake pad 22 away from the disc rotor 1.
If it is determined in step S805 that the distance between the 1 st surface 11 of the disc rotor 1 and the 1 st brake pad 21 and the distance between the 2 nd surface 12 of the disc rotor 1 and the 2 nd brake pad 22 are equal to or greater than the predetermined value (yes), the disc rotor and the brake pads are determined to be sufficiently pulled apart, and the process proceeds to step S808, where the electric motor 5 is stopped. In addition, the driving of the motor when an abnormality occurs in a component of the electric brake device 100 may be a method of limiting the driving of the motor 5, for example, the rotation speed of the motor 5 is set to a predetermined value or less, or the torque (current) of the motor 5 is set to a predetermined value or less. In this case, the predetermined values of the rotation speed of the motor 5 and the torque (current) of the motor 5 are preferably set so as not to damage the components of the motor 5 and the electric brake device 100, respectively.
As described above, even when a temperature abnormality occurs in the components of the electric brake device, the motor is not immediately stopped so that the electric brake device does not operate, but the motor is controlled by the controller unit so that the motor is stopped after the motor is rotated in the reverse direction to pull the disc rotor and the brake pads apart, thereby preventing the brake from sticking. That is, even if a temperature abnormality occurs in a component of the electric brake device during running of the vehicle, particularly during deceleration of the vehicle, the vehicle can be normally run/stopped by the brake device mounted on the other wheel without causing a situation in which the braking of the vehicle cannot be controlled.
In embodiment 3, although the case where the components of the electric brake device overheat and become abnormal is described, even if there is a failure of the temperature sensor itself, the same effect can be obtained by driving the electric motor in the same control flow.
In embodiment 3, although the controller unit is provided with a temperature sensor for detecting the temperature of the component, the controller unit may be provided with a temperature sensor for detecting the temperature of each component of the motor, the disc rotor, the brake pad, and the caliper, and when the temperature detected by each temperature sensor is equal to or higher than a predetermined value for determining that the temperature is abnormal, the motor may be driven in the same control flow, thereby obtaining the same effect.
Further, the vehicle according to embodiment 3 is configured to include a plurality of wheels, and to include the electric brake device described above in at least one of the plurality of wheels, and to pull the brake pad away from the disc rotor only for the electric brake device in which a failure has occurred when a failure has occurred in at least one of the components of the electric brake device. Therefore, even when the structural elements of the electric brake device and various sensors have failed, the electric brake device is not immediately stopped so that the electric brake device does not operate, but the controller unit controls the electric motor so that the electric motor is stopped after the electric motor rotates in the reverse direction to pull the disc rotor and the brake pads apart, thereby preventing brake sticking. That is, even if a component of the electric brake device fails during traveling of the vehicle, particularly during deceleration of the vehicle, the brake of the vehicle cannot be controlled, and the vehicle can be normally traveled or stopped by using, for example, a brake device mounted on another wheel.
In embodiment 3, the failure determination is performed based on input signals from various sensors and brake means, but the failure determination may be performed by receiving failure signals from various sensors and brake means. In this case, these failure signals may be received as analog signals or digital signals, or may be received by other communications.
Fig. 9 is a block diagram showing a hardware configuration of the controller unit shown in fig. 2, 4, and 7. As shown in fig. 9, the controller unit 6 shown in fig. 2 of embodiment 1, the controller unit 6 shown in fig. 4 of embodiment 2, and the controller unit 6 shown in fig. 7 of embodiment 3 are configured by a processor 1000 and a storage device 1100 as an example of hardware. Although not shown, the memory device 1100 includes a volatile memory device such as a random access memory and a non-volatile auxiliary memory device such as a flash memory. In addition, an auxiliary storage device of a hard disk may be provided instead of the flash memory. The processor 1000 executes a program input from the storage device 1100. In this case, the program is input to the processor 1000 from the secondary storage device via the volatile storage device. The processor 1000 may output data such as the operation result to a volatile storage device of the storage device 1100, or may store the data in an auxiliary storage device via the volatile storage device.
