JP2007237847A - Wear correcting device of brake device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wear correcting device of a brake device for vehicle allowing even a low durability actuator to be used and reducing in a correction manner the surface run-out, eccentric wear, wall thickness difference, etc. of the friction contacting surface of a wheel side rotary member with the actuation of the actuator. <P>SOLUTION: If a friction member position control device 13 starts controlling on the basis of a sensing signal given by an accelerator stroke sensor 14 when acceleration is ended at the time of a vehicle being out of braking, a braking action starting oil pressure is supplied into a cylinder chamber 3D owing to actuation of a shutoff valve 10 and a pressurizing valve 11. The pad members of an inner pad and an outer pad are pushed moving by pistons to such a position as pressing the higher part of the friction contacting surface of a disc rotor and contacting with the lower part, and are held there. Therefore, wear takes place by pressing of the pad members in the sequence first with the higher part of the friction contacting surface of the disc rotor, and the surface run-out, eccentric wear, wall thickness difference, etc. of the friction contacting surface of the disc rotor are corrected. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a wear correction device for a vehicle braking device that obtains a braking force by pressing a friction member against a frictional contact surface of a wheel-side rotating member.

  As a vehicle brake device, a disc brake device of a type that obtains braking force by pressing a brake pad as a friction member against a friction contact surface of a disc rotor as a wheel side rotation member, or friction of a brake drum as a wheel side rotation member A drum brake device of a type that obtains braking force by pressing a brake shoe, which is a friction member, on a contact surface is generally known.

  By the way, the friction contact surface of the disc rotor in the disc brake device usually has a surface contact of about several tens of μm on the entire circumference due to the processing accuracy of the disc rotor and the assembly accuracy with respect to the axle. Further, when the brake pad is brought into frictional contact with the friction contact surface of such a disk rotor, the friction contact surface may be unevenly worn, resulting in a thickness difference in the circumferential direction of the disk rotor. And, if there is a circumferential runout or thickness difference on the friction contact surface of the disc rotor, the brake pad intermittently makes frictional contact with the friction contact surface of the disc rotor during braking and brake vibration (judder) occurs. Discomfort to vehicle occupants.

  On the other hand, in the drum brake device, if there is circumferential runout or uneven wear on the friction contact surface of the brake drum, the brake shoe intermittently makes frictional contact with the friction contact surface of the brake drum during braking. (Jada) occurs, causing discomfort to vehicle occupants.

  Therefore, conventionally, a control device has been proposed for eliminating the disc rotor thickness difference in the disc brake device or suppressing the disc rotor thickness difference (see, for example, Patent Document 1).

Here, Patent Document 1 discloses that a thick portion of the disk rotor is worn, so that the brake pad pressing force is increased for the thick portion and the thin portion is not provided. A configuration including an actuator whose operation is controlled so as to weaken the pressing force of the brake pad is disclosed.
JP 2001-130393 A

  By the way, in the control device disclosed in Patent Document 1, the operation of the actuator is controlled so as to increase or decrease the pressing force of the brake pad in a cycle corresponding to the rotation speed of the disk rotor. For this reason, for example, even when the speed of the vehicle is 100 km / h or less, the number of actuations of the actuator reaches several tens of Hz, and the actuator is required to have extremely high durability.

  Therefore, the present invention makes it possible to use a low-durability actuator, and further, it is possible to provide a vehicle braking device that can correct surface vibration, uneven wear, thickness difference, etc. of the friction contact surface of the wheel-side rotating member by operating this actuator. It is an object to provide a wear correction device.

  A wear correction device for a vehicle brake device according to the present invention is a wear correction device for a vehicle brake device that obtains a braking force by pressing a friction member against a friction contact surface of a wheel-side rotating member, and when the vehicle is not braked. Friction member position control means having an actuator for pushing the friction member at any time and holding it in a predetermined position is provided, and the friction member position control means presses the high part of the friction contact surface of the wheel side rotating member to lower the part. The operation of the actuator is controlled so that the friction member is held at a position in contact with the actuator.

