JP2004050905A - Braking device - Google Patents

Braking device Download PDF

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Publication number
JP2004050905A
JP2004050905A JP2002208722A JP2002208722A JP2004050905A JP 2004050905 A JP2004050905 A JP 2004050905A JP 2002208722 A JP2002208722 A JP 2002208722A JP 2002208722 A JP2002208722 A JP 2002208722A JP 2004050905 A JP2004050905 A JP 2004050905A
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JP
Japan
Prior art keywords
brake pedal
braking
vibration
braking force
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2002208722A
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Japanese (ja)
Inventor
Masahiro Kubota
Tadatsugu Tamamasa
久保田 正博
玉正 忠嗣
Original Assignee
Nissan Motor Co Ltd
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd, 日産自動車株式会社 filed Critical Nissan Motor Co Ltd
Priority to JP2002208722A priority Critical patent/JP2004050905A/en
Publication of JP2004050905A publication Critical patent/JP2004050905A/en
Pending legal-status Critical Current

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Abstract

<P>PROBLEM TO BE SOLVED: To secure a necessary degree of deceleration when vibrating a brake pedal. <P>SOLUTION: The necessary deceleration degree is secured by causing a braking force not to be reduced even though the manipulated variable of the brake pedal by a driver is reduced as a result of vibrating the brake pedal, for example by enlarging the gain of target brake force relative to the manipulated variable of the brake pedal, when vibrating the brake pedal. Further, because the higher the vibration frequency of the brake pedal, or the larger the vibration amplitude of the brake pedal, the larger becomes the reduction quantity of the brake pedal operation, the higher the vibration frequency of the brake pedal, or the larger the vibration amplitude of the brake pedal, the gain of target brake force relative to the manipulated variable of the brake pedal is enlarged. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a braking device that vibrates a brake pedal.
[0002]
[Prior art]
As such a braking device, there is one described in, for example, JP-A-8-72692. In this braking device, an actuator is disposed at an end of a brake pedal, and when an abnormality occurs, the brake pedal is vibrated and transmitted to a driver.
[0003]
[Problems to be solved by the invention]
However, when the brake pedal vibrates, the driver reflexively loosens the depression of the brake pedal, so that there is a problem that a necessary deceleration cannot be obtained. The present invention has been developed to solve these problems, and provides a braking device capable of obtaining a necessary deceleration by suppressing and preventing a decrease in a braking force when a brake pedal is vibrated. It is intended for that purpose.
[0004]
[Means for Solving the Problems]
In order to achieve the above object, the braking device of the present invention, when vibrating the brake pedal, suppresses a decrease in the braking force by means capable of controlling the braking force separately from the depression of the brake pedal. It is a feature.
[0005]
【The invention's effect】
Thus, according to the braking device of the present invention, when the brake pedal is vibrating based on the detection result of the vehicle state, the braking force is reduced by means capable of controlling the braking means independently of the depression of the brake pedal. , The required deceleration can be obtained.
[0006]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, a first embodiment of a braking device of the present invention will be described with reference to the drawings.
FIG. 1 is a system configuration diagram showing an embodiment of the present invention applied to a so-called electric disc brake. In the drawing, reference numeral 1 denotes an electric brake disposed on each wheel, and 2 denotes a brake pedal. As is well known, in the case of an electric brake, it is not necessary to connect the brake pedal directly with a pipe or the like. Conversely, the electric brake must be controlled by a separate control device according to the operation amount of the brake pedal, that is, the braking operation amount, which means that the braking force can be controlled separately from the depression of the brake pedal. I have.
[0007]
This braking force control device includes a control unit 3 having an arithmetic processing device such as a microcomputer, and an electric brake driver 4 for converting a control signal from the control unit 3 into an electric brake drive signal. Further, there is provided a reaction force applying device 5 for applying an appropriate reaction force to the brake pedal 2 or vibrating the brake pedal 2 according to the situation or state of the vehicle. 5 is also controlled by the control unit 3. Reference numeral 6 in the figure is a reaction force applying device driver that converts a control signal from the control unit 3 into a reaction force applying device drive signal, and reference numeral 7 is a battery.
