JP2001063537A - Motor-driven brake device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To avoid useless electric power consumption by generating stopping maintaining braking force by a braking force generating means instead of demand braking force when the demand braking force according to a brake pedaling quantity is larger than the stopping maintaining braking force required for maintaining a stopping state in the stopping state. SOLUTION: This motor-driven brake device is provided with a pedaling force sensor 11 for detecting pedaling force of brake a vehicle speed sensor 12 for detecting a vehicle speed, an inclination sensor 13 for detecting an inclination of a vehicle and a vehicle weight sensor 14 for detecting vehicle weight to output detecting signals of the sensors to a controller 20. At stopping time, a stopping maintaining motor current capable of generating a braking force required for maintaining a vehicle in a stopping state is detected, and when the stopping maintaining motor current is smaller than a motor current capable of the generating braking force based on a pedaling quantity of the brake motors 5FL to 5RR are driven according to the stopping maintaining motor current. Thus, electric power consumption can be reduced while maintaining the stopping state.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric brake device, and more particularly, to an electric brake device for reducing power consumption when the vehicle stops.

[0002]

2. Description of the Related Art In recent years, apart from a hydraulic brake device using a working fluid, a so-called by-wire system in which a motor is driven in accordance with the amount of depression of a brake pedal and a braking force is generated using the rotational force of the motor. The development of an electric brake device is underway. As an example of such an electric brake device, for example, a device described in Japanese Patent Application Laid-Open No. H11-78841 has been proposed. In this publication, drive data according to the brake pedal operation amount is stored in the drive data storage means for each actuator for the wheel cylinder, that is, for each motor, and the vehicle deceleration detected by the vehicle deceleration detection means and the brake pedal operation Based on the result of comparison with the target deceleration according to the amount and the result of comparison between the slip rate of each wheel and the average slip rate of all wheels, the drive data stored in the drive data storage means is corrected, and A braking force control device that drives and controls an actuator every time is described.

[0003]

By the way, when the vehicle is stopped, depending on the road surface, the stopped state may be maintained without depressing the brake pedal. That is, on a flat road, the vehicle maintains the stopped state without generating much braking force. For example, when the vehicle is stopped on a flat road such as during a traffic jam, if the driver depresses the brake pedal more than necessary, more braking force is generated than necessary. Power consumption.

In other words, generally, as shown in the right half of FIG.
It is necessary to generate more braking force. As shown in the left half of FIG. 19, the magnitude of the braking force is proportional to the motor current required to generate the braking force. Increases, the required motor current increases, and the braking force generated accordingly increases.

However, when the braking force required for stopping on a road surface where the vehicle is stopped is smaller than the braking force according to the treading force, such as when the vehicle is stopped on a flat road, the braking force according to the treading force is reduced. That is, generation of unnecessary braking force is generated. That is, as shown in FIG. 19, the motor current I required to maintain the stopped state
The difference between _MIN and the motor current If corresponding to the pedaling force means, in other words, a useless motor current, which leads to a decrease in fuel efficiency and a possibility of lowering the battery voltage due to overdischarge of the battery. There is a problem. In addition, there is a problem that the motor temperature may increase due to the continuous flow of the overcurrent to the motor, which may cause deterioration of the motor performance.

The present invention has been made in view of the above-mentioned unsolved problems, and has as its object to provide an electric brake device capable of avoiding wasteful power consumption when the vehicle is stopped. I have.

[0007]

To achieve the above object, an electric brake device according to a first aspect of the present invention comprises a braking force generating means for generating a braking force by pressing a disk rotor with a brake pad; A pressing force varying means for changing a pressing force of the brake pad according to an output of the motor, a brake pedal depression amount detecting means for detecting a depression amount of a brake pedal, and a brake pedal depression amount detecting means Braking force control means for controlling the drive of the motor so as to generate a braking force corresponding to the brake pedal depression amount detected by the braking force generation means, when the vehicle is in a stopped state, When the required braking force according to the brake pedal depression amount is larger than the stop maintenance braking force required to maintain the stopped state,
The stop maintaining braking force is generated by the braking force generating means instead of the required braking force.

According to the first aspect of the present invention, when the required braking force according to the amount of depression of the brake pedal is larger than the stop maintaining braking force required to maintain the stopped state when the vehicle is stopped. The braking force generating means is controlled so as to generate the stop maintaining braking force instead of the required braking force. Since the stop maintaining braking force is a braking force necessary for maintaining the stopped state, the vehicle is maintained in the stopped state. Since the stop maintaining braking force is smaller than the required braking force, generation of an unnecessary braking force is avoided, and power consumption of the motor is reduced accordingly.

An electric brake device according to a second aspect of the present invention has a braking force generating means for generating a braking force by pressing a disk rotor with a brake pad, and a motor. Pressing force variable means for changing the pressing force of the brake pad, brake pedal depression amount detecting means for detecting the depression amount of the brake pedal, and braking force according to the brake pedal depression amount detected by the brake pedal depression amount detection means Stopping state detecting means for detecting whether or not the vehicle is in a stopped state, and maintaining the stopped state in an electric brake device comprising: a braking force control means for controlling the driving of the motor so that the braking force is generated by the braking force generating means. Stop maintaining braking force detecting means for detecting a stop maintaining braking force necessary to perform the operation, and detecting that the vehicle is in a stopped state by the stopped state detecting means, and When the required braking force according to the brake pedal depression amount is greater than the stop maintaining braking force detected by the stop maintaining braking force detecting means, the target braking force generated by the braking force generating means is replaced with the required braking force. Correction means for correcting the stop maintenance braking force.

According to a third aspect of the present invention, in the electric brake device, the stop maintaining braking force detecting means includes a vehicle tilt state detecting means for detecting a tilt of the vehicle, and a vehicle weight detecting means for detecting a weight of the vehicle. And a correspondence between the inclination state detected by the vehicle inclination state detection means and the vehicle weight detected by the vehicle weight detection means, and the preset inclination state, the vehicle weight, and the stop maintaining braking force. Based on the correspondence information,
The stop maintaining braking force is detected.

According to a fourth aspect of the present invention, in the electric brake device, the stop maintaining braking force detecting means includes a vehicle tilt state detecting means for detecting a tilt of the vehicle, and a vehicle weight detecting means for detecting a weight of the vehicle. And parking brake operating state detecting means for detecting the operating state of the parking brake, wherein the tilt state detected by the vehicle tilt state detecting means, the vehicle weight detected by the vehicle weight detecting means, and the parking brake operating state detection The stopping based on the operating state of the parking brake detected by the means, and the correspondence information indicating the correspondence between the preset vehicle tilt state, the vehicle weight, the parking brake operating state, and the stop maintaining braking force, and It is characterized in that the maintenance braking force is detected.