  In the wear correction device for a braking device for a vehicle according to the present invention, when the friction member position control means starts control at any time when the vehicle is not braked, the friction member causes the friction contact surface of the wheel-side rotating member to move to a high part by the operation of the actuator. It is pushed and held at a position where it presses and contacts the low part. For this reason, the high part of the friction contact surface of the wheel side rotating member is worn sequentially by the pressing of the friction member.

  In the wear correction device for a vehicle brake device according to the present invention, the actuator may have a function of applying a predetermined control oil pressure to a cylinder provided to press the friction member.

  Further, the wear correction device for a vehicle brake device according to the present invention may be configured as a disc brake device including a disc rotor as a rotating member and a brake pad as a friction member, or a brake drum and a friction as a rotating member. You may comprise as a disc brake apparatus provided with the brake shoe as a member.

  Here, in the wear correction device for a braking device for a vehicle according to the present invention, the friction member position control means starts control at the end of acceleration of the vehicle and ends control at the start of acceleration of the vehicle. be able to. In this case, the brake drag phenomenon caused by the friction member pressing the high part of the friction contact surface of the wheel-side rotating member with the start of the control of the friction member position control means occurs at the end of acceleration of the vehicle. Since the brake drag phenomenon is eliminated, the uncomfortable feeling given to the vehicle occupant regarding the feeling of deceleration and acceleration of the vehicle can be reduced.

  Further, in the wear correction device for a braking device for a vehicle according to the present invention, the friction member position control means starts control when the vehicle starts, and ends control when the vehicle starts. it can. In this case, the brake drag phenomenon that accompanies the start of control of the friction member position control means occurs when the vehicle starts, and the brake drag phenomenon is eliminated when the start of the vehicle is completed. The discomfort given to the passengers can be reduced.

  Furthermore, in the wear correction device for a braking device for a vehicle according to the present invention, the friction member position control means starts control when the climbing of the vehicle starts and ends the control when the climbing of the vehicle is completed. Can do. In this case, the brake drag phenomenon accompanying the start of control of the friction member position control means occurs at the start of the climbing of the vehicle, and the brake drag phenomenon is eliminated when the climbing of the vehicle is completed. The uncomfortable feeling given to the vehicle occupant can be reduced.

  In the wear correction device for a braking device for a vehicle according to the present invention, the friction member position control means starts control and activates the actuator whenever the vehicle is not braked. The parts are sequentially worn by the pressing of the friction member. Therefore, according to the wear correction device for a braking device for a vehicle of the present invention, it is possible to correct the runout of the frictional contact surface, uneven wear, thickness difference, etc. in the wheel-side rotating member.

  Here, since the actuator only needs to operate twice at the start of control and at the end of control for one control by the friction member position control means, it is possible to use an actuator with low durability.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a wear correcting device for a braking device for a vehicle according to the present invention will be described with reference to the drawings. In the drawings to be referred to, FIG. 1 is a cross-sectional view showing a structure of a main part of a disc brake device as a vehicle braking device in one embodiment of the present invention, and FIG. 2 is a hydraulic circuit of the disc brake device shown in FIG. It is a block diagram which shows the control apparatus of a circuit.

  A wear forcing device for a vehicle brake device according to an embodiment is a device that corrects surface shake or thickness difference of a frictional contact surface of a wheel-side rotating member in a brake device equipped in a vehicle. The present invention is applied to a disc brake device 1 as shown in FIG. The disc brake device 1 includes a disc rotor 2 as a wheel-side rotating member that is fixed to a hub of an axle (not shown) and rotates, and a suspension that is supported on a suspension part of a vehicle body (not shown) via a mounting bracket (not shown). It comprises a caliper 3 of the type, an inner pad 4 which is a brake pad as a friction member, an outer pad 5 and the like.