[0008]
The vehicle is provided with various sensors in order to control the electric brake 1 and the reaction force applying device 5 by the control unit 3. The vehicle includes a wheel speed sensor 8 for detecting a rotational speed of each wheel, a longitudinal acceleration sensor 9 for detecting a longitudinal acceleration generated in the vehicle, a laser radar device 10 for detecting a distance to a preceding vehicle and a relative speed, a brake pedal. Brake pedal sensor 11 for detecting the amount of stepping on the vehicle, that is, the amount of braking operation, rotation angle sensor 12 for detecting the rotation angle of a motor provided in electric brake 1, axial force sensor 13 for detecting the braking force of electric brake 1, etc. The detection signal is output to the control unit 3.
[0009]
The electric brake 1 is configured as shown in FIG. In the figure, reference numeral 21 denotes a pad, 22 denotes a rotor, and the rotor 22 rotates together with wheels (not shown). On the other hand, the two pads 21 are arranged in the caliper 31 supported on the vehicle body (not shown) so as to face the front and back surfaces of the rotor 22. Of the two pads 21, the right pad 21 in the figure is fixed in the caliper 31, and a piston 32 is connected to the left pad 21 in the figure. A ball female screw is formed in the inner hole of the piston 32, and a ball male screw 34 attached to a rotation shaft of a motor 33 is screwed to the female screw via a ball. Therefore, when the motor 3 is rotated forward and backward, the piston 32 is reciprocated in the axial direction by the thrust of the screw, so that the pad 21 on the left side in the drawing approaches or moves away from the surface of the rotor 22. . Further, the caliper 31 is supported on the vehicle body side so as to be movable in the left-right direction on the paper surface of FIG. For this reason, when the pad 21 on the left in the figure comes into contact with the rotor 22 and is pressed, the caliper 31 moves to the left in the figure, and the pad 21 on the right in the figure comes into contact with the rotor 22 and is pressed. Conversely, when the pressing force of the left pad 21 in the drawing is released, the pressing force of the right pad 21 in the drawing is also released, and when the left pad 21 is separated from the rotor 22, the right pad 21 in the drawing is released. Are also separated from the rotor 22.
[0010]
The rotation direction, speed and driving force of the motor 23 are controlled by a drive control signal from the control unit 3. Generally, the rotation direction, speed, and driving force of the motor 23 can be controlled by the current value of the drive control signal. In the present embodiment, the driving force of the motor 23, that is, the braking force is detected by the axial force sensor 13 and is fed back to the control unit 3 side. The rotation angle sensor 12 is for detecting the displacement of the piston 32 from the amount of rotation of the motor 23, and the control unit 3 receives the output signal from the rotation angle sensor 12 as the displacement of the motor 23. I do.
[0011]
In this electric braking device, as described above, the brake pedal 2 and the piston 32 are not connected by a well-known fluid pressure pipe. In this embodiment, the brake pedal 2 is merely an input source for detecting the depression of the pedal by the driver and the operation amount, that is, the depression amount. FIG. 3 shows the configuration near the brake pedal 2 in this embodiment. The brake pedal 2 itself is rotatably mounted in the vicinity of a dash, similarly to a conventional brake pedal, and the brake pedal sensor 11 is provided around an axis serving as a rotation center thereof. Further, the reaction force applying device 5 is configured by a linear motion actuator or the like, and is arranged on the stepping side of the brake pedal 2.
[0012]
Next, various arithmetic processes performed by the microcomputer in the control unit 3 will be described. First, FIG. 4 shows a general flow that governs the entire brake control. This calculation process is executed as a timer interrupt process every predetermined sampling time ΔT (for example, 10 msec.). It should be noted that in this flowchart, no particular step for communication is provided, but information obtained by calculation is stored as needed, and the stored information is read as needed.
[0013]
In this calculation process, the operation amount of the brake pedal, that is, the depression amount is read from the detection signal from the brake pedal sensor 11 in step S1.
Next, the process proceeds to step S2, where the braking force detected by the axial force sensor 13 is read.
Next, proceeding to step S3, it is determined whether or not there is a brake pedal operation based on the detection signal from the brake pedal sensor 11 read in step S1. Transition, otherwise return to main program.
