JP2008184157A - Automatic brake device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly operate a plurality of automatic brake devices with different braking characteristics with respect to braking requests made by various types of safety devices of a vehicle. <P>SOLUTION: The vehicle VL is provided with a hydraulic brake device 2 at each wheel 4FR to RL and an electric parking brake 3 for controlling rear wheels. A brake control ECU 1 inputs detection values from various types of sensors 8 and braking requests from a braking request output means comprising the safety devices such as a traffic jam follow-up control ECU 71, an ECU 72 for controlling between vehicles and a dozing prevention ECU 73 via a vehicle interior LAN bus 6, determines magnitudes of the requests in accordance with vehicle speed and other vehicle states, and outputs operation signals for simultaneously operating or switching and operating the hydraulic brake device 2 and the electric parking brake 3 based on the determination results. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an automatic brake device.

  2. Description of the Related Art Conventionally, there is an automatic brake device in which a vehicle side automatically performs a brake operation regardless of an operation based on a braking intention by the driver himself, that is, a brake pedal depression operation or a parking brake lever (or pedal) operation. For example, in Patent Document 1, the risk of collision with an obstacle is determined from the relative speed with the obstacle ahead of the vehicle, the vehicle speed, the deceleration, and the like, and the vehicle is stopped based on the determination result. An automatic brake device is disclosed.

  Further, Patent Document 2 discloses a control device that supplies a hydraulic pressure to a wheel cylinder to obtain a vehicle deceleration corresponding to the pedal operation amount.

On the other hand, in Patent Document 3 and Patent Document 4, when the brake switch is ON, the motor is operated by operating the push button switch to wind the parking brake wire, and the brake is released by operating the accelerator pedal or the clutch pedal. An electric parking brake is disclosed.
JP-A-52-124628 JP-A-4-218458 Japanese Utility Model Publication No. 54-105429 JP 59-143749 A

  However, in any of the above prior arts, when a plurality of braking devices are provided, such as a braking device by applying pressure to the wheel cylinder and an electric parking brake device, each braking device operates independently. Thus, a configuration in which a plurality of braking devices are appropriately associated with each other in response to a single braking request or braking requests from a plurality of braking devices has not been considered.

  In view of the above points, an object of the present invention is to appropriately use a plurality of automatic brake devices having different braking characteristics by appropriately operating or releasing them in response to a braking request issued from various safety devices of a vehicle.

  In order to achieve the above object, the invention according to claims 1 to 14 generates a first braking force on each wheel of the vehicle based on the first operation signal, and the generation of the first operation signal is canceled. When the first braking force is changed to 0, the second braking force is generated on at least some of the wheels of the vehicle based on the second actuation signal, and the second actuation signal is generated. A second brake means for maintaining the second braking force at a value in an operating state based on the second operating signal before cancellation of the generation of the second operating signal when is released, and depending on a traveling state of the vehicle A brake request output means for outputting a brake request signal; and a brake control ECU for switching the generation of the first operation signal and the second operation signal in response to the brake request signal or simultaneously outputting them. To do.

  According to the present invention, the first brake means in which the braking force becomes 0 with the change from the operating state to the non-operating state and the second brake means in which the braking force is maintained at the value before the change are In response to the braking request signal output by the braking request output means, it is switched or operated at the same time, so that when the vehicle is to be changed from running to stopping and from stopping to running, a plurality of braking characteristics differ. The automatic brake device can be actuated or released as appropriate.

  As described in claim 1, the brake control ECU operates the first brake means when it is determined that high-response braking is necessary based on the braking request signal, and it is necessary to maintain braking for a long time. If it is determined, the second brake means can be operated.

  According to a second aspect of the present invention, each of the braking request output means includes a plurality of braking request output means for outputting a braking request signal, and each of the brake control ECUs receives the braking request output means from the plurality of braking request output means. When the braking request signal is output, the braking request signal of the braking request output means outputting the largest value of the request value indicating the magnitude of the braking request signal is selected, and based on the selected braking request signal The first or / and second actuation signal can be output.

  Further, when the braking request output means includes a plurality of braking request output means for outputting braking request signals, the braking request output means is preset to a request value that represents the magnitude of the braking request signal. In addition, it is possible to select the braking request signal of the braking request output means that outputs the largest value obtained by multiplying the respective importance levels of the braking request output means.

  According to the fourth and fifth aspects of the present invention, the braking request output unit includes a plurality of braking request output units that output a braking request signal, respectively, and the brake control ECU receives the braking request from the plurality of braking request units. When the request signal is output, the operation signal generated based on the brake request signal from one brake request output means is changed to the operation signal generated based on the brake request signal from the other brake request output means for a predetermined time. It is characterized in that connection control is performed by changing the gradient.

  According to the present invention, when the brake control ECU switches and outputs the operation signal based on the braking request signal of one braking request output means to the operation signal based on the braking request signal of the other braking request output means, a predetermined time Since connection control that changes with the gradient is performed, the switching of the operation signal can be gradually changed, and the change in the braking force generated by the first or second brake means is reduced to reduce the impact on the vehicle or the occupant. be able to.

  According to a sixth aspect of the present invention, the time gradient is any one of at least an urgent level of the braking request signal, a difference in values of the braking request signal before and after switching, an importance level of the braking request output means, and a vehicle state. Can be determined based on

  In addition, as described in claim 7, the time gradient can be changed according to the traveling state of the vehicle.

  Further, as described in claim 8, the traveling state of the vehicle can be at least one of a vehicle speed, a road surface friction coefficient, and a vehicle load.

  The first brake means may generate the first braking force by pressurizing a friction material by hydraulic pressure controlled based on the first operation signal, as described in claim 9. As described, the first braking force can be generated by pressurizing the friction material with the linear power converted from the torque of the electric motor controlled based on the first operation signal into the linear motion.

  The second brake means may generate the second braking force by pressurizing a friction material by a torque of an electric motor controlled based on the second operation signal, as described in claim 11. An electric parking brake that retains the second braking force when the second actuation signal changes to the non-actuated state can be provided.

  According to a twelfth aspect of the present invention, the braking request signal can be provided as corresponding to at least one of deceleration, braking distance and braking time of the vehicle, or braking pressure of each wheel.

  In addition, as described in claim 13, the braking request signal has a predetermined time change of at least one of the deceleration, braking distance and braking time of the vehicle or the braking pressure of each wheel. Can be given as a pattern.

  Further, as described in claim 14, the brake control ECU determines whether the vehicle is in a running state, whether it is running or just stopped, and mainly stops the first operation signal during running. The second operation signal can be switched and output immediately before stopping.

  Embodiments of the present invention will be described with reference to the drawings. FIG. 1 is an overall configuration diagram of the automatic brake device of the present embodiment. Note that the front right wheel, the left front wheel, the right rear wheel, and the left rear wheel of the vehicle VL are represented by FR, FL, RR, and RL, respectively.