  The caliper 3 includes a cylinder portion 3A facing the friction contact surface 2A on the inner surface side of the disk rotor 2, a claw portion 3B facing the friction contact surface 2B on the outer surface side of the disk rotor 2, and a cylinder straddling the outer peripheral side of the disk rotor 2. The cylinder portion 3A has a connecting portion 3C for connecting the portion 3A and the claw portion 3B, and the cylinder portion 3A is formed with a cylinder chamber 3D to which brake fluid is supplied via a hydraulic piping of a brake system (see FIG. 2). Yes. In this cylinder chamber 3D, a piston 6 driven by brake hydraulic pressure is fitted so as to be able to advance and retract in a direction perpendicular to the frictional contact surface 2A on the outer surface side of the disk rotor 2.

  A rubber seal ring 7 that seals against the piston 6 is mounted on the inner wall surface in the vicinity of the opening of the cylinder chamber 3D. A dust-proof boot 8 is mounted between the cylinder portion 3A and the tip of the piston 6 disposed around the opening of the cylinder chamber 3D.

  The inner pad 4 is disposed between the cylinder portion 3 </ b> A of the caliper 3 and the friction contact surface 2 </ b> A on the inner surface side of the disk rotor 2. The inner pad 4 has a structure in which a backup plate 4A facing the piston 6 and a pad member 4B facing the friction contact surface 2A on the inner surface side of the disk rotor 2 are integrally bonded. When the backup plate 4 </ b> A is pushed, the pad member 4 </ b> B is pressed against the friction contact surface 2 </ b> A on the inner surface side of the disk rotor 2 to make frictional contact.

  The outer pad 5 is disposed between the claw portion 3B of the caliper 3 and the friction contact surface 2B on the outer surface side of the disc rotor 2. The outer pad 5 has a structure in which a backup plate 5A facing the claw portion 3B and a pad member 5B facing the friction contact surface 2B on the outer surface side of the disk rotor 2 are integrally bonded. When the outer pad 5 is moved in the direction opposite to the piston 6 by the reaction force accompanying the advance of the piston 6, the pad 5A is pushed by the claw 3B. The member 5B is pressed against the frictional contact surface 2B on the outer surface side of the disk rotor 2 to make frictional contact.

  As described above, in the disc brake device 1, the pad member 4 </ b> B of the inner pad 4 is brought into friction contact with the friction contact surface 2 </ b> A on the inner surface side of the disc rotor 2, and the pad of the outer pad 5 is placed on the friction contact surface 2 </ b> B on the outer surface side of the disc rotor 2. The braking force is obtained by the frictional contact of the member 5B. At this time, the pad members 4B and 5B are gradually worn. In addition, when the pad members 4B and 5B are made of a material having a so-called brake effect and a large friction coefficient, the friction contact surfaces 2A and 2B of the disk rotor 2 are similarly worn.

  Here, due to the processing accuracy of the disc rotor 2 and the assembly accuracy with respect to the axle, the friction contact surfaces 2A and 2B of the disc rotor 2 usually have a surface contact of about several tens of μm on the entire circumference. For this reason, when the frictional contact surfaces 2A and 2B of the disk rotor 2 are worn by frictional contact with the pad members 4B and 5B, the frictional contact surfaces 2A and 2B are unevenly worn and thick in the circumferential direction of the disk rotor 2. Differences can occur.

  In view of this, the wear correction device of one embodiment is provided with a friction member position control means for correcting and reducing the surface wobbling, uneven wear, thickness difference, etc. of the friction contact surfaces 2A and 2B of the disk rotor 2. Yes. As shown in FIG. 2, the friction member position control means includes a shutoff valve 10 and a pressurization valve 11 as actuators, a friction member position control device 13 for controlling the operation thereof via a valve drive circuit 12, An accelerator stroke sensor 14 and a wheel speed sensor 15 that output detection signals to the friction member position control device 13 are provided.