[0014]
In step S4, a vibration flag FLG set in the calculation processing of FIG. 9 described later is read.
Next, the process proceeds to step S5, in which the reaction force control is performed in accordance with the calculation process of FIG. 5 described later.
Next, the process proceeds to step S6, where the braking force control is performed in accordance with the calculation process of FIG. 7 described later, and then the process returns to the main program.
[0015]
Next, the calculation process of FIG. 5 performed in step S5 of the calculation process of FIG. 4 will be described. In this calculation processing, first, in step S51, the vibration flag FLG is read.
Next, the process proceeds to step S52 to determine whether or not the vibration flag FLG read in step S51 is in a reset state of “0”. If the vibration flag FLG is in a reset state, the process proceeds to step S53. The process proceeds to step S54 otherwise.
[0016]
In step S53, for example, a target reaction force is set from a control map of the brake pedal operation amount and the target reaction force shown in FIG. 6, and a reaction force command value corresponding to the target reaction force is calculated. I do. In the control map of FIG. 6, the target reaction force is set to increase linearly with respect to the brake pedal operation amount.
On the other hand, in the step S54, a reaction force sufficient to vibrate the brake pedal is calculated as a vibration command value, and then the process proceeds to step S56.
[0017]
In step S56, a true brake pedal operation amount by the driver is calculated by subtracting the amount of vibration of the brake pedal achieved by the brake pedal vibration reaction force calculated in step S54 from the brake pedal operation amount. The process moves to S57.
In step S57, a reference reaction force is calculated from the amount of brake pedal operation by the driver calculated in step S56 in the same manner as in step S53, and the reference reaction force is calculated in step S54. After adding the vibration reaction force to calculate the vibration reaction force command value, the process proceeds to step S55.
[0018]
In step S55, a control signal for driving the actuator toward the reaction force applying device 5 is output, and then the process proceeds to step S6 of the calculation processing in FIG.
Next, the calculation process of FIG. 7 performed in step S6 of the calculation process of FIG. 4 will be described. In this calculation processing, first, in step S61, the vibration flag FLG is read.
[0019]
Next, the process proceeds to step S62 to determine whether or not the vibration flag FLG read in step S61 is in a reset state of “0”. If the vibration flag FLG is in a reset state, the process proceeds to step S63. The process proceeds to step S64 if not.
In the step S63, for example, a target braking force is set from a control map of the brake pedal operation amount and the target braking force indicated by a solid line in FIG. 8, and a braking force command value corresponding to the target braking force is calculated. Move to In the control map of FIG. 8, the target braking force is set to increase linearly with the gain K with respect to the brake pedal operation amount.
[0020]
On the other hand, in step S64, the operation amount of the brake pedal by the driver calculated in step S56 of the calculation processing in FIG. 5 is read, and then the process proceeds to step S66.
In the step S66, for example, a target braking force is set from a control map of the brake pedal operation amount and the target braking force indicated by a two-dot chain line in FIG. 8, and a braking force command value corresponding to the target braking force is calculated. The process moves to step S65. In the control map of FIG. 8, the gain K is set to be larger than the target braking force when the vibration flag FLG is in the reset state, and a larger target braking force is set.
[0021]
In step S65, a control signal for driving the actuator toward the electric brake 1 is output, and the process returns to the main program.
Next, a description will be given of a calculation process for vibration determination in FIG. 9 which is performed separately from the calculation process in FIG. This calculation process is also executed as a timer interrupt process every predetermined sampling time ΔT (for example, 10 msec.). It should be noted that in this flowchart, no particular step for communication is provided, but information obtained by calculation is stored as needed, and the stored information is read as needed.
[0022]
In this calculation process, first, in step S21, the inter-vehicle distance L between the preceding vehicle and the host vehicle detected by the laser radar device 10 is read.
Next, the process proceeds to step S22, in which the relative speed V between the preceding vehicle and the host vehicle detected by the laser radar device 10 is read.
Next, the process proceeds to step S23, where the inter-vehicle distance L read in step S21 is divided by the relative speed V read in step S22, and the inter-vehicle time T 1 Is calculated.