  In the present embodiment, the brake control ECU 1, the hydraulic brake device 2 as the first brake means, the hydraulic brake device 2, the first piping system 11, and the second piping system 21 that are mounted on the vehicle VL are diagonally connected. A wheel cylinder (hereinafter referred to as W / C) 41FR, 41RL, 41FL, 41RR for each wheel 4FR, 4RL, 4FL, 4RR, and an electric parking brake (hereinafter referred to as PKB) 3 as a second brake means; , Brake wires 38a, 38b connecting the brake calipers 4RL, 4RR of the rear wheel 4RL, 4RR, a wheel speed sensor 5 for detecting the rotational speed of each wheel, and an interior for transmitting input / output signals of various electronic devices LAN bus 6, traffic jam follow-up control ECU 71 as braking request output means 7, inter-vehicle control EC 72, automatic brake ECU 73, emergency vehicle stop ECU 74, airbag control ECU 75, parking assist ECU 76,..., Steering angle sensor, shift position sensor, sensor for detecting driving operation state, or detecting relative speed and distance of the preceding vehicle And a lamp / alarm device 9 including various lamps such as a hazard lamp and an alarm device such as a buzzer.

  FIG. 2 is a diagram showing a configuration of the hydraulic brake device 2 as the first brake means. A master cylinder (hereinafter referred to as “M / C”) 10 generates an M / C pressure corresponding to the pedaling force when a driver depresses a brake pedal (not shown), and causes the first piping system 11 and the second piping system 21 respectively. And transmitted to the W / C 41FR, 41RL and 41FL, 41RR provided in each wheel, thereby generating a first braking force. Hereinafter, the first piping system 11, particularly, the piping system related to the right front wheel 4FR will be mainly described, but the same applies to other wheels and the second piping system.

  The first piping system 11 includes a pressure increase control for adjusting the pressure increase and holding of each W / C 41FR and 41RL in the anti-skid control (hereinafter referred to as ABS control) for each of the right front wheel 4FR and the left rear wheel 4RL. Valves 14a and 14b are provided. Further, check valves 141a and 141b are provided in parallel to the pressure increase control valves 14a and 14b, respectively, and the liquid flow is changed to M / C 10 when the W / C pressure becomes excessive when the pressure increase control valves 14a and 14b are shut off. It is designed to escape to the side. Pressure reducing control valves 15a and 15b for adjusting the pressure reducing and holding of the W / C 41FR and 41RL in the ABS control are provided in the pressure reducing conduit 12 extending from between the pressure increasing control valves 14a and 14b and the W / C 41FR and 41RL. Yes.

  The pressure reducing line 12 is connected to a reservoir 16. The brake fluid stored in the reservoir 16 is pumped up by a pump 17 driven by a motor 20 and discharged to the first piping system 11. This discharge destination is between the pressure increase control valves 14a and 14b and a master cut valve 18 described later. The motor 20 also drives a pump 27 in the second piping system 21. A check valve 171 is provided at the discharge port of the pump 17.

  A master cut valve (hereinafter referred to as an SM valve) 18 is disposed between the M / C 10 and the pressure increase control valves 14a and 14b. The SM valve 18 is a two-position valve that is in a communication state when not energized and is in a shut-off state by a check valve in the illustrated direction when energized. In this shut-off state, the pressure is released when the pressure on the W / C 41 FR, 41 RL side becomes higher than the pressure on the cracking pressure M / C 10 side by the check valve spring, and the pressure is released. This SM valve 18 is provided with a check valve 181 in parallel, and only flow from the M / C 10 side to the W / C 41 FR, 41 RL side is allowed.

  The M / C 10 and the SM valve 18 are connected to the reservoir 16 by a suction line 13.

  A hydraulic pressure sensor 30 is provided between the M / C 10 of the first piping system 11 and the SM valve 18 to detect the generated pressure of the M / C 10. This pressure is generated in a secondary chamber (not shown) of the M / C 10, but since the same pressure is also generated in the primary chamber to which the second piping system is connected, the hydraulic sensor 30 is substantially M / C. Detect pressure. Further, hydraulic pressure sensors 19a and 19b are also provided between the pressure increase control valves 14a and 14b and the W / C 41FR and 41RL, and detect the W / C pressure, respectively. As will be described later, the output signals of these hydraulic sensors are compared with the required braking force in the brake control ECU 1, and automatic brake control is performed based on the result.

  The pressure-increasing control valves 14a and 14b and the pressure-reducing control valves 15a and 15b are two-position valves. When the brake pedal is not operated and during normal braking, the valve body position shown in FIG. The control valve is in a communicating state, and the pressure reducing control valve is in a cutoff (cut) state. Further, the SM valve 18 is also in the illustrated valve body position, that is, in a communicating state during normal non-energization. Each of these control valves is operated by an operation signal from the brake control ECU 1. Further, the motor 20 that drives the pumps 17 and 27 is also operated by an operation signal from the brake control ECU 1.

  Each operation signal for the hydraulic brake device 2 generally corresponds to the first operation signal. In order to stop control (or prohibit control) of the hydraulic brake device 2, the first operation signal is set to 0 (inactive state), specifically, the pressure increase control valve, the pressure reduction control valve, and the SM valve are all turned off. Energization is performed and the drive current of the motor 20 is set to zero.

  A basic control method of the hydraulic brake device 2 will be described.

  In a normal brake operation when the brake pedal is depressed by the driver, all control valves (SM valve 18, pressure increase control valve 14a, pressure reduction control valve 15a) are in a non-energized (OFF) state, and M / C The pressure acts on W / C as it is, and W / C pressure = M / C pressure.

  During the ABS control, the operation differs between a process of reducing the W / C pressure in order to avoid tire lock and a process of increasing the W / C pressure in order to recover the braking force. The SM valve 18 is normally OFF (communication state) during the ABS control, and the pump 17 is driven to suck the brake fluid from the reservoir 16.

  In the ABS control pressure reduction process, the pressure increase control valve 14a is turned on (ie, cut off) and the pressure reduction control valve 15a is ON / OFF duty ratio controlled to repeatedly switch between communication and cut. As a result, the brake fluid flows from the W / C 41 FR to the reservoir 16 with a predetermined change gradient, and the W / C pressure is reduced.

  In the ABS control pressure increasing process, the pressure reducing control valve 15a is turned off (OFF), that is, in the cut state, and the pressure increasing control valve 14a is switched OFF / ON, thereby switching between communication / cut. Thus, the brake fluid is supplied from the M / C 10 to the W / C 41 FR, and the W / C pressure is increased.

  Next, the brake control ECU 1 instructs the hydraulic brake device 2 on the basis of the brake request signal output from the brake request output means 7 regardless of whether or not the automatic brake control of the present invention is performed, that is, whether or not the brake pedal is depressed. The pressure increasing process and the pressure reducing process during the braking operation will be described.