  The shut-off valve 10 is provided on a brake hydraulic line L1 for supplying brake hydraulic pressure from a master cylinder 16 that generates brake hydraulic pressure in response to a depressing operation of a brake pedal (not shown) to the cylinder chamber 3D of the caliper 3 (see FIG. 1). Has been. This shut-off valve 10 is, for example, a spring return type solenoid direct-acting two-position switching valve. When the solenoid is energized by a control current output from the valve drive circuit 12, the brake hydraulic line L1 is shut off, and the solenoid is not turned on. When energized, the spring returns to open the brake hydraulic line L1.

  The pressurizing valve 11 is interposed on a control hydraulic line L2 branched from the brake hydraulic line L1 between the shutoff valve 10 and the cylinder chamber 3D. An accumulator 17 and a motor pump 18 are sequentially provided on the control hydraulic line L2 upstream of the pressurizing valve 11, and the motor pump 18 is connected to a reservoir tank 19 of the master cylinder 16.

  The pressurizing valve 11 is a linear valve whose opening degree is variably controlled in accordance with a control current output from the valve drive circuit 12, and the accumulator 17 is in a state where the shutoff valve 10 shuts off the brake hydraulic line L <b> 1. When a predetermined control hydraulic pressure is generated from the hydraulic pressure accumulated in the valve and the output of the control current from the valve drive circuit 12 is stopped, the opening degree is fully closed and the control hydraulic line L2 is shut off.

  Here, the predetermined control oil pressure generated by the pressurizing valve 11 is a so-called brake effective oil pressure of about 0.1 to 0.2 Mp, and this control oil pressure is passed through the control oil pressure line L2 and the brake oil pressure line L1. Then, the piston 6 shown in FIG. 1 slightly advances to hold the pad member 4B of the inner pad 4 and the pad member 5B of the outer pad 5 at predetermined positions. In other words, the piston 6 holds the pad members 4B and 5B at positions where the high portions of the frictional contact surfaces 2A and 2B of the disk rotor 2 are pressed to contact the low portions.

  Here, the friction member position control device 13 is configured using microcomputer hardware and software such as an ECU (Electric Control Unit). The friction member position control device 13 includes an input / output interface I / O and an A / D converter between the valve drive circuit 12, the accelerator stroke sensor 14, and the wheel speed sensor 15, as well as a ROM (ReadOnly Memory (RAM), RAM (Random Access Memory) that temporarily stores input data, and a CPU (Central Processing Unit) that executes programs are provided as hardware. In the friction member position control device 13, a control start / end determination unit 13A and a valve control unit 13B are configured as software.

  A detection signal from an accelerator stroke sensor 14 that detects a depression stroke of an accelerator pedal mounted on a vehicle (not shown) is input to the control start / end determination unit 13A. The control start / end determination unit 13A determines whether or not the vehicle is not braked based on the detection signal of the accelerator stroke sensor 14, determines whether or not the vehicle is at the start of acceleration, and when the vehicle is at the end of acceleration. It is determined whether or not there is.

  Here, when the control start / end determination unit 13A detects the depression state of the accelerator pedal based on the detection signal from the accelerator stroke sensor 14, it determines that at least the vehicle is not braked. The control start / end determination unit 13A determines that the vehicle is at the start of acceleration when the accelerator pedal depression stroke increases due to a change in the detection signal from the accelerator stroke sensor 14, and the accelerator pedal depression stroke is If it decreases, it is determined that the vehicle is at the end of acceleration.

  Then, when the control start / end determination unit 13A determines that the vehicle is at the start of acceleration in a state where the vehicle is determined to be non-braking, the control start / end determination unit 13A outputs a valve control start signal to the valve control unit 13B. If it is determined that the vehicle is at the end of acceleration while it is determined that the vehicle is not braked, a valve control end signal is output to the valve control unit 13B.

  A valve control start signal or a control end signal is input from the control start / end determination unit 13A to the valve control unit 13B, and a detection signal of a wheel speed sensor 15 that detects a rotation speed of a wheel (not shown) is input. When the valve control start signal is input from the control start / end determination unit 13A, the valve control unit 13B outputs a predetermined control signal for outputting a control current for energizing the solenoid to the shutoff valve 10 from the valve drive circuit 12. A predetermined control signal for outputting a control current from the valve driving circuit 12 to the pressurizing valve 11 is output to the valve driving circuit 12 while being output to the valve driving circuit 12.