[0023]
Next, the process proceeds to step S24, where the deceleration G of the vehicle is read from the longitudinal acceleration detected by the longitudinal acceleration sensor 9.
Next, the process proceeds to step S25, in which the relative speed V read in step S22 is divided by the deceleration G read in step S24, and the deceleration time T 2 Is calculated.
Next, the process proceeds to step S26, where the headway time T calculated in step S23 is calculated. 1 From the deceleration time T calculated in step S25 2 It is determined whether or not the value obtained by subtracting (the spare time) is equal to or greater than a predetermined value α. If the value is equal to or greater than the predetermined value α, the process proceeds to step S27; otherwise, the process proceeds to step S28. .
[0024]
In step S27, the vibration flag FLG is reset to "0", and then the process returns to the main program.
In step S28, the vibration flag FLG is set to "1", and the process returns to the main program.
Next, the operation of each arithmetic processing will be described. First, in the calculation processing of FIG. 9, when the current deceleration is a sufficient deceleration, the vibration flag FLG is kept reset in consideration of the inter-vehicle distance and the relative speed between the preceding vehicle and the own vehicle. When the deceleration is not sufficient, the vibration flag FLG is set.
[0025]
FIG. 10 and FIG. 11 show time-dependent changes in the reaction force control and the braking force control by the arithmetic processing, respectively. 01 Starts braking at time t 02 To keep the brake pedal depressed constant at time t 03 The vibration flag FLG is set at time t. 04 To start depressing the brake pedal at time t 05 Resets the vibration flag FLG at time t 06 This is a simulation when the braking is ended with. Note that the brake pedal reference reaction force in the timing chart is a reaction force command value before the vibration command value of the brake pedal reaction force is added in the calculation processing of FIG. 5, and therefore, the vibration flag FLG is reset. When it is performed, it is equivalent to the brake pedal target reaction force.
[0026]
In this simulation, at the time t when the vibration flag FLG is in the reset state, 01 To time t 02 With the linear increase of the brake pedal operation amount up to, the brake pedal reference reaction force, the brake pedal target reaction force, and the braking force command value also linearly increase. Time t 02 After that, since the brake pedal operation amount is kept constant, the brake pedal reference reaction force, the brake pedal target reaction force, and the braking force command value are also kept constant.
[0027]
In contrast, at time t 03 When the vibration flag FLG is set, the brake pedal vibration command value is added to the brake pedal reference reaction force to set the brake pedal target reaction force, and thereafter the brake pedal vibrates. Then, the substantial operation amount of the brake pedal by the driver decreases as shown by a broken line in FIG. 10 or FIG. For example, as shown in FIG. 12, when the operation amount of the brake pedal (the brake pedal stroke in the figure) is kept constant and the reaction force is increased or decreased and the brake pedal vibrates, the driver is unconscious. This is due to the phenomenon that the depression of the brake pedal is loosened beforehand, and as a result, the operation amount is reduced.
[0028]
When the relationship between the braking force command value and the brake pedal operation amount is maintained as it is when the brake pedal operation amount decreases, the braking force command value decreases as indicated by the broken line in FIG. I will. However, in the present embodiment, when the vibration flag FLG is set as described above, the gain K of the braking force command value with respect to the brake pedal operation amount is set to be large. As shown by the solid line in FIG. 4, the value does not decrease with the operation amount of the brake pedal, but is maintained at a substantially constant value, so that the required deceleration is maintained.
[0029]
After that, the vibration flag FLG was kept set, and as a result, the brake pedal continued to vibrate, so that the brake pedal operation amount remained reduced. However, as a result of obtaining sufficient braking force, that is, deceleration, t 04 Starts to depress the brake pedal from time t 05 Resets the vibration flag FLG, and thereafter outputs a normal braking force command value.
[0030]
As described above, in the present embodiment, when the brake pedal is vibrated, the decrease in the braking force is suppressed by, for example, increasing the gain of the braking force command value with respect to the brake pedal operation amount. Speed is achieved.
As described above, the reaction force applying device 5, the reaction force applying device driver 6, the control unit 3, the step S5 of the arithmetic processing of FIG. 4 and the entire arithmetic processing of FIG. 5 constitute the brake pedal vibration means of the present invention, Similarly, the electric brake 1, electric brake driver 4, control unit 3, step S6 of the arithmetic processing of FIG. 4, and the entire arithmetic processing of FIG. 7 constitute a braking force control means.