  In the pressure increasing process of the automatic brake control, the SM valve 18 is turned on (cut state), the pressure reducing control valve 15a is turned off (cut state), and the pump 17 is driven to suck the brake fluid from the reservoir 16. In a state where the discharge pressure is generated, the pressure increase control valve 14a is set at a predetermined change gradient by the duty ratio control of OFF / ON while being compared with the detection value of the hydraulic pressure sensor 19a, or a set target pressure. Increase the W / C pressure until At this time, brake fluid is replenished to the suction port of the pump 17 from the M / C 10 through the suction line 13 and the reservoir 16 as necessary.

  In the pressure reducing process of the automatic brake control, the SM valve 18 is turned on (cut state), the pressure increase control valve 14a is turned on (cut state), and the pump 17 is driven to suck the brake fluid from the reservoir 16. While the discharge pressure is generated, the pressure reduction control valve 15a is made to have a predetermined gradient by ON / OFF duty ratio control or a set target pressure while comparing with the detection value of the hydraulic sensor 19a. Brake fluid is sucked from / C41FR to reduce the W / C pressure. At this time, since both the pressure increase control valve 14a and the SM valve 18 are in the cut state, the discharge pressure of the pump 17 increases, but is released when the pressure exceeds the cracking force of the check valve spring of the SM valve 18. Pressure drops.

  Next, PKB3 which is a 2nd brake means is demonstrated. FIG. 3 is a diagram showing the configuration of the PKB. The PKB 3 includes a motor 31, a worm gear 32, a worm wheel 33, spur gears 34 and 35, a wire winding unit 36, and a brake wire 38.

  The rotating shaft of the motor 31 and the worm gear 32 formed integrally with the rotating shaft are rotated forward or reverse by an operation signal (corresponding to a second operation signal) from the brake control ECU 1. A gear is formed on the outer peripheral portion of the worm wheel 33 so as to mesh with the worm gear 32, and a spur gear 34 that rotates coaxially and integrally is formed. Further, a wire winding that rotates integrally with the spur gear 35 and the spur gear 35 meshed with the spur gear 34 is wound around a winding rotary shaft 37 formed at a position parallel to and different from the rotational axes of the worm wheel 33 and the spur gear 34. A take-up portion 36 is formed.

  One end of a brake wire 38 is fixed to the wire winding portion 36. The brake wire 38 is connected to two brake wires 38a and 38b at a branch portion 39, and is connected to a brake caliper 42RR for the right rear wheel and a brake caliper 42RL for the left rear wheel, respectively.

  In the PKB 3 configured as described above, when the motor 31 is rotated forward by the duty control based on the second operation signal from the brake control ECU 1, the worm wheel 33 is rotated via the worm gear 32, for example, the counterclockwise indicated by an arrow in FIG. As the spur gear 34 and the spur gear 35 rotate, the brake wire 38 is pulled rightward in FIG. Due to the movement of the brake wire 38, the friction material (not shown) in the brake calipers 42RR and 42RL is pressed against the brake disc, thereby increasing the second braking force acting on the wheels.

  At this time, a braking force corresponding to the duty ratio is generated. When the target braking force is reached, the motor 31 is locked, and when the motor lock is detected, the motor driving current is cut off, that is, the second operation signal is not activated. In this state, the PKB 3 is in a control stop (control prohibited) state. In the control stop state of the PKB 3, the gear mechanism such as the worm gear 32 does not move, that is, since the friction material remains pressed against the brake disc, the second braking force is maintained and the locked state is established.

  That is, the generated braking force of PKB 3 can be obtained by applying a driving duty corresponding to the required braking force to the forward rotation side of the motor 31 based on the relationship between a predetermined duty ratio and the braking force. When the rotation of the motor 31 or the gear mechanism stops or the increase in motor current stops and reaches a predetermined value, a necessary braking force is generated in the PKB 3 at that time, so that the driving of the motor 31 is terminated.

  At the time of release operation, contrary to the above, the motor 31 is reversely driven at a predetermined duty ratio by the second operation signal, and the braking force is decreased at a gradient corresponding to the duty ratio. When the rotation amount of the motor 31 reaches a predetermined amount at which the braking force becomes zero, the motor driving is terminated.

  Since the braking force is proportional to the pulling amount of the brake wire 38, that is, the rotation angle of the wire winding unit 7, the braking force generated by the PKB 3 is changed by controlling the rotation amount of the motor 31 by the second operation signal. You can also.

  The operation of the PKB 3 is performed not only by the second operation signal from the brake control ECU 1 during the automatic brake control, but also when the driver operates a parking brake switch (not shown) based on the operation signal. The control ECU 1 can operate by outputting an operation signal of the PKB 3.

  As shown in FIG. 2, the wheel speed sensor 5 includes wheel speed sensors 5FR, 5FL, 5RR, and 5RL that detect the rotation speed of each wheel, and each output signal is directly input to the brake control ECU 1.

  The function of each ECU constituting the braking request output means 7 will be described. In each ECU, conventionally known pre-processing for determining an ECU request value as a braking request signal and sensors necessary for the ECU are used, and detailed description thereof is omitted.

  The congestion follow-up control ECU 71 detects the braking and stopping states of the forward vehicle when there is a traffic congestion, and stops at a predetermined inter-vehicle distance or maintains the inter-vehicle distance without colliding with the forward vehicle from the vehicle speed of the host vehicle VL. (For example, “0.23G (G: deceleration of gravity acceleration)”) is calculated and output to the brake control ECU 1 via the in-vehicle LAN bus 6 as an ECU request value. The brake control ECU 1 converts the braking pressure (braking oil pressure) into a braking pressure (braking oil pressure) by, for example, deceleration 1G = 10 MPa (Pa: pressure unit, Pascal), and evaluates the magnitude.

  The inter-vehicle control ECU 72 detects the relative speed between the preceding vehicle and the host vehicle VL while traveling at a predetermined speed or higher, and keeps the inter-vehicle distance from the preceding vehicle at a predetermined value that is set in advance or changed by the driver. As described above, drive control based on engine output control and braking control based on brake control and transmission control are performed. In this embodiment, a target braking distance (for example, “stop at 28 m”) is sent to the brake control ECU 1 as an ECU request value. )) Is output. The brake control ECU 1 obtains a target deceleration from the current vehicle speed and the target braking distance, and converts this into a braking pressure in the same manner as described above to evaluate the magnitude.

  The dozing prevention ECU 73 detects the driving operation state or the physiological state of the driver to determine the driver's dozing state, and performs an alarm such as a buzzer or intermittent momentary braking to prompt the driver to wake up. However, in this embodiment, the time change value (for example, PN (3, t) in FIG. 10 described later) of the target braking hydraulic pressure for awakening is output to the brake control ECU 1 as the ECU request value.