  Here, based on the detection signal from the wheel speed sensor 15, the valve control unit 13 </ b> B generates a control signal that keeps the rotation speed of a wheel (not shown) within a range that does not fluctuate periodically by the disc brake device 1 shown in FIG. 1. Output to the valve drive circuit 12. Thereby, the control current output from the valve drive circuit 12 to the pressurizing valve 11 is adjusted, and the control hydraulic pressure generated by the pressurizing valve 11 is adjusted to a so-called brake effective hydraulic pressure of about 0.1 to 0.2 Mp. The As a result, the pad members 4B and 5B of the inner pad 4 and the outer pad 5 are held at positions where the high portions of the frictional contact surfaces 2A and 2B of the disk rotor 2 are pressed to contact the low portions. Thus, the pad members 4B and 5B strongly press the friction contact surfaces 2A and 2B in the portion where the disc rotor 2 is thick, and slightly contact the friction contact surfaces 2A and 2B in the portion where the disc rotor 2 is thin. .

  On the other hand, when the valve control end signal is input from the control start / end determination unit 13A, the valve control unit 13B controls the valve drive circuit 12 to stop the control current output from the valve drive circuit 12 to the shutoff valve 10. The output of the predetermined control signal is stopped, and the output of the predetermined control signal to the valve drive circuit 12 is stopped so that the control current output from the valve drive circuit 12 to the pressurizing valve 11 is stopped.

  In the wear correction device for a braking device for a vehicle according to an embodiment configured as described above, the shutoff valve 10 and the pressurizing valve 11 shown in FIG. Is controlled in accordance with the processing procedure of the flowchart shown in FIG.

  First, in step S <b> 1, the control start / end determination unit 13 </ b> A of the friction member position control device 13 determines whether or not the vehicle is not braked according to the detection signal from the accelerator stroke sensor 14. If this determination result is YES, the process proceeds to the next step S2, but if the determination result is NO, the determination process of step S1 is repeated.

  In the next step S2, the control start / end determination unit 13A determines whether or not the vehicle is at the end of acceleration according to the change in the detection signal from the accelerator stroke sensor 14. If this determination result is YES, the process proceeds to the subsequent step S3, but if the determination result is NO, the determination process of step S2 is repeated.

  In step S3, the control start / end determination unit 13A outputs a valve control start signal to the valve control unit 13B to start control of the valve. Accordingly, the valve control unit 13B outputs a predetermined control signal to the valve drive circuit 12, and the valve drive circuit 12 outputs a control current for energizing the solenoid to the shut-off valve 10, whereby the shut-off valve 10 is brake hydraulic pipe. Shut off the path L1. Further, the valve control unit 13B outputs a predetermined control signal to the valve drive circuit 12, and the valve drive circuit 12 outputs a control current to the pressurization valve 11, so that the pressurization valve 11 has a predetermined control hydraulic pressure. Generates a so-called brake effect hydraulic pressure of about 1 to 0.2 Mp.

  1 is supplied to the cylinder chamber 3D via the control hydraulic line L2 and the brake hydraulic line L1, so that the piston 6 shown in FIG. The pad member 4B of the inner pad 4 and the pad member 5B of the outer pad 5 are advanced to hold the friction contact surfaces 2A and 2B of the disk rotor 2 at the positions where they are in contact with the low parts. For this reason, the high portions of the frictional contact surfaces 2A and 2B of the disk rotor 2 are sequentially worn by the pressing of the pad members 4B and 5B.

  In the subsequent step S4, the control start / end determination unit 13A determines whether or not the vehicle is at the start of acceleration according to the change in the detection signal from the accelerator stroke sensor 14. If this determination result is YES, the process proceeds to the subsequent step S5, but if the determination result is NO, the determination process of step S4 is repeated.