Further, in the electric brake device according to a fifth aspect of the present invention, the stop maintaining braking force detecting means includes a vehicle inclination state detecting means for detecting an inclination of the vehicle, and a vehicle weight detecting means for detecting a weight of the vehicle. And driving state detection means for detecting a driving force generation state of the vehicle, wherein the inclination state detected by the vehicle inclination state detection means, the vehicle weight detected by the vehicle weight detection means, and the driving state detection means detected by the driving state detection means Based on the driving force generation state, the vehicle inclination state, the vehicle weight and the corresponding information indicating the correspondence between the driving force generation state and the stop maintenance braking force, based on the stop maintenance braking force. It is characterized in that it is to be detected.

According to a sixth aspect of the present invention, in the electric brake device, the stop maintaining braking force detecting means includes a vehicle tilt state detecting means for detecting a tilt of the vehicle, and a vehicle weight detecting means for detecting a weight of the vehicle. A parking brake operating state detecting means for detecting an operating state of a parking pedal; and a driving state detecting means for detecting a driving force generating state of the vehicle. A vehicle weight detected by the load detecting means, a driving force generation state detected by the driving state detecting means, and a parking brake operating state detected by the parking brake operating state detecting means; and a preset vehicle tilt state, the vehicle weight, Based on correspondence information representing the correspondence between the driving force generation state and the parking brake operation state and the stop maintaining braking force,
The stop maintaining braking force is detected.

According to a seventh aspect of the present invention, there is provided the electric brake device, wherein the vehicle inclination state detecting means uses any one of a longitudinal acceleration sensor, a gyro horizon, and road surface information of a navigation system, or a combination thereof. Features. Further, the electric brake device according to claim 8 of the present invention includes a braking force detection unit that detects a braking force,
Deceleration detecting means for detecting a deceleration of the vehicle, wherein the vehicle inclination state detecting means includes a vehicle weight detected by the vehicle weight detecting means, a braking force detected by the braking force detecting means, and the deceleration detecting means. It is characterized in that the inclination of the vehicle is estimated based on the deceleration detected by the means.

Further, the electric brake device according to a ninth aspect of the present invention is characterized in that the stop maintaining braking force is set based on the direction of inclination of the vehicle and the direction of travel of the wheels. According to the second to ninth aspects of the present invention, the stop maintaining braking force required to maintain the stopped state is detected, and when the vehicle is in the stopped state, the required braking force according to the amount of depression of the brake pedal is reduced. When the braking force is larger than the stop maintaining braking force, control by the braking force control means is performed so as to generate the stop maintaining braking force instead of the required braking force.

Since the stop maintaining braking force is a braking force necessary to maintain the stopped state, the vehicle is maintained in the stopped state. Since the stop maintaining braking force is smaller than the required braking force, generation of an unnecessary braking force is avoided, and power consumption of the motor is reduced accordingly. In particular, in the invention according to claims 3 to 6, the current inclination of the vehicle and the current vehicle weight are detected, and the corresponding information indicating the correspondence between these detected values set in advance by experiments and the like and the stop maintaining braking force. Based on this, the stop maintaining braking force is detected. That is, the stop maintaining braking force according to the current vehicle condition is detected.

Further, the operating state of the parking brake,
By detecting the stop maintaining braking force in consideration of one or both of the driving force generation states, it is possible to detect the stop maintaining braking force with higher accuracy. Then, the inclination of the vehicle may be estimated by using any one of the longitudinal acceleration sensor, the gyro horizontal plane, and the road surface information of the navigation system, or a combination thereof, or based on the vehicle weight, the braking force, and the deceleration. And so on.

Further, the stop maintaining braking force is set based on the inclination direction of the vehicle and the traveling direction of the wheels. That is, if the vehicle inclination direction is different from the traveling direction of the wheels, the stop maintaining braking force is different depending on the traveling direction of the wheels. It is possible to detect an appropriate stop maintenance braking force.

[0019]

According to the electric brake device of the first aspect of the present invention, the required braking force in accordance with the amount of depression of the brake pedal is larger than the stop maintaining braking force required to maintain the stopped state. In some cases, since the stop maintaining braking force is generated, it is possible to reduce the power consumption while maintaining the stopped state.

According to the second aspect of the present invention, the stop maintaining braking force required for maintaining the stopped state is detected, and the required braking force according to the brake pedal depression amount is increased. When it is larger than the braking force,
Since the stop maintaining braking force is generated, it is possible to reduce the power consumption while maintaining the stopped state. In particular, according to the electric brake device according to the third to sixth aspects, the present vehicle inclination and the current vehicle weight are detected, and these detected values and the stop maintaining braking force set in advance by experiments and the like are used. Since the stop maintaining braking force is detected based on the correspondence information representing the correspondence of the above, the stop maintaining braking force according to the current vehicle condition can be detected.

Further, the operating state of the parking brake,
By detecting the stop maintaining braking force in consideration of one or both of the driving force generation states, it is possible to detect the stop maintaining braking force with higher accuracy. In addition, according to the electric brake device of the seventh aspect, the inclination of the vehicle can be easily detected by using any of the longitudinal acceleration sensor, the gyro horizontal gyroscope, the road surface information of the navigation system, or a combination thereof.

Further, according to the electric brake device of the present invention, the sensor for directly detecting the inclination is estimated by estimating the inclination of the vehicle based on the vehicle weight, the braking force and the deceleration. The inclination can be detected without providing. Further, according to the electric brake device of the ninth aspect, the stop maintaining braking force is set based on the inclination direction of the vehicle and the traveling direction of the wheels. Can be detected.

[0023]

Embodiments of the present invention will be described below with reference to the drawings. First, a first embodiment will be described. FIG. 1 schematically shows an electric brake device provided in a vehicle. The front left wheel W _FL , the front right wheel W _FR , the rear left wheel W _RL , and the rear right wheel W _RR of the vehicle are respectively provided with these wheels. disk rotor 1 _FL ~1 which rotates in the W _FL ~W _RR integrally
The _RR, the wheel cylinder 3 _FL to 3 _RR to generate a braking force by pressing a pair of brake pads 2 _FL to 2 _RR from both sides
Is provided.

Each of the wheel cylinders 3 _{FL to} 3 _RR includes a power transmission mechanism 4 _FL to 4 _RR such as a pinion and a rack for converting a rotary motion into a linear motion. And
The power transmission mechanism 4 _FL to 4 _RR, for example, is connected via a motor 5 _FL to 5 _RR a reduction gear 6 _FL to 6 _RR such as a stepping motor. Then, the output of the motors 5 _{FL to} 5 _RR is reduced by the reduction gears 6 _{FL to} 6 _RR and transmitted to the power transmission mechanisms 4 _FL to 4 _RR , and the power transmission mechanisms 4 _FL to 4 _{RR convert the} rotational motion into a linear motion. converted, by sliding movement of the brake pad 2 _FL to 2 _RR this linear motion, the brake pad 2 _FL to 2 _RR by pressed against by a disc rotor 1 _FL to 1 _RR, so as to generate a braking force Has become.