The configurations described in embodiment 1, embodiment 2, and embodiment 3 are just examples, and similar effects can be obtained even with the configurations described below. That is, for example, in fig. 1, the electric motor 5 and the controller unit 6 mounted on the caliper 3 are provided separately, but may be configured to be integrated. Although the motor current sensors 10a, 10b, and 10c are mounted on the three-phase conductors, they may be incorporated in the controller unit 6. Further, although the structure of the caliper 3 has been described as the one-side pressing structure in which only the 1 st brake pad is pressed by the electric piston, the structure may be a both-side pressing structure in which the 2 nd brake pad is also pressed by the electric piston. In fig. 1, a three-phase motor is assumed, but a brush motor may be used. In fig. 1, the motor 5 and the electric piston 4 are described as being directly connected to each other, but a reduction gear may be mounted between them.
The brake unit 14 shown in fig. 1 may also be connected to a brake pedal (not shown) operated by an occupant of the vehicle. In this case, as shown in embodiment 1, embodiment 2, and embodiment 3, even if the brake pedal is operated by the vehicle occupant, it is preferable that the electric motor be driven to avoid brake sticking and be operated to stop the vehicle when a failure or abnormality occurs in a component of the electric brake device 100. Even if there are a plurality of wheels in a vehicle and the electric brake device of 1 wheel is not operated, the brake device of another vehicle can be operated, and the vehicle can be normally run or stopped.
On the other hand, even if the electric brake device for 1 wheel is not operated, the brake device for another vehicle is operated, and the vehicle can be normally driven or stopped, and therefore, the passenger of the vehicle may not notice the failure or abnormality of the electric brake device for 1 wheel. Therefore, by mounting a lamp, a buzzer, or the like for notifying the passenger of the vehicle of the failure or abnormality of the electric brake device, the passenger can be made aware of the abnormality of the electric brake device.
Although various exemplary embodiments and examples have been described in the present application, the various features, aspects, and functions described in one or more embodiments are not limited to be applied to specific embodiments, and may be applied to the embodiments individually or in various combinations. Therefore, numerous modifications not illustrated are also contemplated as falling within the technical scope disclosed in the present application. For example, the case where at least one component is modified, the case where at least one component is added, or the case where at least one component is omitted is included, and the case where at least one component is extracted and combined with the components of other embodiments is also included.
Description of the reference symbols
1 disc rotor, 21 st brake pad, 1 nd brake pad, 22 nd brake pad,
3 brake calipers, 4 electric pistons, 5 electric motors, 6 controller units,
7 power supply, 8 load sensor, 9 rotation angle sensor,
10a, 10b, 10c motor current sensors, 101 supply current sensors,
102 power supply voltage sensor, 13 drive shaft, 14 brake unit,
6a, 6c, 6f motor drive means, 6b failure determination means, 6d abnormality determination means,
6e, 6i motor drive possibility determining means, 6g temperature abnormality determining means, 6h temperature sensor,
1000 processors, 1100 storage devices.

Claims (18)

1. An electric brake device, which has the following components:
a disc rotor that rotates together with a wheel shaft of a vehicle;
a brake pad that generates a braking force for the vehicle by being pressed to the disc rotor;
a piston that drives the brake pad such that the brake pad is pressed to the disc rotor or pulled away from the disc rotor;
a motor that drives the piston;
a power converter that performs power conversion between the motor and a power supply; and
a controller unit that controls the power converter to drive the motor,
the electric brake device is characterized in that the controller unit is configured to:
when a failure or abnormality occurs in at least one of the structural elements, the electric motor is driven so as to pull the brake pad away from the disc rotor.