  The emergency vehicle stop ECU 74 detects the driving operation state or the physiological state of the driver, and when it is determined that the driver cannot drive the vehicle, the vehicle VL is stopped safely. The speed or the braking hydraulic pressure (for example, “braking pressure = 1.5 MPa”) is output to the brake control ECU 1.

  The air bag control ECU 75 operates the air bag when the vehicle VL collides with an obstacle including another vehicle, and the brake control ECU 1 uses the ECU requested value as the ECU request value to reduce vehicle collision energy and to move the vehicle to the secondary. Outputs the target braking hydraulic pressure for collision prevention.

  The parking assist ECU 76 measures the distance between the vehicle and the surrounding obstacles and repeatedly controls the vehicle so that the distance becomes a predetermined value when the vehicle is parked by repeatedly moving forward and backward. Then, the target braking distance is output as the ECU request value.

  Next, the processing procedure of automatic brake control in the present embodiment that is executed by the brake control ECU 1 will be described. FIG. 4 shows the main flow.

  The process starts when the ignition is turned on, and an initial check and various input processes are performed in step S100. In this initial check, the operation of each actuator of the hydraulic brake device 2 and the PKB 3 is checked. In the hydraulic brake device 2, each solenoid valve is actually energized, and each terminal voltage is checked on the brake control ECU 1 side to check the disconnection of the solenoid valve, or the hydraulic sensors 30, 19 a, 19 b, 29 a, 29 b Determine the failure location by judging the oil pressure abnormality from the detected value. Further, in PKB3, it is determined whether the detected current when the current is actually supplied is normal, the motor 31 is rotating normally, and the like, and the failure location is specified. If a failure is detected, measures such as prohibition of control, switching to alternative control, lighting of a warning light, etc. are performed after failure diagnosis so as not to cause a fatal state such as occurrence of abnormal operation in each part of the brake device. The system is configured so that

  In step S110, the vehicle body speed is calculated from the wheel speeds of the wheels and the wheel speeds of the driven wheels (left and right rear wheels in the case of a front wheel drive vehicle) from the detection values of the wheel speed sensors 5.

  In step S120, the brake assist (BA) control for increasing the M / C pressure when the brake pedal is greatly depressed, the anti-lock brake (ABS) control, the wheel speed is greater than the vehicle body speed, and the slip amount is greater than or equal to a predetermined value. In this case, the traction (TRC) control that controls the engine output and braking force to reduce the slip amount, and the lateral acceleration and yaw rate of the vehicle are detected so that they are below a predetermined value, that is, the stability of the vehicle body can be ensured. Side slip prevention (VSC) control for controlling the braking force of each wheel is performed in accordance with the traveling condition.

  In step S130, a calculation is performed to convert the value of the braking request from other braking request generation means (ECU) including the congestion follow-up control ECU 71 into a hydraulic pressure corresponding to the braking pressure to be generated on the wheel. In the following, the value of the braking request indicated by the braking request signal is referred to as an ECU request value because it is a braking request value or a value output by each ECU of the braking request generating means 7.

  That is, when the deceleration is issued as the braking request value, it is converted into the hydraulic pressure P [MPa] using a conversion coefficient of 1 G = 10 MPa, for example. Further, when a braking distance (for example, 24.5 m) is output as a required braking value, the vehicle speed (for example, 9.8 m / s≈35 km / h) at that time and the target braking distance (24.5 m) are used. The required deceleration (0.2 G) is calculated and converted to the hydraulic pressure P (= 2 MPa) using the above conversion coefficient. Hereinafter, the braking pressure and the braking force are used together as terms representing the same magnitude of braking.

  In step S140, automatic brake control is performed based on the calculated braking pressure.

  In step S150, a fail safe check is performed while the ignition is on. That is, the brake control ECU 1, the hydraulic brake device 2, the PKB 3, and other sensors are constantly diagnosed. When a failure is detected, predetermined measures are taken so that the vehicle VL is not in a dangerous state.

  Next, the control flow of the automatic brake of this embodiment in step S140 will be described with reference to FIGS. This flowchart is executed by the brake control ECU 1 every control cycle (for example, 1 ms).

  In step S200, an ECU request value is selected. Specifically, for example, an ECU request value indicating a maximum value is selected from the hydraulic pressure-converted ECU request value output from the other braking request generation means 7 and the request value calculated by the brake control ECU 1 itself.

  In step S210, it is determined whether or not the vehicle is stopped or just before stopped (referred to as a stopped state) based on the wheel speed, which is one piece of information representing the traveling state. If not, the process proceeds to step S220. The process proceeds to step S300.

  In step S220, it is determined whether or not the hydraulic brake device 2 is normal from the results of the initial check and failsafe check. If YES, the process proceeds to step S290, and if NO, the process proceeds to step S230.

  In step S230, it is determined whether or not PKB3 is normal. If NO, the process proceeds to step S280, and if YES, the process proceeds to step S240.

  In step S240, since the hydraulic brake device 2 is abnormal and the PKB 3 is normal, the control of the hydraulic brake device 2 is prohibited, that is, the first operation signal is set to the non-operating state (each part drive current = 0), and then the step In S250, the brake control ECU 1 sets a drive duty that becomes the required braking force that is the ECU required value selected in Step S200, as the braking force that is the target of the PKB 3.

  In step S260, it is determined whether the braking force generated by PKB3 is equal to the set target braking force. This is determined by detecting that the motor 31 has been locked, that is, the motor current has stopped increasing, or that the rotation of the motor 31 has stopped. If they are not equal, this routine is repeated until they are equal. If they are equal, the routine proceeds to step S270 and the control of PKB3 is terminated. When the control of the PKB 3 is completed, the driving force of the motor 31 becomes zero, but the tension of the cable 38, that is, the braking force is maintained as it is by the frictional force between the worm gear 32 and the worm wheel 33.

  If it is determined in step S230 that PKB3 is also abnormal, in step S280, the brake control ECU 1 prohibits both the hydraulic brake device 2 and PKB3 from being controlled, that is, all the first operation signals to the hydraulic brake device 2 are deactivated. And the second activation signal to PKB3 is deactivated.

  On the other hand, if it is determined in step S220 that the hydraulic brake device 2 is normal, in step S290, the target braking pressure to be generated by the hydraulic brake device 2 is the required braking force (braking hydraulic pressure) that is the ECU required value selected in step S200. The hydraulic brake device 2 is pressure-controlled by the pressure increasing or depressurizing process so as to achieve the set target braking force.

  Next, the case where the vehicle is determined to be stopped in step S210 will be described with reference to FIG. In step 300, it is determined whether or not PKB3 is normal. If it is not normal, the process proceeds to step S360. If it is normal, in step S310, the ECU selected as the target braking force for PKB3 is the same as in step S250. Set the drive duty to be the required braking force that is the required value.