Further, in a proper position of the vehicle, a pedaling force sensor 11 for detecting a pedaling force of a brake pedal (not shown) such as a throttle sensor, a magnetostrictive sensor or a torque sensor such as a strain gauge, a vehicle speed sensor 12 for detecting a vehicle speed, an inclination of the vehicle And a vehicle weight sensor 14 such as a load cell for detecting the vehicle weight. Detection signals from these sensors are output to the controller 20.

The controller 20 includes, for example, an arithmetic unit such as a microcomputer and a storage device. The controller 20 controls the driving of the motors 5 _{FL to} 5 _RR based on detection signals from the various sensors. ,
Brake pad 2 _FL via power transmission mechanism 4 _FL- 4 _RR
The to 2 _RR is pressed against the disc rotor 1 _FL to 1 _RR to generate a braking force corresponding to the depression amount of the brake pedal, when loosening the braking force causes the reverse rotation of the motor 5 _FL to 5 _RR, brake pads 2 _FL by separating the to 2 _RR from the disc rotor 1 _FL to 1 _RR, to reduce the pressing force to the disk rotor 1 _FL to 1 _RR by the brake pads 2 _FL to 2 _RR,
The braking force is reduced.

Further, when the vehicle is stopped, a stop maintaining motor current I _MIN that can generate a braking force required to maintain the vehicle in a stopped state is detected.
_{When MIN} is smaller than the motor current If that can generate a braking force based on the amount of depression of the brake pedal, the motors 5 _{FL to} 5 _RR are driven according to the stop maintaining motor current I _MIN .

FIG. 2 is a flowchart showing an example of a procedure of a braking control process executed by the controller 20. The controller 20 always performs the braking control process. Since the processing for each of the motors 5 _{FL to} 5 _RR is the same, the processing for the motor 5 will be described as a representative here. First, step S1
Then, a pedaling force-current value control process for setting a motor current to the motor 5 for generating a braking force according to the depression amount of the brake pedal is executed. Next, the process proceeds to step S2, in which a correction process for correcting the motor current according to the state of the vehicle is executed.

Then, the process proceeds to step S3, in which the motor current set in the processes of steps S1 and S2 is
To drive the motor 5 to drive the motor 5, and the process returns to step S1. FIG. 3 is a flowchart illustrating a processing procedure of the pedaling force-current value control processing in step S1. In the treading force-current value control process, first, a treading force detection value PF is read from the treading force sensor 11 in step S11. Next, the process proceeds to step S12, which is set in advance and stored in a storage device (not shown), for example, as shown in FIG.
The motor current If corresponding to the treading force detection value PF is specified based on a characteristic diagram representing the correspondence between the treading force and the motor current. Thereby, the pedaling force-current value control process ends.

The characteristic diagram of FIG. 4 is set in advance by an experiment or the like, and shows the brake pedal depression force PF.
FIG. 4 shows a correspondence between the motor current If for driving the motor 5 and a motor current If necessary to generate a braking force corresponding to the pedaling force PF. As shown in FIG.
But until the threshold is reached PF ₀ motor current If is zero, pedal force reaches the threshold PF ₀ when the motor current I
f is a predetermined value, and when the pedal effort PF exceeds the threshold PF ₀ , the motor current If
Increases at a predetermined slope. The motor current If for the front wheels is larger than that for the rear wheels, and the difference between the current values is a value corresponding to the braking force distribution between the front wheels and the rear wheels.

In FIG. 4, the pedaling force PF is equal to a threshold PF _0.
The motor current If was set to zero until
This is to prevent the motor 5 from excessively responding to the pedaling force PF and to improve the operability of the brake pedal, and serves as a so-called "play". Further, when the depression force PF reaches the threshold PF ₀ the motor current I
The reason why f is set to the predetermined value is to improve the initial responsiveness after play.

In the characteristic diagram of FIG. 4, the pedaling force PF
And the motor current If, for example, the vehicle speed,
The motor current If may be set based on a function including deceleration, lateral acceleration, and the like. FIG.
3 is a flowchart illustrating an example of a processing procedure of a correction process in step S2 of FIG.

In this correction processing, first, at step S21
Then, the vehicle speed detection value V from the vehicle speed sensor 12 is read. Next, the process proceeds to step S22, where it is determined whether the vehicle speed detection value V is zero (V = 0).
The correction processing ends as it is. On the other hand, when the vehicle speed detection value is V = 0 in step S22, the process shifts to step S23, then reads the tilt angle detection value θ from the tilt sensor 13, and then shifts to step S24, where the vehicle weight sensor 14 From the vehicle weight detection value M is read.

Next, the process proceeds to step S25, for example,
6, the inclination angle θ, the vehicle weight M, and the stop maintaining motor current I shown in FIG.
_MINFrom the characteristic diagram showing the correspondence with
To the inclination angle detection value θ and the vehicle weight detection value M read in
Stopping motor current I according to _MINTo identify. FIG. 6
The characteristic diagram shows that the vehicle inclination θ, the vehicle weight M, and the vehicle
Generates the braking force necessary to maintain the stopped state
Possible stop maintaining motor current I_MINRepresents the correspondence with
And the inclination θ is equal to the threshold θ₀Stop until it exceeds
Motor current I_MINBecomes zero, and the slope θ becomes the threshold θ₀
Exceeds the limit, as the inclination θ increases,
Current I_MINBecomes larger. Also, the inclination θ is equal to the threshold θ₀
If the vehicle weight exceeds the
Style I_MINBecomes larger. Here, the threshold θ₀To
Motor motor current I to maintain stop_MINIs zero
Is to keep the vehicle stationary due to vehicle friction
It is because it is the range which can be obtained.

This characteristic diagram may be obtained by an experiment or the like, or may be calculated based on, for example, the following formula. That is, assuming that the vehicle weight is M and the slope of the slope is θ, the stop maintenance braking force F of the entire vehicle required to stop the vehicle at the slope is calculated by the following equation (1).

F = M · sin θ (1) When the stop maintaining braking force F is equally distributed to the four wheels, the braking force F ₁ per wheel is expressed by the following equation (2). F ₁ = (1/4) · F (2) A relational expression for obtaining a motor current value necessary to generate the braking force F ₁ per wheel is, for example, various specifications at the time of system design. Can be set based on the Therefore, based on this relational expression, the stop maintaining motor current I _MIN according to the gradient θ can be calculated.