[0031]
Next, a second embodiment of the braking device of the present invention will be described. The schematic configuration of the braking device in this embodiment is the same as that in FIGS. 1 to 3 of the first embodiment. The arithmetic processing performed in this embodiment is substantially the same as that of the first embodiment, except that the minor program executed in step S5 of the arithmetic processing of FIG. 4 is the same as that of FIG. 5 of the first embodiment. From FIG. 13 to FIG. In addition, when searching the control map of FIG. 8 in step S66 of the calculation processing of FIG. 7 of the first embodiment, a gain K is set from the control map of FIG. The braking force command value is calculated and set.
[0032]
In the calculation processing of FIG. 13, first, in step S151, the vibration flag FLG is read.
Next, the process proceeds to step S152, where it is determined whether or not the vibration flag FLG read in step S151 is in a reset state of “0”. If the vibration flag FLG is in a reset state, the process proceeds to step S153. The process proceeds to step S154 otherwise.
[0033]
In the step S153, similarly to the first embodiment, a target reaction force is set from, for example, a control map of the brake pedal operation amount and the target reaction force shown in FIG. 6, and a reaction force command value corresponding to the target reaction force is set. Then, the process proceeds to step S155.
On the other hand, in step S154, the spare time calculated in step S26 of the calculation processing in FIG. 1 From deceleration time T 2 After reading the value obtained by subtracting, the process proceeds to step S156.
[0034]
In the step S156, for example, a brake pedal vibration frequency corresponding to the margin time read in the step S154 is set from the control map of FIG. 14, and the reaction force sufficient to vibrate the brake pedal at the brake pedal vibration frequency is determined by the vibration component. After calculating as the command value, the process proceeds to step S157. In the control map of FIG. 14, the brake pedal vibration frequency is set to increase as the margin time becomes shorter.
[0035]
In step S157, the actual brake pedal operation amount by the driver is calculated by subtracting the amount of vibration of the brake pedal achieved by the brake pedal vibration reaction force calculated in step S156 from the brake pedal operation amount. The process moves to S158.
In step S158, a reference reaction force is calculated from the brake pedal operation amount by the driver calculated in step S157 in the same manner as in step S153, and the reference reaction force is calculated in step S156. After adding the vibration reaction force to calculate the vibration reaction force command value, the process proceeds to step S155.
[0036]
In step S155, a control signal for driving the actuator toward the reaction force applying device 5 is output, and then the process proceeds to step S6 of the calculation processing in FIG.
Next, the control map of FIG. 15 searched for when calculating and setting the braking force command value in step S66 of the calculation processing of FIG. 7 performed for the braking force control will be described. This control map shows the relationship between the brake pedal vibration frequency and the gain K set in step S156 of the calculation processing in FIG. 13, and the gain K is set to be linearly larger as the brake pedal vibration frequency is higher. Is set to
[0037]
Therefore, according to this embodiment, the vibration frequency of the brake pedal increases as the margin time decreases. As shown in FIG. 16, as the vibration frequency of the brake pedal increases, the degree of recognition by the driver increases. That is, if the brake pedal is rapidly vibrated, the driver will surely notice that much. However, as shown in FIG. 17, as the vibration frequency of the brake pedal increases, the amount of decrease in the brake pedal operation amount also increases. Therefore, in the present embodiment, according to the control map shown in FIG. 15, when the vibration frequency of the brake pedal is large, the gain of the braking command value with respect to the operation amount of the brake pedal is increased. Even when the amount of decrease is large, it is possible to maintain a large braking force and obtain sufficient deceleration. Thus, even when the pedal vibration frequency is different, it is possible to suppress a change in the vehicle deceleration that is contrary to the driver's intention.
[0038]
Further, in the present embodiment, the vibration frequency of the brake pedal is changed according to the margin time, that is, the inter-vehicle distance to the preceding vehicle, the inter-vehicle time, and the acceleration / deceleration of the host vehicle. In such a case, by setting the high frequency that the driver can easily recognize, the fact can be efficiently transmitted to the driver. The relationship between the brake pedal vibration frequency and the gain in FIG. 15 may be increased non-linearly in addition to linear.