  In step S5, the control start / end determination unit 13A outputs a valve control end signal to the valve control unit 13B to end the valve control. Accordingly, the valve control unit 13B stops outputting the control signal to the valve drive circuit 12, and the valve drive circuit 12 stops outputting the control current for energizing the solenoid to the shut-off valve 10, so that the shut-off valve 10 brakes. The hydraulic line L1 is opened. Further, the valve control unit 13B stops outputting a predetermined control signal to the valve driving circuit 12, and the valve driving circuit 12 stops outputting a control current to the pressurizing valve 11, so that the pressurizing valve 11 performs predetermined control. The generation of hydraulic pressure is stopped and the control hydraulic line L2 is shut off.

  As a result, the brake hydraulic pressure can be supplied from the master cylinder 16 shown in FIG. 2 to the cylinder chamber 3D of the caliper 3 (see FIG. 1) via the brake hydraulic line L1, and the disc brake device 1 can be operated in response to a normal brake operation. Comes to work. The series of processes by the friction member position control device 13 is the end of acceleration of the vehicle in which the depression stroke of the accelerator pedal is reduced during non-braking of the vehicle in which the accelerator pedal (not shown) is depressed during operation of the vehicle. Repeated on occasion.

  4 shows the control oil pressure generated by the pressurizing valve 11 during the period from the start of control to the end of control of the friction member position control device 13, and the friction contact surfaces 2A and 2B of the disc rotor 2 in accordance with the control oil pressure (FIG. 1). The change of the pad pressing reaction force received by the pad members 4B and 5B pressed by the reference) is shown over time.

  Here, the pressurizing valve 11 operates so as to generate a predetermined control oil pressure when the friction member position control device 13 starts control, and stops generating the control oil pressure when the control of the friction member position control device 13 ends. Operate. The pad members 4B and 5B are connected to the friction contact surfaces 2A and 2B of the disc rotor 2 during the period from the start of control to the end of control of the friction member position control device 13 where the pressurizing valve 11 generates the control hydraulic pressure. The reaction force that is received by pressing the high part changes pulsatically.

  Thus, in the wear correction device for a vehicle brake device according to an embodiment, when the friction member position control device 13 starts control at the end of acceleration when the vehicle is not braked, the shutoff valve 10 shuts off the brake hydraulic line L1. At the same time, the pressurizing valve 11 generates a brake effective hydraulic pressure that is a control hydraulic pressure. The brake effective hydraulic pressure is supplied to the cylinder chamber 3D of the caliper 3 via the control hydraulic line L2 and the brake hydraulic line L1, so that the pad member 4B of the inner pad 4 and the pad member 5B of the outer pad 5 are The high portions of the friction contact surfaces 2A and 2B of the disk rotor 2 are pressed and pushed and held at positions where they contact the low portions. As a result, the high portions of the frictional contact surfaces 2A and 2B of the disk rotor 2 are sequentially worn by the pressing of the pad members 4B and 5B.

  Therefore, according to the wear correction device for a braking device for a vehicle according to an embodiment, it is possible to correct the runout, partial wear, thickness difference, etc. of the friction contact surfaces 2A and 2B of the disc rotor 2, for example, the friction member position The thickness difference of the disk rotor 2 can be reduced by about 2 to 3 μm per control of the control device 13.

  Further, as shown in FIG. 4, the pressurizing valve 11 as an actuator only needs to operate twice at the start of control and at the end of control for one control of the friction member position control device 13. It is possible to use the pressurizing valve 11 (actuator) having low durability.

  Furthermore, the friction member position control device 13 is configured to start control when the vehicle acceleration ends and to end control when the vehicle starts acceleration. Therefore, the friction member position control device 13 starts control. Accordingly, the brake drag phenomenon caused by the pad members 4B and 5B pressing the high portions of the frictional contact surfaces 2A and 2B of the disc rotor 2 occurs at the end of vehicle acceleration, and the brake drag phenomenon is eliminated at the start of vehicle acceleration. The Rukoto. Therefore, it is possible to reduce the uncomfortable feeling given to the vehicle occupant regarding the feeling of deceleration and acceleration of the vehicle.