As described above, the stop maintaining motor current I
_{When MIN} is detected, the process proceeds to step S26, and the difference ΔI (= If−) between the motor current If set in the pedaling force-current value control process in step S1 and the stop maintaining motor current I _MIN set in step S25. I _MIN ), and then proceeds to step S27 to determine whether the difference ΔI is a positive value (ΔI> 0). When the difference ΔI is not a positive value, that is, when the motor current If is larger than the stop maintaining motor current I _MIN , the correction process ends.

On the other hand, in step S27, the difference ΔI is a positive value.
To step S28, the motor current If
Stop-maintenance motor current I_MINUpdate settings, and
End the process. Here, the disk rotor 1_FL~ 1_RRas well as
Brake pad 2_FL~ 2_RRCorresponds to the braking force generation means,
Power transmission mechanism 4_FL~ 4_RR, Motor 5_FL~_RRAnd reduction gear 6
_FL~ 6 _RRCorresponds to the pressing force varying means, and the pedaling force sensor 11
The tilt sensor 1 corresponds to the brake pedal depression amount detecting means.
3 corresponds to the vehicle inclination state detecting means, and the vehicle weight sensor 14
The controller 20 controls the braking force according to the vehicle weight detection means.
FIG. 6 corresponds to the correspondence information, and FIG.
Corresponds to the stop state detecting means,
The processing from steps S23 to S25 is the stop maintenance braking force detection
Steps from steps S26 to S27
In step S28, the motor current I for stopping and maintaining is
_MINCorresponds to the correction means.

Next, the operation of the first embodiment will be described. Now, when the vehicle is running with the brake pedal released, the pedaling force detection value P detected by the pedaling force sensor 11 is obtained.
Since F is smaller than threshold value PF ₀ , step S in FIG.
The motor current If set at 12 becomes zero, and the detection value V of the vehicle speed sensor 12 is not V = 0 in the processing of step S22 in FIG. 5, so the correction processing is terminated, and the processing from step S2 in FIG. The process proceeds to S3, but in this case, the motor 5 is not driven because the motor current If is set to zero.

In this state, the brake pedal is depressed, and the pedal force detection value PF of the pedal force sensor 11 becomes equal to the threshold PF _0.
Is exceeded, the motor current If corresponding to the treading force detection value PF is set in step S12. Then, when the vehicle is running, the vehicle speed detection value V is not V = 0, so the process returns to FIG. 2 from step S22, and proceeds to step S3, where the motor current I according to the treading force detection value PF is determined.
f is supplied to the motor 5.

As a result, the motor 5 is driven, and its rotation is reduced by the speed reducer 6 and transmitted to the power transmission mechanism 4. And here, the rotational motion is converted to linear motion,
As a result, the brake pad 2 slides and presses the disk rotor 1, and a braking force corresponding to the pedaling force detection value PF is generated. From this state, the vehicle is decelerated with braking,
When the depression amount of the brake pedal is loosened, step S
The motor current If set at 12 becomes smaller, and accordingly, the motor 5 is rotated in the reverse direction, the brake pad 2 moves in the direction away from the disk rotor 1, and the braking force is reduced.

On the other hand, when the vehicle is decelerated due to braking and then stops, the vehicle speed detection value V becomes zero, so that the process proceeds from step S22 to step S23 in FIG.
3 is read, and the vehicle weight detection value M detected by the vehicle weight sensor 14 is further read. Then, the process proceeds to step S25, and the stop maintaining motor current I _MIN corresponding to the detected inclination angle θ and the detected vehicle weight M is specified from the characteristic diagram of FIG.

[0043] Here, when the vehicle is substantially horizontal plane or the like, and stopped at a small surface inclination angle than the threshold theta ₀ is
From the characteristic diagram of FIG. 6, the stop maintaining motor current I _MIN = 0. This means that the stop maintaining motor current I _MIN required to maintain the stop state in the current vehicle condition is zero, that is, it is not necessary to generate a braking force.

If the brake pedal is depressed at this time, the motor current If and the stop maintaining motor current I
Since the difference ΔI between the _MIN becomes positive, the process proceeds from step S27 to step S28, the motor current If is is updated set to stop maintaining the motor current I _MIN, in this case stops maintain the motor current I _MIN is zero Therefore, the motor 5 is not driven.

That is, the motor 5 is not driven even though the brake pedal is depressed. However, in this case, the vehicle is stopped on a substantially horizontal surface, and the vehicle can be stopped sufficiently within the range of friction of the vehicle. Therefore, the vehicle can be stopped without driving the motor 5 to generate a braking force. Maintain state. On the other hand, when the vehicle stops on the inclined surface, and the detected inclination angle θ detected by the inclination sensor 13 exceeds the threshold value θ ₀ , the processing in step S25 determines from the characteristic diagram of FIG. The stop maintaining motor current I _MIN is set according to the angle detection value θ and the vehicle weight detection value M.

The motor power corresponding to the pedal force detection value PF
The flow If is the stop maintenance motor current I _MINGreater than
That is, from the braking force according to the depression force of the brake pedal
With a small braking force, it can keep the vehicle stationary.
If it is guessed that it is possible, the process proceeds from steps S27 to S28.
And the stop-maintenance motor current I as the motor current If.
_MINIs set, and this motor current If, that is,
Motor current I_MINThe motor 5 is driven based on the
Braking force smaller than braking force according to rake pedal depression force
Is generated.

Conversely, the motor current corresponding to the pedal force detection value PF
If is the stop maintenance motor current I_{MI N}When smaller than
In step S27, the correction process ends, and the motor
Since the flow If is not corrected, it depends on the pedal force detection value PF.
The motor 5 is driven according to the motor current If
A braking force corresponding to the depression force of the key pedal is generated. like this
In order to maintain a stopped state according to the current road surface conditions
Required stop maintaining motor current I_MINIs detected and this stop
Motor current I_MINDepending on the brake pedal pressure
When the set motor current If is larger,
Not the motor current If according to the force,
Style I_MINDrives the motor 5 according to the required minimum braking
Since the force is generated, the motor 5 is
Driving is avoided.

Accordingly, the power consumption for driving the motor 5 can be suppressed to the minimum, the fuel consumption can be prevented from deteriorating, and the battery voltage can be prevented from dropping due to overdischarge of the battery. Can be. Further, since the heat generation of the motor 5 can be suppressed, it is possible to prevent the motor performance from deteriorating due to the temperature rise of the motor 5.