[0039]
As described above, the reaction force applying device 5, the reaction force applying device driver 6, the control unit 3, the step S5 of the arithmetic processing of FIG. 4, and the entire arithmetic processing of FIG. 13 constitute the brake pedal vibration means of the present invention, Similarly, the electric brake 1, electric brake driver 4, control unit 3, step S6 of the arithmetic processing of FIG. 4, and the entire arithmetic processing of FIG. 7 constitute a braking force control means.
[0040]
Next, a third embodiment of the braking device of the present invention will be described. The schematic configuration of the braking device in this embodiment is the same as that in FIGS. 1 to 3 of the first embodiment. The arithmetic processing performed in this embodiment is substantially the same as that of the first embodiment, except that the minor program executed in step S5 of the arithmetic processing of FIG. 4 is the same as that of FIG. 5 of the first embodiment. From FIG. 18 to FIG. In addition, when searching the control map of FIG. 8 in step S66 of the calculation processing of FIG. 7 of the first embodiment, a gain K is set from the control map of FIG. The braking force command value is calculated and set.
[0041]
In the calculation processing of FIG. 18, first, in step S251, the vibration flag FLG is read.
Next, the process proceeds to step S252 to determine whether or not the vibration flag FLG read in step S251 is in a reset state of “0”. If the vibration flag FLG is in a reset state, the process proceeds to step S253. The process proceeds to step S254 otherwise.
[0042]
In the step S253, similarly to the first embodiment, a target reaction force is set from a control map of the brake pedal operation amount and the target reaction force shown in FIG. 6, for example, and a reaction force command value corresponding to the target reaction force is set. Then, the process proceeds to step S255.
On the other hand, in step S254, the spare time calculated in step S26 of the calculation processing in FIG. 1 From deceleration time T 2 After reading the value obtained by subtracting, the process proceeds to step S256.
[0043]
In step S256, for example, a brake pedal vibration amplitude corresponding to the allowance time read in step S254 is set from the control map of FIG. 19, and a reaction force sufficient to vibrate the brake pedal is set at the brake pedal vibration amplitude. After calculating as the command value, the process proceeds to step S257. In the control map of FIG. 19, the brake pedal vibration amplitude is set to increase as the margin time becomes shorter.
[0044]
In step S257, the amount of brake pedal vibration achieved by the brake pedal vibration reaction force calculated in step S256 is subtracted from the brake pedal operation amount to calculate the true brake pedal operation amount by the driver. The process moves to S258.
In step S258, a reference reaction force is calculated from the brake pedal operation amount by the driver calculated in step S257 in the same manner as in step S253, and the reference reaction force is calculated in step S256. After adding the vibration reaction force to calculate the vibration reaction force command value, the flow shifts to step S255.
[0045]
In the step S255, a control signal for driving the actuator toward the reaction force applying device 5 is output, and then the process proceeds to the step S6 of the arithmetic processing in FIG.
Next, a description will be given of the control map of FIG. 20 which is searched when the braking force command value is calculated and set in step S66 of the calculation processing of FIG. 7 performed for the braking force control. This control map shows the relationship between the brake pedal vibration amplitude and the gain K set in step S256 of the calculation processing in FIG. 18, and the gain K is set to be linearly larger as the brake pedal vibration amplitude is larger. Is set to
[0046]
Therefore, according to this embodiment, the vibration amplitude of the brake pedal increases as the margin time decreases. As shown in FIG. 21, the greater the vibration amplitude of the brake pedal, the greater the degree of recognition by the driver. In other words, if the brake pedal is vibrated greatly, the driver will surely notice that much. However, as shown in FIG. 22, as the vibration amplitude of the brake pedal increases, the amount of decrease in the brake pedal operation amount also increases. Therefore, in the present embodiment, according to the control map shown in FIG. 20, when the vibration amplitude of the brake pedal is large, the gain of the braking command value with respect to the brake pedal operation amount is increased, and the vibration amplitude of the brake pedal is large and the brake pedal operation amount is increased. Even when the amount of decrease is large, it is possible to maintain a large braking force and obtain sufficient deceleration. As a result, even when the pedal vibration amplitude is different, a change in the vehicle deceleration against the driver's intention can be suppressed.