  Next, in step S320, it is determined whether or not the braking force generated by PKB3 is equal to the set target braking force in the same manner as in step S260. If not equal, this routine is repeated until they are equal. The process proceeds to step S330 and the control of PKB3 is terminated. If the target braking force set in step S310 is greater than the maximum generated braking force of PKB3, this process ends when the generated braking force of PKB3 reaches the maximum value, and the process proceeds to step S330.

  Thereafter, in step S340, it is determined from the detected value of the hydraulic sensor 19 whether the braking pressure of the hydraulic brake device 2 has become 0. If YES, the control of the hydraulic brake device 2 is terminated in step S400. If NO, Since the braking pressure from the hydraulic brake device 2 remains, the process proceeds to step S350 in order to reduce it to zero.

  In step S350, the target braking pressure of the hydraulic brake device 2 is reset by lowering the predetermined value α, and the generated braking pressure is gradually lowered to 0 by repeating the above loop.

  If it is determined in step S360 that the hydraulic brake device 2 is normal, PKB3 is abnormal, and control of PKB3 is prohibited in step S370.

  Next, in step S380, it is determined whether or not the control time of the hydraulic brake device 2, for example, the continuous energization time to the solenoid of each control valve of the hydraulic brake device 2 has exceeded the threshold value T. The threshold value T is given in advance as a value smaller than the continuous energization time of the solenoid determined by design in consideration of heat generation. If the result of determination is NO, the process proceeds to step S390, the same processing as in step S290 is performed, and if YES, hydraulic brake control is terminated in step S400.

  If the result of determination in step S360 is NO, both PKB3 and hydraulic brake device 2 are not normal, and control of both is prohibited in step S410.

  A control example of the automatic brake of the present embodiment based on the above control flow will be described with reference to FIG.

  As an example, a case where a braking request, that is, an ECU request value is output only from the traffic jam tracking control ECU 71 is shown.

  After selecting the ECU required value from the congestion follow-up control ECU 71 in step S200, the vehicle is traveling, so the process proceeds from step S210 to step S220. If the hydraulic brake device 2 is normal, the target is set in the hydraulic brake device 2 in step S290. Control pressure is set. In response to this, the pressure increasing process and the pressure reducing process in the automatic brake control described above are executed by the hydraulic brake device 2 to generate a braking pressure in each W / C 41. Thereafter, this process is repeated every predetermined time, and a target braking pressure is generated with a target time gradient according to the ECU required value. This control is performed in the section of A: deceleration braking in FIG.

  Next, an example of shockless control that reduces the braking force for a moment in order to reduce a shock just before the vehicle stops will be described. When braking control for stopping is performed by the hydraulic brake device 2, the congestion follow-up control ECU 71 outputs an ECU request value that increases the target braking pressure after decreasing it for a moment. Thereby, the brake control ECU 1 controls the hydraulic brake device 2 so as to decrease the target braking force for a moment immediately before stopping. As in the case of the deceleration braking described above, this control is performed in the order of steps S200 → S220 → S290 in FIGS. 5 and 6, and in FIG. .

  After stopping, stop holding braking is performed to stop and hold the vehicle until the vehicle ahead starts (section C in FIG. 8). This requires switching from the hydraulic brake device 2 to the PKB 3 because it is necessary to hold the vehicle for a long time, and is controlled by the following procedure.

  In step S200, the required braking force (converted value) that is the ECU required value of the traffic jam follow-up control ECU 71 is selected, and since the vehicle is in a stopped state, the process proceeds from step S210 to step S300, and it is determined that PKB3 is normal. In step S310, the target braking force applied to PKB3 is set to the selected value. Thereafter, the control of the PKB 3 is finished in step S320 → step S330, and the braking force is maintained, while it is determined in step S340 whether or not the braking pressure of the hydraulic brake device 2 remains. The target braking pressure of the hydraulic brake device 2 is set so as to be gradually lowered, and finally the control of the hydraulic brake device 2 is terminated when the generated braking pressure of the hydraulic brake device 2 becomes 0 in step S340 → step S400. . Thereby, the braking force of each wheel is generated by completely switching from the hydraulic brake device 2 to the PKB 3.

  Note that C: If PKB3 is determined to be abnormal in step S300 during stop holding control, it is determined in step S360 whether alternative control is possible with hydraulic brake device 2, and if possible, control of PKB3 is prohibited in step S370. Is done. Since the hydraulic brake device 2 is not good at maintaining the braking force for a long time, the operation time of the hydraulic brake device 2 is evaluated in step S380, and if the operation time is sufficient, the target braking force of the hydraulic brake device 2 is determined in step S390. A new setting is made and the braking force is maintained after stopping. However, when the predetermined time T has elapsed, the control of the hydraulic brake device 2 is terminated in step S400.

  Further, when the time elapses and the own vehicle starts with the start of the preceding vehicle, the braking force reduction control, that is, the removal for the start is performed. For this purpose, the braking force by the PKB 3 is released in the following procedure. In step S200, the ECU required value of the follow-up control ECU 71 is selected. Since this is a removal at the time of start, this ECU request value is given as a target braking force for reducing the braking pressure to 0 with a predetermined gradient. Since the vehicle is in a stopped state, the process proceeds from step S210 to step S300 to step S310, the target braking force of PKB3 is set to the ECU required value, and PKB3 is controlled until the target braking force is reached in step S320. When the generated braking force calculated from the detected rotation amount of the motor 31 or the gear mechanism becomes 0, which is the target braking force at the time of starting as described above, the control of PKB3 ends in step S330, and the control by PKB3 is completed. The power becomes 0 and is released. In this case, since there is no braking force of the hydraulic brake device 2, the process proceeds from step S340 to step S400. As described above, control is performed as in section D in FIG.

  By the way, the selection of the ECU required value in step S200 can be performed by a procedure as shown in FIG.

  The ECU request value output from each ECU 71, 72,... To the in-vehicle LAN bus 6 is, for example, if the most significant bit is 0, the lower bit represents the braking pattern number j, and if the most significant bit is 1, The communication data format is defined such that the lower bit is the braking request value (braking pressure) itself. As the braking pattern PN, several types of patterns are prepared in advance as a time function as shown in FIG. In FIG. 10, the vertical axis represents the braking force, and PN (j, t) represents that pattern numbers j = 1, 2, and 3 are functions of time t. PN (1, t) decreases the braking force for a short time after holding the predetermined braking force (removes), increases the braking force again and holds it, and then decreases the braking force to 0 with a predetermined gradient. It is a braking pattern. PN (2, t) is a braking pattern in which the braking force is increased from 0 at a predetermined gradient, held for a predetermined time, and then decreased to 0 at the predetermined gradient. PN (3, t) is a braking pattern in which a braking force is raised at a predetermined gradient, held for a short time, and reduced to 0 at a predetermined gradient, for example, repeated three times over time. This braking pattern is used when, for example, the driver is awakened in response to a braking request from the dozing prevention ECU 73.