Further, since the stop maintaining motor current I _MIN is set based on the current inclination angle θ detected by the inclination sensor 13 and the current vehicle weight M detected by the vehicle weight sensor 14, the actual vehicle condition The corresponding stop maintaining motor current I _MIN can be set. Further, the motor current If is corrected only when the motor current If corresponding to the treading force exceeds the stop maintaining motor current I _MIN, and when the motor current If falls below the stop maintaining motor current I _MIN , the motor current If is not corrected. it is so arranged to generate a braking force corresponding to the pedal force, the driver in the case that the vehicle starts by loosening the brake pedal, since the time the motor current If falls below the stop maintaining the motor current I _MIN, according to the depression force Since the braking force is generated, the driver does not feel uncomfortable.

Note that, in the first embodiment,
The case where the vehicle is stopped based on the vehicle speed V from the vehicle speed sensor 12 has been described. However, the present invention is not limited to this, and a wheel speed sensor can be applied. It is only necessary to detect whether the vehicle is stopped. Next, a second embodiment of the present invention will be described.

FIG. 7 is a schematic configuration diagram of the second embodiment. In the schematic configuration diagram of the first embodiment shown in FIG. 1, a parking brake (not shown) for detecting an operation amount of a parking brake is shown. A sensor 15 (means for detecting the operating state of the parking brake) is newly added, and this detection signal is input to the controller 20. The parking brake sensor 15 is, for example,
It is composed of a torque sensor that detects the torque of the wire, an angle sensor that detects the rotation angle of a parking brake lever (not shown), and the like.

FIG. 8 is a flowchart showing an example of the correction process in the second embodiment. In the flowchart of the correction process in the first embodiment shown in FIG. 5, the process of step S31 is added. Step S2
The process is the same except that the process of step S32 is performed instead of the process of No. 5. The same processing units are denoted by the same reference numerals, and detailed description thereof will be omitted.

That is, in the second embodiment, as shown in FIG.
Is read (step S23), the vehicle weight detection value M from the vehicle weight sensor 14 is read (step S24), and the process proceeds to step S31, where the parking brake operation amount PKB from the parking brake sensor 15 is read. Then, the process proceeds to step S32, in which the inclination angle detection value θ of the inclination sensor 13, the vehicle weight detection value M of the vehicle weight sensor 12, and the parking brake operation amount P from the parking brake sensor 15
The stop maintaining motor current I _MIN is set based on KB and the characteristic diagram shown in FIG. 9 which is set in advance and stored in the storage device. Then, the process proceeds to step S26, and thereafter, the first
The processing is performed in the same manner as in the embodiment.

FIG. 9 shows the detected inclination angle θ and the detected vehicle weight M.
FIG. 9 shows the correspondence between the parking brake operation amount PKB and the stop maintaining motor current I _MIN .
As shown in FIG. 9A, in the characteristic diagram shown in FIG. 6, which shows the correspondence between the inclination angle detection value θ, the vehicle weight detection value M, and the stop maintaining motor current I _MIN , the parking brake operation shown in FIG. and the amount PKB and the parking brake sharing current I _PKB the parking brake sharing current I _PKB sought characteristic diagram showing the correspondence offset.

FIG. 9B shows the correspondence between the parking brake operation amount PKB and the parking brake sharing current _IPKB which is the drive current of the motor 5 capable of generating a braking force corresponding to the parking brake operation amount PKB. It is a thing. As shown in the right half of FIG. 9 (b), PKB sharing braking force becomes zero is the braking force parking brake operation amount PKB is until exceeds the threshold PKB ₀ is generated by the operation of the parking brake, the parking brake When the operation amount PKB exceeds the threshold PKB _0, as parking brake operation amount PKB increases, PKB sharing braking force in proportion to this increase. Then, as shown in the left half of FIG. 9 (b), in proportion to the increase of PKB sharing braking force, PKB sharing current I _PKB increases.

Note that this characteristic diagram is obtained by experiments and the like.
Alternatively, as in the case of FIG.
A calculation formula may be obtained and set based on various specifications. One
That is, as shown in FIG.
When operated, according to the parking brake operation amount PKB
As shown in FIG. 9 (a), a tilted braking force is generated.
The motor for maintaining the stop according to the angle of inclination detection value θ and the vehicle weight detection value M
Style I_MINFrom the parking brake operation amount PKB
PKB sharing current I_PKBIf you offset the
Motor for stopping maintenance considering the braking brake operation amount PKB
Style I_{MI N}Is obtained.

Therefore, in the second embodiment,
Since the stop maintaining motor current I _MIN is set in consideration of the operation amount of the parking brake, the motor current required for maintaining the stopped state is set with higher accuracy. Therefore, by correcting the motor current If based on the stop maintaining motor current I _MIN , the motor current corresponding to the operation amount can be reduced at the time of the parking brake operation, so that the power consumption is further reduced. And the heat generation of the motor 5 can be further suppressed.

It is needless to say that the same operation and effect as those of the first embodiment can be obtained. next,
A third embodiment of the present invention will be described. As shown in FIG. 10, the third embodiment is different from the first embodiment shown in FIG. 1 in that the AT position detection sensor 16 and the rotation speed detection for detecting the rotation speed of the engine are different from those of the first embodiment. A sensor 17 is newly added. Then, the detection signals of these sensors are input to the controller 20. The AT position detection sensor 16 is a sensor that detects a selected position of a shift lever (not shown). For example, when the vehicle is equipped with an automatic transmission mechanism, the shift lever is
1 range, 2 ranges, D range, N range, R range,
It detects which of the P ranges is selected.

FIG. 11 is a flowchart showing an example of the procedure of a correction process according to the third embodiment.
In the flowchart of the correction process according to the first embodiment shown in FIG. 5, steps S41 and S42 are added, and step S4 is performed instead of step S25.
Since the processing is the same except that the processing of step 3 is performed, the same reference numerals are given to the same parts, and the detailed description thereof will be omitted.

That is, in the third embodiment, after reading the inclination angle detection value θ from the inclination sensor 13 at step S23 and reading the vehicle weight detection value M from the vehicle weight sensor 14 (step S24), The process proceeds to step S41 to read the AT position ST from the AT position detection sensor 16, and further proceeds to step S42 to read the engine speed N from the engine speed sensor 17.

[0061] Then, the process proceeds to step S43, the tilt angle detection value theta, characteristics shown in FIG. 12 on the basis of the vehicle driving force obtained from the vehicle weight detected value M, AT position detection signal ST and the engine speed N _E According to the figure, the stop maintaining motor current I _MIN is set. Then, the flow shifts to step S26, and thereafter, the processing is performed in the same manner as in the first embodiment.

In FIG. 12, FIG. 12 (a) shows a gradient, that is, a detected inclination angle θ, a force Fθ required to maintain a vehicle stopped at the gradient in a stopped state, and a detected vehicle weight M.
In the case of a gradient that rises forward with respect to the vehicle, the force Fθ in the forward direction increases as the gradient increases, and in the forward direction as the vehicle weight detection value M increases. The force Fθ increases. Conversely, when the gradient is descending rearward, the force Fθ in the reverse direction increases as the gradient increases, and the force Fθ in the reverse direction increases as the vehicle weight detection value M increases.