[0047]
Further, in the present embodiment, the vibration amplitude of the brake pedal is changed according to the margin time, that is, the inter-vehicle distance to the preceding vehicle, the inter-vehicle time, and the acceleration / deceleration of the host vehicle. In such a case, by setting the large amplitude that the driver can easily recognize, the fact can be efficiently transmitted to the driver. The relationship between the brake pedal vibration amplitude and the gain in FIG. 20 may be increased non-linearly in addition to linear.
[0048]
As described above, the electric brake 1 constitutes the braking means of the present invention, and similarly, the reaction force applying device 5, the reaction force applying device driver 6, the control unit 3, and the steps S5 and S5 of the arithmetic processing in FIG. 18 constitutes the brake pedal vibration means. Similarly, the electric brake 1, electric brake driver 4, control unit 3, step S6 of the arithmetic processing of FIG. 4, and the overall arithmetic processing of FIG. The braking force control means is constituted, and the laser radar device 10 and steps S21 to S24 of the arithmetic processing in FIG. 9 constitute a vehicle state detecting means.
[0049]
In the above-described embodiment, only the case where the brake device itself is a disc brake has been described. However, the brake device itself is not limited to this, and can be similarly applied to any type of brake device.
In addition, various arithmetic processing units can be used as the control unit instead of the microcomputer.
[0050]
In the above-described first to third embodiments, the configuration has been described in which, when the inter-vehicle distance with the preceding vehicle is too short, the fact is communicated to the driver by the vibration of the brake pedal. The present invention is also applicable to a configuration in which information is transmitted by vibration of a brake pedal. Also, by changing at least one of the vibration frequency and the vibration amplitude of the brake pedal according to the vehicle state information to be transmitted to the driver, a plurality of pieces of information on the vehicle state can be individually transmitted to the driver by the brake pedal vibration. And the amount of information that can be transmitted to the driver can be increased. In this case, priorities are given to the information to be transmitted to the driver in advance, and when it is necessary to transmit a plurality of pieces of information to the driver at the same time by the vibration of the brake pedal, only the information having the higher priority is transmitted by the vibration of the brake pedal. By transmitting the information to the driver, information that is easy for the driver to understand can be transmitted.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing an example of a braking device of the present invention.
FIG. 2 is a configuration diagram of the electric brake shown in FIG. 1;
FIG. 3 is a configuration diagram near a brake pedal.
FIG. 4 is a flowchart illustrating an example of a calculation process performed in the control unit of FIG. 1;
FIG. 5 is a flowchart illustrating a first embodiment of a minor program performed in the calculation processing of FIG. 4;
FIG. 6 is a control map used in the calculation processing of FIG. 5;
FIG. 7 is a flowchart of a minor program executed in the calculation processing of FIG. 4;
FIG. 8 is a control map used in the calculation processing of FIG. 7;
FIG. 9 is a flowchart illustrating an example of a calculation process performed in the control unit of FIG. 1;
FIG. 10 is a timing chart of a brake pedal reaction force.
FIG. 11 is a timing chart of a braking force.
FIG. 12 is an explanatory diagram of a vibration and an operation amount of a brake pedal.
FIG. 13 is a flowchart showing a second embodiment of the minor program executed in the calculation processing of FIG. 4;
FIG. 14 is a control map used in the calculation processing of FIG.
FIG. 15 is a control map used in the arithmetic processing of FIG. 7 together with the arithmetic processing of FIG. 13;
FIG. 16 is an explanatory diagram showing a relationship between a brake pedal vibration frequency and a degree of recognition.
FIG. 17 is an explanatory diagram showing a relationship between a brake pedal vibration frequency and an operation reduction amount.
FIG. 18 is a flowchart illustrating a third embodiment of the minor program performed in the calculation processing of FIG. 4;
FIG. 19 is a control map used in the calculation processing of FIG. 18;
20 is a control map used in the arithmetic processing of FIG. 7 together with the arithmetic processing of FIG. 18;
FIG. 21 is an explanatory diagram showing a relationship between a brake pedal vibration amplitude and a degree of recognition.