  In FIG. 9, in step S500, the system number i for identifying each ECU is incremented. In step S510, it is determined whether or not the most significant bit of the requested value of the system number i is 0. If it is not 0, the control time t of the automatic brake is reset to 0 in step S520, and the converted braking pressure itself as the ECU required value is input in step S530 to be d (i).

  On the other hand, if it is determined as 0 in step S510, the braking pattern number j represented by the lower bits of the ECU request value is input in step S540, and the control time t is incremented by a value corresponding to the control period in step S550 (see FIG. 9 is expressed as t = t + 1), and ECU request value d (i) is set to PN (j, t) in step S560.

  In step S570, it is determined whether the system number i has reached the total number N of ECUs constituting the braking request generating means. If NO, the process returns to step S500. If YES, i is reset in step S580, and in step S590. The maximum value is selected from ECU request values d (1), d (2),..., D (i) as braking requests, and this routine is terminated.

  Next, a control example of the automatic brake according to the present embodiment when there are a plurality of braking requests will be described.

  FIG. 11 shows an example in which the driver depresses the normal brake pedal at point a, switches to emergency brake (increases pedaling force) to avoid collision with an obstacle at point b, and further, the inter-vehicle distance control ECU at point c A situation is shown in which a braking request is issued according to the distance between the vehicle and the obstacle. Thereafter, a collision with an obstacle occurs at the point e, the driver releases the brake pedal operation at the point f, and the braking force is generated by the PKB 3 at the point g.

  In this example, the target braking force setting of the hydraulic brake device 2 by the brake control ECU 1 based on normal brake pedal operation is one form of the braking request signal by the braking request generating means of the present invention.

  From the point a to the point b, the target braking force calculated by the brake control ECU 1 based on the brake pedal depression force is selected as the ECU required value in step S200, and the process proceeds from step S210 to step S220 to step S290 to be selected by the hydraulic brake device 2. The generated target braking force is controlled. If it is determined that the driver's brake pedal operation performed for obstacle avoidance at point b is sufficiently fast, the brake control ECU 1 enters the BA control mode and needs to generate a highly responsive braking force. The target braking force of the brake device 2 is increased (from the broken line to the solid line in the figure). During this time, the braking request is only from the brake control ECU 1, and the control proceeds in the above-described flow.

  At point c, since control with a high response and a high braking force is necessary so that a collision with an obstacle does not occur, the inter-vehicle control ECU 72 determines a braking request signal for the hydraulic brake device 2 according to the distance and relative speed with the obstacle. When (required braking force) is output, arbitration and selection of a plurality of ECU request values are performed in step S200. Since the ECU required value (required braking force) of the brake control ECU 1 is large from the point c to the point d, this is selected. After the point d, since the ECU required value (required braking force) of the inter-vehicle control ECU 72 becomes larger, the ECU required value (required braking force) of the inter-vehicle control ECU 72 is selected in step S200.

  Even if a collision with an obstacle occurs at point e, and the driver's foot leaves the brake pedal at point f immediately after that, the required braking force of the brake control ECU 1 becomes zero, and the inter-vehicle control ECU 72 performs control. In order to continue, the required braking force for the hydraulic brake device 2 is output as it is. During this time, the output of the inter-vehicle control ECU 72 is selected as the ECU request value in step S200, and based on this (when the vehicle has not stopped yet), the braking force is generated in the hydraulic brake device 2 by the processing of step S210 → step S290. is doing.

  When the vehicle stops at the point g after the point f has elapsed, it is determined whether or not the PKB 3 is normal by the processing from step S210 to step S300, and if it is normal, the request control of the inter-vehicle control ECU 72 that is the selected value in step S310. The target braking force of PKB3 is set by the power, and the generated braking force of PKB3 is compared with the requested target braking force in step S320, and if not equal, this process is repeated and is equal or the maximum generated braking force of PKB3. In step S330, the control of PKB3 ends (point h), and the generated braking force of PKB3 is maintained. Since the vehicle has already stopped after point h, the inter-vehicle control ECU 72 changes the required braking force to a value at least near the maximum generated braking force of PKB3.

  When the control of the PKB 3 is completed at the point h, it is determined in step S340 whether the generated braking force of the hydraulic brake device 2 remains (W / C pressure is not 0). The target braking force of the hydraulic brake device 2 is set to decrease by a predetermined pressure α every (control cycle), and the control of the hydraulic brake device 2 is terminated by the processing of step S340 → step S400 (point j). After the j point, the vehicle is stopped and held by the braking force generated by the PKB 3 whose control has ended.

  As described above, according to the automatic brake device of the present embodiment, the hydraulic brake device 2 having a high response and a high braking force and the PKB 3 capable of holding a braking force for a long time are automatically switched according to the traveling state. Or, it can be operated simultaneously to generate or release braking force on each wheel.

  Each brake request generating means outputs a brake request signal according to the running state of the vehicle, and based on the brake request signal, the brake control ECU 1 sets the hydraulic brake device 2 as the first brake means and the PKB 3 as the second brake means. Since the first and second actuating signals to be driven are output, the braking force can be removed immediately before the vehicle stops to eliminate the shock just before stopping, and the hydraulic brake device 2 is used to hold the stop after stopping. Can be gradually changed from the first braking force by the second braking force by PKB3. In this case, even if the stop holding time is long, the braking force can be generated even in the non-operating state by the PKB 3, and there is no problem such as heat generation due to energization in the brake device.

  Further, according to the automatic brake device of the present embodiment, when a braking request signal is output from each of the plurality of braking request generating means 7, the brake control ECU 1 selects a braking request signal having a large magnitude of the braking request, Since the hydraulic brake device 2 or the PKB 3 is operated based on the braking request signal, an appropriate braking method corresponding to the traveling state can be realized.

(Other embodiments)
(1) In the above embodiment, in step S200, the ECU request value output from each ECU 71, 72,... Is selected as the maximum braking pressure converted into hydraulic pressure. In other words, the importance (or priority) of each ECU is the same, and the ECU request value is selected only by the magnitude of the request value itself. However, the present invention is not limited to this, and for example, each ECU may be given importance, and this importance may be reflected in the ECU request value.

For example, when the importance levels of the ECU-A, ECU-B, and ECU-C are 1.0, 1.2, and 1.1, the ECU request values (hydraulic conversion values) are 5 MPa, 3 MPa, In the case of 4.8 MPa, Equation 1 is obtained by multiplying each ECU requirement value by each importance.
"Formula 1"
ECU-A: 1.0 × 5 = 5 MPa
ECU-B: 1.2 × 3 = 3.6 MPa
ECU-C: 1.1 × 4.8 = 5.28 MPa
Therefore, since the ECU-C is the largest among the three, in step S200, 4.8 MPa of the ECU-C can be selected as the ECU required value.