2. An electric brake device, which has the following components:
a disc rotor that rotates together with a wheel shaft of a vehicle;
a brake pad that generates a braking force for the vehicle by being pressed to the disc rotor;
a piston that drives the brake pad such that the brake pad is pressed to the disc rotor or pulled away from the disc rotor;
a motor that drives the piston;
a power converter that performs power conversion between the motor and a power source;
a controller unit that controls the power converter to drive the motor,
the electric brake device is characterized in that the controller unit is configured to:
when a failure or abnormality occurs in at least one of the components, the electric motor is driven so that the brake pad is pulled away from the disc rotor and the distance between the brake pad and the disc rotor is equal to or greater than a predetermined value.
3. An electric brake device, which has the following components:
a disc rotor that rotates together with a wheel shaft of a vehicle;
a brake pad that generates a braking force for the vehicle by being pressed to the disc rotor;
a piston that drives the brake pad such that the brake pad is pressed to the disc rotor or pulled away from the disc rotor;
a motor that drives the piston;
a power converter that performs power conversion between the motor and a power supply;
a controller unit that controls the power converter to drive the motor,
the electric brake device is characterized in that the controller unit is configured to:
when a failure or abnormality occurs in at least one of the components, the motor is driven so that the brake pad is pulled away from the disc rotor and the distance between the brake pad and the disc rotor is within a predetermined range.
4. Electric brake apparatus according to any one of claims 1 to 3,
a drive possibility determination unit for determining whether the motor can be driven,
the controller unit is configured to:
when a failure or an abnormality occurs in at least one of the components of the electric brake device, the drive possibility determination means determines that the electric motor can be driven, and drives the electric motor so as to pull the brake pad away from the disc rotor.
5. Electric brake apparatus according to any one of claims 1 to 3,
the method comprises the following steps: a load detection unit that detects a pressing force with which the brake pad is pressed against the disc rotor; and
a failure determination unit that determines a failure or abnormality of the load detection unit,
the controller unit is configured to:
when the failure determination unit determines a failure or abnormality of the load detection unit, the electric motor is driven so as to pull the brake pad away from the disc rotor.
6. Electric brake apparatus according to any one of claims 1 to 3,
the method comprises the following steps: a temperature detection unit that detects a temperature of at least one of components of the electric brake device; and
a failure determination unit that determines a failure or abnormality of the temperature detection unit,
the controller unit is configured to:
when the failure determination means determines a failure or abnormality of the temperature detection means, the motor is driven so as to pull the brake pad away from the disc rotor.
7. An electric brake apparatus according to any one of claims 1 to 3,
the method comprises the following steps: a rotation angle detection unit that detects a rotation angle of a rotor of the motor; and
a failure determination unit that determines a failure or abnormality of the rotation angle detection unit,
the controller unit is configured to:
when the failure determination unit determines a failure or abnormality of the rotation angle detection unit, the electric motor is driven so as to pull the brake pad away from the disc rotor.
8. An electric brake apparatus according to any one of claims 1 to 3,
the method comprises the following steps: a power supply voltage detection unit that detects a voltage of the power supply; and
a failure determination unit that determines a failure or abnormality of the power supply voltage detection unit,
the controller unit is configured to:
when the failure determination unit determines a failure or abnormality of the power supply voltage detection unit, the motor is driven so as to pull the brake pad away from the disc rotor.
9. An electric brake apparatus according to any one of claims 1 to 3,
the method comprises the following steps: a power supply current detection unit that detects a current flowing between the power supply and the power converter; and
a failure determination unit that determines a failure or abnormality of the power supply current detection unit,
the controller unit is configured to:
when the failure determination means determines a failure or abnormality of the power supply current detection means, the motor is driven so as to pull the brake pad away from the disc rotor.
10. An electric brake apparatus according to any one of claims 1 to 3,
the method comprises the following steps: a motor current detection unit that detects a current flowing between the power converter and the motor; and
a failure determination unit that determines a failure or abnormality of the motor current detection unit,
the controller unit is configured to:
when the failure determination means determines a failure or abnormality of the motor current detection means, the motor is driven so as to pull the brake pad away from the disc rotor.