FIG. 12B shows the engine speed N._EAnd car
Between the driving force Fd and the range position selected by the shift lever.
It shows the correspondence and when N range is selected
The vehicle driving force Fd becomes zero,
When either the D range or the D range is selected, the vehicle
The force Fd becomes the driving force in the forward direction, and the engine speed N
_EIncreases, the vehicle driving force Fd also increases. one
On the other hand, when the R range is selected, the vehicle driving force Fd
Is the driving force in the reverse direction, and the engine speed N_EIs large
The driving force Fd increases as the driving force becomes higher.

FIG. 12C shows the correspondence between the acting force acting on the vehicle and the stop maintaining motor current I _MIN , wherein the acting force is the force Fθ due to the inclination and the vehicle driving force Fd.
Is calculated by the absolute value (abs | Fθ + Fd |) of the value obtained by adding and subtracting the two in consideration of the forward direction and the reverse direction. FIG.
2 (c), the acting force (abs | Fθ + Fd
Although the stop keeping motor current I _MIN increases in proportion to the increase in |), the current value corresponding to the friction is offset in consideration of the braking force corresponding to the friction acting on the vehicle. Therefore, until the acting force exceeds the threshold value α ₀ corresponding to friction, the stop maintaining motor current I _MIN becomes zero, and if the acting force exceeds the threshold value α ₀ ,
As the acting force increases, the stop maintaining motor current I _MIN increases from zero.

When the P range is selected by the shift lever, the braking force associated with the P range is taken into account, and the current value corresponding to the braking force associated with the selection of the P range is further offset. When the P range is selected, the vehicle driving force Fd is set to zero. That is, when the P range is selected, the acting force (ab
s | Fθ + Fd |) is a threshold value α _P corresponding to the sum of the friction and the braking force associated with the selection of the P range.
Until the force exceeds the threshold value, the stop maintaining motor current I _MIN becomes zero. When the acting force exceeds the threshold value α _P , the stop maintaining motor current I _MIN increases from zero with an increase in the acting force.

The characteristic diagram shown in FIG. 12 may be obtained by an experiment, or may be set based on a calculation formula as in the first embodiment. Here, the processing of the step S43, processing for obtaining the Kurumaro driving force Fd from the characteristic diagram of AT position detection signal ST and the engine speed N _E and 12 (beauty) corresponds to the driving state detecting means .

Therefore, for example, when the vehicle is stopped at a downward slope, a reverse force Fθ acts on the vehicle. At this time, when the D range is selected by the shift lever, the vehicle is moved in the forward direction. Force Fd also acts.
Since the forces act in the opposite directions to each other, for example, the force in the forward direction is positive, the force in the reverse direction is negative, and the absolute value of these sums (abs | Fθ + Fd |) acts on the vehicle. Help.

[0068] Then, based on FIG. 12 (c), the the acting force (abs | Fθ + Fd |) is, when smaller than the threshold value alpha _0, the stop maintains the motor because it is possible to maintain the vehicle in a stopped state by the friction The current I _MIN becomes zero. Conversely, when the acting force is greater than the threshold value α ₀ , the vehicle cannot be maintained in a stopped state because it exceeds the friction, so the stop maintaining motor current I _MIN according to the acting force is set.

At this time, when the P range is selected by the shift lever, the vehicle driving force Fd is set to zero,
The acting force is the force Fθ due to the inclination. At this time,
Since the P range is selected and the braking force is acting along with it, if the force Fθ due to the inclination is smaller than the threshold value α _P , the vehicle can be kept stopped by the braking force acting on the vehicle. Because the motor can be stopped, the motor current I _MIN
Becomes zero. Conversely, if the force Fθ due to the inclination is greater than the threshold value α _P , the stop maintaining motor current I _MIN is set to a value corresponding to Fθ.

Accordingly, since the stop maintaining motor current I _MIN is set in consideration of the driving force of the vehicle in the stopped state and the braking force in the P range as described above, the stop maintaining motor current I _MIN is more accurately determined. I _MIN can be set, so that the motor 5 can be driven more accurately. Needless to say, the same operation and effect as those of the first embodiment can be obtained.

In the third embodiment,
The case where the invention is applied to a vehicle having an automatic transmission mechanism has been described, but the invention is not limited to this. Further, by combining the third embodiment with the second embodiment, when the parking brake is operated, as described in the second embodiment, the braking force according to the parking brake operation amount is considered. When the parking maintenance motor current I _MIN is set and the parking brake is not operated, as shown in the third embodiment, the stop maintenance motor current I _MIN is considered in consideration of the driving force corresponding to the position of the shift lever. I _MIN may be set. By doing so, the stop maintaining motor current I _MIN can be set with higher accuracy, so that the motor 5 can be driven more accurately.

In the first to third embodiments, the case where the inclination sensor 13 is used to detect the inclination angle of the vehicle has been described. However, the present invention is not limited to this. Any of a sensor, a gyro level indicator, road surface information in a navigation system, or the like, or a combination thereof may be detected. next,
A fourth embodiment of the present invention will be described.

As shown in FIG. 13, the fourth embodiment differs from the first embodiment shown in FIG. 1 in that the inclination sensor 13 is omitted and, for example, the brake pads 2 _FL to 2 _RR and the power transmission mechanism are provided. The braking force sensors 18 _FL to 18 are provided between the 4 _FL to 4 _RR and configured by a pressure sensor or the like to detect a braking force.
_{An RR} (braking force detection means) is newly provided, and this detection signal is input to the controller 20. Then, the controller 20 detects the braking force detection value F of the braking force sensors 18 _FL to 18 _RR.
The inclination angle is estimated based on r _{FL to} Fr _RR .

FIG. 14 is a flowchart showing an example of the procedure of the correction processing in the fourth embodiment. In the correction processing in the first embodiment shown in FIG. 5, the processing in step S23 is deleted. And step S51
This is the same except that the processes of S52 and S52 are added. The same parts are denoted by the same reference numerals, and detailed description thereof will be omitted.

That is, in the correction process according to the fourth embodiment, as shown in FIG. 14, it is determined whether or not the detected vehicle speed V of the vehicle speed sensor 12 is V = 0 in the process of step S22. If it is not 0, the process moves to step S51. Then, after executing the inclination angle estimation processing, the correction processing ends. On the other hand, when the vehicle speed detection value V is V = 0 in the process of step S22, the process proceeds to step S52, and the estimated tilt angle θ ^* estimated in the tilt angle estimation process of step S51 and stored in a predetermined storage area ^. Read. Then, the flow shifts to step S24, and thereafter, the same processing as in the first embodiment is performed.