  As described above, if the importance (priority) is set for each ECU of the braking request generation means, even if the ECU requirement value is small, it can be selected with priority if the importance is high.

  (2) When the selection of a braking request issued from an ECU with a different braking request generation means is changed, if the change in the required braking force is large, if the change is applied to the hydraulic brake device 2 as a target braking force, the braking request The shock of the braking force change at the time of the change is transmitted to the vehicle body and the occupant, which makes the occupant feel uncomfortable. Therefore, the above problem can be solved by the brake control ECU 1 performing the following connection control process.

  FIG. 12 is a flowchart of connection control. This is executed in step S290 or step S390 in FIGS. The process of this flow is repeated every control cycle.

  In step S700, whether or not the connection control is being performed is determined based on the presence or absence of the connection control flag. If the connection control is being performed, the process proceeds to step S730. If the connection control is not being performed, it is determined in step S710 whether the braking request generating means ECU that has issued the braking request has been switched. The target braking force is set as the ECU required value this time. If there is switching, the connection control flag is set to 1 in step S720, and the process proceeds to step S730.

  In step S730, a change gradient K for changing the target braking force with time is set according to Equation 2.

"Formula 2"
K = K1 × K2 × K3 × K4 × K5 × K6 × Korg
Here, Korg is a reference gradient preset as a rate of change with respect to unit time. K1 to K6 are gradient coefficients illustrated in FIG. 13, and are set as follows.

  K1 is a gradient coefficient that increases from 1 according to the degree of urgency, assuming that the converted hydraulic pressure as the required braking force corresponds to the magnitude of the degree of urgency.

  K2 is a gradient coefficient that decreases from 1 according to the absolute value of the difference between the braking request value in the previous control cycle and the current braking request value.

  K3 represents a gradient coefficient that is set to increase from a value less than 1 to a value greater than 1 according to the system importance of another ECU that issues a braking request.

  K4 is a gradient coefficient that increases from a value less than 1 to a value greater than 1 depending on the vehicle speed.

  K5 is, for example, a gradient coefficient that increases from a value less than 1 to 1 in accordance with a road friction coefficient (road surface μ) calculated from a slip ratio obtained based on a difference between the vehicle speed and the wheel speed.

  K6 is a gradient coefficient that increases from 1 in accordance with the loaded load (vehicle weight).

  The change gradient determined by Expression 2 is obtained by correcting the reference gradient Korg with a coefficient (a value in the vicinity of 1) in consideration of the various factors K1 to K6 as described above.

  In step S740, it is determined whether or not the difference (absolute value) between the previous ECU request value and the current request value is greater than the change gradient K. If not, the process proceeds to step S780 because the change is small. If so, the process proceeds to step S750.

  In step S750, it is determined whether or not the value obtained by subtracting the current ECU request value (braking pressure) from the previous ECU request value (braking pressure) is positive. If YES, that is, if the current value is lower than the previous value, step S750 is performed. The process proceeds to S760, and if NO, that is, if it increases, the process proceeds to Step S770.

  In step S760, a corrected value obtained by subtracting the change gradient K from the target braking pressure, which is the previous ECU request value, is set as a new target braking pressure. Set the target braking pressure.

  As described above, if the change is small, the ECU request value is not corrected according to the magnitude of the change in the ECU request value. If the change is larger (than the change gradient K), the ECU request value is corrected by the change gradient K. Thus, it is possible to gradually converge to a new ECU required value.

  (3) In the above embodiment, the hydraulic brake device 2 as shown in FIG. 2 is used as the first brake means. However, the present invention is not limited to this. For example, JP 2000-264186A and JP 2002-104152A. The automatic brake control similar to that in the above embodiment can also be performed by the electric brake device 200 disclosed in the publication. The structure will be briefly described below.

  The electric brake device 200 is provided for each of the wheels 4FR, 4FL, 4RR, 4RL, and FIG. 14 shows a cross-sectional structure of the electric brake device 200 for one wheel.

  The electric brake device 200 is configured to brake the brake disc 201 with a brake caliper 42. The brake caliper 42 is a floating type, and includes a movable-side inner friction material 202a and a fixed-side outer friction material 202b. A pressure member 203 is disposed behind the inner friction material 202a so as to be movable in the axial direction. When the pressing member 203 moves in the direction of the inner friction material 202a by a predetermined amount, the pressure member 203 comes into contact with the back surface of the inner friction material 202a on the front surface thereof. An electric motor 204 is disposed behind the pressure member 203. The pressure member 203 and the electric motor 204 are arranged coaxially and parallel to the moving direction of the friction material, and are connected to each other by a ball screw 205 as a rotation / straight motion conversion mechanism.

  A housing 206 of the electric motor 204 is provided integrally with the brake caliper 42. A stator 207 of the electric motor 204 is fixed inside the housing 206 and includes a metallic core 208 and a coil 209 wound around the core 208. Further, a permanent magnet 210 is arranged facing the stator 207 at a minute interval. The permanent magnet 210 is fixed to the nut 211 of the ball screw 205 and constitutes the rotor of the electric motor 204 together with the nut 211.

  The nut 211 has a cylindrical shape having a through hole, and is supported by the small diameter portion supported by the housing 206 via the radial bearing 212 and the brake caliper 42 via the radial thrust bearing 213 and supported so as not to move in the axial direction. A large diameter portion. A permanent magnet 210 in which N poles and S poles are alternately arranged at equal intervals is fixed to the outer peripheral portion between the large diameter portion and the small diameter portion of the nut 211. A ball groove 215 for holding a plurality of balls 214 of the ball screw 205 is formed on the inner peripheral surface of the nut 211.

  A screw shaft 216 that penetrates the inside of the nut 211 is formed integrally with the pressure member 203, and a ball groove 217 of the ball screw 205 is formed on the outer periphery of the screw shaft 216 so as to have a predetermined lead angle. Yes. Further, a driving force sensor 218 for detecting an actual pressing force with which the pressing member 203 presses the inner friction material 202a is embedded in a surface of the pressing member 203 that contacts the inner friction material 202a.

  With such a configuration, when the nut 211 is rotated forward by the electric motor 204, the screw shaft 216 is moved leftward in FIG. 14 by the action of the ball screw, and the inner friction material 202a in which the pressing member 203 is a braking member. Is pressed toward the brake disc 201 which is a member to be braked. That is, the friction material is pressed against the rotating brake disc 201 by a force obtained by linearly converting the rotational torque of the electric motor 204. At this time, the force pushing the friction material is generated by an operation signal (first operation signal) of the electric motor output from the brake control ECU 1 in accordance with an output of a depression force sensor (not shown) that detects the depression force of the brake pedal 300. Further, the first operation signal is controlled based on the detection signal from the driving force sensor 218 so that the applied pressure becomes a predetermined value.