  The wear correction device for a vehicle brake device according to the present invention is not limited to the above-described embodiment. For example, the friction member position control device 13 starts control when the vehicle starts based on detection signals from a wheel speed sensor, a vehicle speed sensor, a vehicle acceleration sensor, and the like, and ends control when the vehicle starts to start. You may comprise as follows. In this case, the brake drag phenomenon accompanying the start of control of the friction member position control device 13 occurs at the start of the vehicle, and the brake drag phenomenon is eliminated when the start of the vehicle is completed. The uncomfortable feeling given to the vehicle occupant can be reduced.

  In addition, the friction member position control device 13 starts control in accordance with the detection signal of an inclination angle sensor (or a gradient sensor that detects a road surface gradient) that detects the inclination angle of the vehicle in the front-rear direction in accordance with the start of the vehicle uphill. However, the control may be terminated in accordance with the completion of the climbing of the vehicle. In this case, the brake drag phenomenon accompanying the start of control of the friction member position control device 13 occurs at the start of the climbing of the vehicle, and the brake drag phenomenon is eliminated when the climbing of the vehicle is completed. The discomfort given to the vehicle occupant can be reduced.

FIG. 1 is a cross-sectional view showing the main structure of a disc brake device as a vehicle braking device according to an embodiment of the present invention. It is a block diagram which shows the control apparatus of the hydraulic circuit with the hydraulic circuit of the disc brake apparatus shown in FIG. It is a flowchart which shows the process sequence of the friction member position control apparatus shown in FIG. 3 is a graph showing a control oil pressure generated by a pressurizing valve and a time change of a pad pressing reaction force received by a pad member during a period from the start of control to the end of control of the friction member position control device shown in FIG. 2.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Disc brake device (braking device for vehicles), 2 ... Disc rotor (wheel side rotating member), 3 ... Caliper, 3D ... Cylinder chamber, 4 ... Inner pad (friction member), 5 ... Outer pad (friction member), 6 ... Piston, 10 ... Shut-off valve (actuator), 11 ... Pressure valve (actuator), 12 ... Valve drive circuit, 13 ... Friction member position control device, 14 ... Accelerator stroke sensor, 15 ... Wheel speed sensor, 17 ... Accumulator, 18 ... Motor pump.

Claims (7)

A wear correction device for a vehicle braking device that obtains a braking force by pressing a friction member against a friction contact surface of a wheel-side rotating member,
Friction member position control means having an actuator for pushing the friction member at any time during non-braking of the vehicle and holding it in a predetermined position;
The friction member position control means controls the operation of the actuator so as to hold the friction member at a position where it presses a high part of the friction contact surface of the wheel side rotation member and contacts a low part. Wear correction device for vehicle braking device.   The wear correcting device for a braking device for a vehicle according to claim 1, wherein the actuator has a function of applying a predetermined control oil pressure to a cylinder provided to press the friction member.   The wear correction device for a braking device for a vehicle according to claim 1, wherein the wear correction device is configured as a disc brake device including a disc rotor as the wheel-side rotating member and a brake pad as the friction member.   The wear correction device for a braking device for a vehicle according to claim 1 or 2, wherein the device is configured as a drum brake device including a brake drum as the wheel-side rotating member and a brake shoe as the friction member.   5. The friction member position control means is configured to start control in accordance with the end of acceleration of the vehicle, and to end control in accordance with the start of acceleration of the vehicle. 4. A wear correction device for a braking device for a vehicle according to 1.   5. The friction member position control means is configured to start control when the vehicle starts, and to end control when the vehicle starts to start. 5. The wear correction device for a vehicle brake device according to the description.   5. The friction member position control unit is configured to start control when the climbing of the vehicle starts and to finish the control when the climbing of the vehicle is completed. 4. A wear correction device for a braking device for a vehicle according to 1.

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