11. Electric brake apparatus according to any one of claims 1 to 3,
the method comprises the following steps: a communication unit that performs information communication with another unit or a sensor mounted on the vehicle; and
a failure determination unit that determines a failure or abnormality of the communication unit,
the controller unit is configured to:
when the failure determination unit determines a failure or abnormality of the communication unit, the motor is driven so as to pull the brake pad away from the disc rotor.
12. Electric brake apparatus according to any one of claims 1 to 3,
the method comprises the following steps: a signal input/output unit that inputs and outputs a signal to and from another unit or a sensor mounted on the vehicle; and
a failure determination unit that determines a failure or abnormality of the signal input/output unit,
the controller unit is configured to:
when the failure determination means determines a failure or abnormality of the signal input/output means, the motor is driven so as to pull the brake pad away from the disc rotor.
13. An electric brake apparatus according to any one of claims 1 to 3,
the method comprises the following steps: a temperature detection unit that detects a temperature of at least one of the components; and
an abnormality determination unit that determines that the temperature is abnormal when the value of the temperature detected by the temperature detection unit deviates from a predetermined range,
the controller unit is configured to:
when the abnormality determination unit determines that the temperature is abnormal, the motor is driven so as to pull the brake pad away from the disc rotor.
14. Electric brake apparatus according to any one of claims 1 to 3,
the method comprises the following steps: a power supply voltage detection unit that detects a voltage of the power supply; and
an abnormality determination unit that determines that the voltage is abnormal when the value of the voltage detected by the power supply voltage detection unit deviates from a predetermined range,
the controller unit is configured to:
when the abnormality determination unit determines that the voltage is abnormal, the motor is driven so as to pull the brake pad away from the disc rotor.
15. Electric brake apparatus according to any one of claims 1 to 3,
the method comprises the following steps: a power supply current detection unit that detects a current flowing between the power supply and the power converter; and
an abnormality determination unit that determines that the power supply current is abnormal when the value of the current detected by the power supply current detection unit deviates from a predetermined range,
the controller unit is configured to:
when the abnormality determination unit determines that the power supply current is abnormal,
the motor is driven so as to pull the brake pad away from the disc rotor.
16. Electric brake apparatus according to any one of claims 1 to 3,
the method comprises the following steps: a motor current detection unit that detects a current flowing between the power converter and the motor; and
an abnormality determination unit that determines that the motor current is abnormal when the value of the motor current detected by the motor current detection unit deviates from a predetermined range,
the controller unit is configured to:
when the abnormality determination unit determines that the motor current is abnormal,
the motor is driven so as to pull the brake pad away from the disc rotor.
17. Electric brake apparatus according to any one of claims 1 to 3,
includes a braking force transmission unit that transmits at least one of a target braking force for decelerating or stopping the vehicle and a target pressing force for pressing the brake pads to the disc rotor to the controller unit,
the controller unit is configured to:
the motor is driven based on at least one of the target braking force and the target pressing force of the vehicle transmitted from the braking force transmission unit, and
even when at least one of the target braking force and the target pressing force transmitted from the braking force transmission unit is not zero, the electric motor is driven so as to pull the brake pad away from the disc rotor when at least one of the components is malfunctioning or abnormal.
18. A vehicle having a plurality of wheels,
at least one of the plurality of wheels is provided with the electric brake device according to any one of claims 1 to 17,
and, when a failure or an abnormality occurs in the electric brake device, the brake pad is pulled away from the disc rotor only for the electric brake device in which the failure or the abnormality has occurred.
CN202010661795.6A 2019-07-18 2020-07-10 Electric brake device and vehicle Active CN112238848B (en)

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JP2019132389A JP6840194B2 (en) 2019-07-18 2019-07-18 Electric braking device and vehicle

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JP2023018494A (en) * 2021-07-27 2023-02-08 ナブテスコ株式会社 Brake device, operation abnormality determination method, and operation abnormality determination program

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