FIG. 22 is an explanatory diagram illustrating a relationship between a brake pedal vibration amplitude and an operation reduction amount.
[Explanation of symbols]
1 is electric brake
2 is a brake pedal
3 is a control unit
5 is a reaction force applying device
8 is a wheel speed sensor
9 is a longitudinal acceleration sensor
10 is a laser radar device
11 is a brake pedal sensor
12 is a rotation angle sensor
13 is an axial force sensor

Claims (5)

  1. Braking means for generating a braking force on the vehicle, braking force control means capable of controlling the braking means separately from the braking operation of the brake pedal by the driver of the vehicle, vehicle state detecting means for detecting the state of the vehicle, Brake pedal vibrating means for vibrating a brake pedal based on the detection result of the vehicle state detecting means, wherein the braking force control means is configured to control the braking means when the brake pedal vibrating means vibrates the brake pedal. A braking device characterized in that a reduction in braking force is suppressed.
  2. The braking force control unit sets a braking force by multiplying a driver's operation amount of a brake pedal by a predetermined gain, and controls a brake pedal operation amount when the brake pedal vibration unit vibrates the brake pedal. The braking device according to claim 1, wherein a gain of the braking force is increased.
  3. The brake pedal vibration means can change the vibration frequency of the brake pedal, and the braking force control means increases the gain of the braking force with respect to the operation amount of the brake pedal according to the vibration frequency of the brake pedal by the brake pedal vibration means. The braking device according to claim 2, wherein the braking is performed.
  4. The brake pedal vibration means can change the vibration amplitude of the brake pedal, and the braking force control means increases the gain of the braking force with respect to the operation amount of the brake pedal according to the vibration amplitude of the brake pedal by the brake pedal vibration means. The braking device according to claim 2, wherein the braking is performed.
  5. The vehicle state detecting means detects at least one of an inter-vehicle distance and an inter-vehicle time with a preceding vehicle, and the acceleration / deceleration of the host vehicle. The braking device according to any one of claims 1 to 4, wherein the vibration state is changed.
JP2002208722A 2002-07-17 2002-07-17 Braking device Pending JP2004050905A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2002208722A JP2004050905A (en) 2002-07-17 2002-07-17 Braking device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2002208722A JP2004050905A (en) 2002-07-17 2002-07-17 Braking device

Publications (1)

Publication Number Publication Date
JP2004050905A true JP2004050905A (en) 2004-02-19

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006290289A (en) * 2005-04-14 2006-10-26 Denso Corp Pedal operation warning device, and vehicular braking assist device
JP2011122649A (en) * 2009-12-10 2011-06-23 Akebono Brake Ind Co Ltd Electric brake device
JP2012040964A (en) * 2010-08-20 2012-03-01 Toyota Motor Corp Vehicle brake control device
JP2015063152A (en) * 2013-09-24 2015-04-09 三菱自動車工業株式会社 Electric brake device
KR101734041B1 (en) * 2015-11-09 2017-05-24 주식회사 만도 Pressure control apparatus and pressure control method thereof

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006290289A (en) * 2005-04-14 2006-10-26 Denso Corp Pedal operation warning device, and vehicular braking assist device
JP4591171B2 (en) * 2005-04-14 2010-12-01 株式会社デンソー Braking assist device for vehicle
JP2011122649A (en) * 2009-12-10 2011-06-23 Akebono Brake Ind Co Ltd Electric brake device
US8714316B2 (en) 2009-12-10 2014-05-06 Akebono Brake Industry Co., Ltd. Electric brake device
JP2012040964A (en) * 2010-08-20 2012-03-01 Toyota Motor Corp Vehicle brake control device
JP2015063152A (en) * 2013-09-24 2015-04-09 三菱自動車工業株式会社 Electric brake device
KR101734041B1 (en) * 2015-11-09 2017-05-24 주식회사 만도 Pressure control apparatus and pressure control method thereof
US10363916B2 (en) 2015-11-09 2019-07-30 Mando Corporation Pressure control apparatus and pressure control method thereof

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