In the inclination angle estimating process, as shown in FIG. 15, first, in step S61, the deceleration G is calculated by sampling the vehicle speed detection value V per unit time and differentiating it based on the vehicle speed detection value V. (Deceleration detecting means). Next, the process proceeds to step S62, in which each of the braking force sensors 18 _FL-
18 reads the braking force detection value Fr _FL ~Fr _RR from the _RR,
The process proceeds to step S63 and the braking force detection values Fr _{FL to} F
The sum of r _RR is calculated, and this is set as the braking force F.

Next, the flow shifts to step S64, where the vehicle weight detection value M from the vehicle weight sensor 14 is read, and step S6 is executed.
Then, based on the following formula (3), the inclination angle θ is calculated based on the deceleration G, the braking force F, and the vehicle weight M. Then, the calculated inclination angle θ is stored in a predetermined storage area as an estimated inclination angle θ ^* . F = (M + M · sin θ) × G (3) Then, the inclination angle estimation processing ends.

Therefore, in the fourth embodiment,
In a state where the vehicle is not stopped, the process proceeds from step S22 to step S51, in which the inclination angle estimation processing is executed,
The inclination angle θ ^* is estimated based on the deceleration G, the braking force detection values Fr _{FL to} Fr _RR from the braking force sensors 18 _FL to 18 _RR, and the vehicle weight detection value M. Then, when the vehicle stops from this state, the process proceeds from step S22 to step S52, where the estimated inclination angle θ ^* estimated in the inclination angle estimation process is:
Based on the vehicle weight detection value M and the estimated maintenance motor current I based on the characteristic diagram of FIG.
_MIN is set, and based on this, the motor current If is corrected.

Therefore, also in this case, the same operation and effect as in the first embodiment can be obtained. In particular, when the braking force sensor is provided for a control purpose other than the estimation of the inclination angle, for example, when the detection value of the braking force sensor is fed back in the braking control process, the control is performed. The power sensor can be used, and there is no need to provide a sensor such as an inclination sensor for directly detecting the inclination angle, which is effective.

In the fourth embodiment,
In the first embodiment, the case where the inclination angle is estimated without providing the inclination sensor has been described. However, it is needless to say that the present invention can be applied to the second or third embodiment. Next, a fifth embodiment of the present invention will be described. The fifth embodiment is the same as the first embodiment except that the correction processing is different. In addition, the tilt sensor 13 according to the fifth embodiment
Applies a sensor capable of detecting the horizontal and vertical inclinations.

FIG. 16 is a flowchart showing an example of the procedure of the correction process in the fifth embodiment.
The correction processing in the first embodiment shown in FIG. 5 is the same except that the processing of steps S71 and S72 is performed instead of the processing of step S25. However, a detailed description thereof will be omitted.

That is, in the fifth embodiment, the inclination sensor 13 is used in the processing of steps S23 and S24.
After reading the inclination angle detection value θ from the vehicle and the vehicle weight detection value M from the vehicle weight sensor 14, the process proceeds to step S72 to calculate the maximum inclination angle θ _MAX . This maximum inclination angle θ _MAX is
This represents the direction of inclination with respect to the stopping direction of the vehicle, and is detected based on the detected inclination angle θ and the stopping direction of the vehicle.

Then, the flow shifts to step S72, in the same manner as in the first embodiment, based on the inclination angle detection value θ and the vehicle weight detection value M based on the characteristic diagram shown in FIG. Identify _MIN . Further, based on the detected tilt angle θ and the maximum tilt angle θ _MAX ,
_MIN is corrected to a stop maintaining motor current in consideration of the stopping direction of the vehicle with respect to the inclination direction. Then, step S26
Then, based on the corrected stop maintaining motor current I _MIN , the same processing as in the first embodiment is performed thereafter.

That is, as shown in FIG.
To keep the vehicle stationary in the direction of inclination
The required grip force is Fg, the stopping direction of the vehicle and the maximum inclination
Angle θ _MAXAssuming that the angle difference from the direction is θd,
Required to keep the vehicle stationary in the direction
The braking force is Fg · cos θd. Therefore, Fg
・ Since it is sufficient to generate a braking force of cos θd, the inclination angle
Stop maintaining motor current I obtained from the detected value θ
_MINAccording to the difference θd from the stop direction of the stop maintaining motor.
To compensate for the required minimum stop more accurately.
Stop maintenance motor current I_MINCan be set.
This correction is performed, for example, in the stopping direction of the vehicle and the maximum inclination angle.
θ_MAXAngle difference θd between the motor and the stop maintaining motor current I_MINWhen
A relational expression that expresses the relationship with the correction amount of
What is necessary is just to correct based on a formula.

As described above, based on the angle difference θd between the stopping direction of the vehicle and the maximum inclination angle θ _MAX , the stop maintaining motor current I
By correcting _MIN , it is possible to set the minimum necessary stop maintaining motor current I _MIN .
The same effect as that of the embodiment can be obtained, and the effect that power consumption can be further reduced can be obtained.

In the fifth embodiment,
Based on the angle difference θd between the stopping direction and the inclination direction of the vehicle,
The case where the stop maintaining motor current I _MIN is corrected has been described. For example, as shown in FIG. 18, when the steering is being performed, the traveling directions of the front wheels and the rear wheels are different. The braking force to be generated differs between the front wheel and the rear wheel. Therefore, for example, when the steered wheels are front wheels, the steering angle of the front wheels is detected by a steering angle sensor or the like, and the angle difference between the forward direction and the tilt direction of the front wheels and the angular difference between the forward direction and the tilt directions of the rear wheels. May be calculated, and the stop maintaining motor current I _MIN may be corrected for each of the front wheel and the rear wheel based on the angle difference.

Also, in the fifth embodiment,
Instead of the tilt sensor 13, for example, a longitudinal acceleration sensor,
Gyro horizon, any one of the road surface information in the navigation system or the like may be detected, or the inclination angle θ ^* may be estimated as shown in the fourth embodiment. Is also good.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a first embodiment of the present invention.

FIG. 2 is a flowchart illustrating an example of a processing procedure of a braking control process.

FIG. 3 is a flowchart illustrating an example of a processing procedure of a pedaling force-current value control process of FIG. 2;

FIG. 4 is a characteristic diagram showing a correspondence between a pedaling force and a motor current.

FIG. 5 is a flowchart illustrating an example of a processing procedure of a correction process according to the first embodiment.

FIG. 6 is a characteristic diagram for detecting a stop maintaining motor current according to the first embodiment.

FIG. 7 is a schematic configuration diagram showing a second embodiment.

FIG. 8 is a flowchart illustrating an example of a processing procedure of a correction process according to the second embodiment.

FIG. 9 is a characteristic diagram for detecting a stop maintaining motor current according to the second embodiment.

FIG. 10 is a schematic configuration diagram showing a third embodiment.

FIG. 11 is a flowchart illustrating an example of a processing procedure of a correction process according to the third embodiment.

FIG. 12 is a characteristic diagram for detecting a stop maintaining motor current according to the third embodiment.

FIG. 13 is a schematic configuration diagram showing a fourth embodiment.

FIG. 14 is a flowchart illustrating an example of a processing procedure of a correction process according to the fourth embodiment.

FIG. 15 is a flowchart illustrating an example of a processing procedure of a tilt angle estimation process in the correction process of FIG. 14;

FIG. 16 is a flowchart illustrating an example of a processing procedure of a correction process according to the fifth embodiment.

FIG. 17 is an explanatory diagram for explaining the operation of the fifth embodiment;

FIG. 18 is an explanatory diagram serving to explain another example of the fifth embodiment;

FIG. 19 is an explanatory diagram for explaining a method of setting a motor current to be supplied to a conventional motor.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 _FL- 1 _RR disk rotor 2 _FL- 2 _RR brake pad 3 _FL- 3 _RR wheel cylinder 4 _FL- 4 _RR power transmission mechanism 5 _FL- 5 _RR motor 6 _FL- 6 _RR reducer 11 Foot force sensor 12 Vehicle speed sensor 13 Tilt Sensor 14 Vehicle weight sensor 15 Parking brake sensor 16 AT position detection sensor 17 Engine speed sensor 18 _FL- 18 _RR braking force sensor 20 Controller

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3D046 BB02 CC06 EE01 GG11 HH29 HH49 3D048 BB57 CC49 HH51 QQ11 RR04 RR16 3D049 CC07 HH39 QQ01 RR01 RR03 RR07

Claims (9)

[Claims] 1. A braking force generating means for generating a braking force by pressing a disk rotor with a brake pad, and a pressing force variable means for changing a pressing force of the brake pad according to an output of the motor. A brake pedal depression amount detecting means for detecting a depression amount of a brake pedal; and the motor so that the braking force generation means generates a braking force corresponding to the brake pedal depression amount detected by the brake pedal depression amount detection means. And a braking force control means for controlling the driving of the vehicle. When the vehicle is in a stopped state, the required braking force according to the amount of depression of the brake pedal is controlled to maintain a stop required for maintaining the stopped state. When it is larger than the power, the stop maintaining braking force is generated by the braking force generating means instead of the required braking force. Electric brake system. 2. A braking force generating means for generating a braking force by pressing a disk rotor with a brake pad, and a pressing force varying means for changing a pressing force of the brake pad according to an output of the motor. A brake pedal depression amount detecting means for detecting a depression amount of a brake pedal; and the motor so that the braking force generation means generates a braking force corresponding to the brake pedal depression amount detected by the brake pedal depression amount detection means. And a braking force control means for controlling the driving of the vehicle, a stop state detecting means for detecting whether or not the vehicle is in a stopped state, and a stop for detecting a stop maintaining braking force necessary for maintaining the stopped state. Maintenance braking force detection means, and detecting that the vehicle is in a stopped state by the stopped state detection means,
When the required braking force according to the brake pedal depression amount is larger than the stop maintaining braking force detected by the stop maintaining braking force detecting means, the target braking force generated by the braking force generating means is replaced with the required braking force. And a correcting means for correcting the braking force to the stop maintaining braking force. 3. The stopping / maintaining braking force detecting means includes a vehicle inclination state detecting means for detecting an inclination of the vehicle, and a vehicle weight detecting means for detecting a weight of the vehicle, and the vehicle inclination detecting means detects the vehicle inclination state. The stop maintaining control is performed on the basis of the detected lean state and the vehicle weight detected by the vehicle weight detecting means, and correspondence information indicating the correspondence between the preset lean state and the vehicle weight and the stop maintaining braking force. The electric brake device according to claim 2, wherein power is detected. 4. The stop maintaining braking force detecting means includes a vehicle tilt state detecting means for detecting a tilt of the vehicle, a vehicle weight detecting means for detecting a weight of the vehicle, and a parking brake operation for detecting an operating state of a parking brake. State detection means;
An inclination state detected by the vehicle inclination state detection means, a vehicle weight detected by the vehicle weight detection means and an operation state of the parking brake detected by the parking brake operation state detection means, and the vehicle inclination state set in advance. The stop maintaining braking force is detected based on correspondence information indicating correspondence between the vehicle weight and the parking brake operating state and the stop maintaining braking force. 2. The electric brake device according to 2. 5. The stop maintaining braking force detecting means includes a vehicle inclination state detecting means for detecting a vehicle inclination, a vehicle weight detecting means for detecting a vehicle weight, and a driving state for detecting a driving force generation state of the vehicle. A vehicle inclination detected by the vehicle inclination state detector, a vehicle weight detected by the vehicle weight detector and a driving force generation state detected by the drive state detector, and the vehicle inclination set in advance. The stop maintaining braking force is detected based on state, the vehicle weight, the driving force generation state, and correspondence information indicating the correspondence between the stop maintaining braking force and the vehicle. Item 3. The electric brake device according to Item 2. 6. The stop maintaining braking force detecting means includes a vehicle tilt state detecting means for detecting a vehicle inclination, a vehicle weight detecting means for detecting a vehicle weight, and a parking brake operation for detecting an operating state of a parking pedal. State detecting means, and driving state detecting means for detecting a driving force generating state of the vehicle, a tilt state detected by the vehicle tilt state detecting means, a vehicle weight detected by the vehicle weight detecting means, the driving state detection The driving force generation state detected by the means, the parking brake operation state detected by the parking brake operation state detection means, the vehicle tilt state, the vehicle weight, the driving force generation state, the parking brake operation state, and the stop set in advance. The stop maintenance braking force is detected based on correspondence information indicating the correspondence with the maintenance braking force. 2 electric braking apparatus according. 7. The vehicle inclination state detecting means according to claim 2, wherein one of a longitudinal acceleration sensor, a gyro horizon, and road surface information of a navigation system is used, or a combination thereof is used. Electric brake device. 8. A vehicle comprising: a braking force detecting means for detecting a braking force; and a deceleration detecting means for detecting a deceleration of the vehicle. The vehicle inclination state detecting means includes a vehicle weight detected by the vehicle weight detecting means. 7. The vehicle according to claim 2, wherein the inclination of the vehicle is estimated based on the braking force detected by the braking force detecting means and the deceleration detected by the deceleration detecting means. The electric brake device according to any one of the above. 9. The electric brake device according to claim 1, wherein the stop maintaining braking force is set based on a leaning direction of the vehicle and a traveling direction of the wheels.