It is a figure which shows the whole structure of embodiment of this invention. It is a figure which shows the structure of the hydraulic brake device of embodiment of this invention. It is a figure which shows the structure of the electric parking brake of embodiment of this invention. It is a main flowchart which shows the process sequence of brake control ECU of embodiment of this invention. It is a part of flowchart which shows the process sequence of the automatic brake control of embodiment of this invention. It is a part of flowchart which shows the process sequence of the automatic brake control of embodiment of this invention. It is a part of flowchart which shows the process sequence of the automatic brake control of embodiment of this invention. It is a time diagram which shows an example of operation | movement of the automatic brake control of embodiment of this invention. It is a flowchart which shows the other example of ECU request value selection of embodiment of this invention. FIG. 10 is a time diagram illustrating some examples of braking patterns in FIG. 9. It is a time line figure showing an example of operation of automatic brake control when there is a braking demand from a plurality of braking demand ECUs in an embodiment of the present invention. It is a flowchart which shows the process sequence of the connection control in embodiment of this invention. It is a figure which shows the example of the gradient coefficient which determines the change gradient K in FIG. It is a figure which shows the structure of the electric brake device as another example of the 1st brake means of embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Brake control ECU, 2 ... Hydraulic brake device (2nd brake means),
3 ... PKB (second brake means), 4FR, FL, RR, RL ... wheels,
5 ... wheel speed sensor, 6 ... in-vehicle LAN bus, 7 ... braking request output means,
71 ... Congestion tracking control ECU, 72 ... Inter-vehicle distance control ECU,
73 ... Sleeping prevention ECU, 74 ... Emergency vehicle stop ECU,
75 ... Airbag control ECU, 76 ... Parking assist ECU,
8 ... Various sensor groups, 9 ... Alarm / lamp means,
10 ... M / C, 11, 21 ... Piping system, 12, 22 ... Pressure reducing piping,
13, 23 ... Suction piping, 14, 24 ... Pressure increase control valve, 15, 25 ... Pressure reduction control valve,
16, 26 ... Reservoir, 17, 27 ... Pump, 18, 28 ... Master cut valve,
19, 29, 30 ... pressure sensor, 20 ... motor,
41 ... W / C, 42 ... Brake caliper,
31 ... motor, 32 ... worm gear, 33 ... worm wheel,
34, 35 ... spur gear, 36 ... wire winding part, 37 ... rotating shaft,
38 ... Brake wire, 39 ... Branching part,
200 ... electric brake device, 201 ... brake disc, 202 ... friction material,
203 ... Pressure member, 204 ... Electric motor, 205 ... Ball screw,
206 ... Housing, 207 ... Stator, 208 ... Core, 209 ... Coil,
210 ... permanent magnet, 211 ... nut, 212 ... radial bearing,
213 ... Radial thrust bearing, 214 ... Ball,
215, 217 ... ball groove, 216 ... screw shaft, 218 ... driving force sensor,
300 ... Brake pedal.

Claims (14)

First braking means for generating a first braking force on each wheel of the vehicle based on the first actuation signal, and the first braking force changing to 0 when the generation of the first actuation signal is released;
Based on the second actuation signal, a second braking force is generated on at least some of the wheels of the vehicle, and when the second actuation signal is released, the second braking force is applied to the second actuation signal. Second brake means for maintaining the value in the operating state based on the second operating signal before the release of the generation;
Braking request output means for outputting a braking request signal according to the running state of the vehicle;
A brake control ECU that switches the generation of the first operation signal and the second operation signal in response to the braking request signal or outputs them simultaneously.
The brake control ECU operates the first brake means when it is determined that high response braking is necessary based on the braking request signal, and the second brake when it determines that it is necessary to maintain braking for a long time. An automatic brake device characterized by operating the means. First braking means for generating a first braking force on each wheel of the vehicle based on the first actuation signal, and the first braking force changing to 0 when the generation of the first actuation signal is released;
Based on the second actuation signal, a second braking force is generated on at least some of the wheels of the vehicle, and when the second actuation signal is released, the second braking force is applied to the second actuation signal. Second brake means for maintaining the value in the operating state based on the second operating signal before the release of the generation;
Braking request output means for outputting a braking request signal according to the running state of the vehicle;
A brake control ECU that switches the generation of the first operation signal and the second operation signal in response to the braking request signal or outputs them simultaneously.
The braking request output means comprises a plurality of braking request output means for outputting a braking request signal.
The brake control ECU is configured to output a braking request output unit that outputs a maximum value of a request value that represents the magnitude of the braking request signal when the braking request signal is output from each of the plurality of braking request output units. An automatic brake device, wherein the first or / and second operation signal is output based on the selected braking request signal. First braking means for generating a first braking force on each wheel of the vehicle based on the first actuation signal, and the first braking force changing to 0 when the generation of the first actuation signal is released;
Based on the second actuation signal, a second braking force is generated on at least some of the wheels of the vehicle, and when the second actuation signal is released, the second braking force is applied to the second actuation signal. Second brake means for maintaining the value in the operating state based on the second operating signal before the release of the generation;
Braking request output means for outputting a braking request signal according to the running state of the vehicle;
A brake control ECU that switches the generation of the first operation signal and the second operation signal in response to the braking request signal or outputs them simultaneously.
The braking request output means comprises a plurality of braking request output means for outputting a braking request signal.
When the brake request signal is output from each of the plurality of brake request output means, the brake control ECU is configured so that each of the important brake request output means is preset to a request value representing the magnitude of the brake request signal. Selecting a braking request signal of the braking request output means that outputs the largest value multiplied by the degree, and outputting the first or / and second operation signal based on the selected braking request signal. Automatic brake device featuring. The braking request output means comprises a plurality of braking request output means for outputting a braking request signal.
The brake control ECU, when the brake request signal is output from each of the plurality of brake request means, outputs another brake request output means from the operation signal generated based on the brake request signal from one brake request output means. The automatic brake device according to any one of claims 1 to 3, wherein a connection control is performed in which an operation signal generated based on a braking request signal from the vehicle is output with a predetermined time gradient. First braking means for generating a first braking force on each wheel of the vehicle based on the first actuation signal, and the first braking force changing to 0 when the generation of the first actuation signal is released;
Based on the second actuation signal, a second braking force is generated on at least some of the wheels of the vehicle, and when the second actuation signal is released, the second braking force is applied to the second actuation signal. Second brake means for maintaining the value in the operating state based on the second operating signal before the release of the generation;
Braking request output means for outputting a braking request signal according to the running state of the vehicle;
A brake control ECU that switches the generation of the first operation signal and the second operation signal in response to the braking request signal or outputs them simultaneously.
The braking request output means comprises a plurality of braking request output means for outputting a braking request signal.
The brake control ECU, when the brake request signal is output from each of the plurality of brake request means, outputs another brake request output means from the operation signal generated based on the brake request signal from one brake request output means. An automatic brake device characterized by performing connection control for changing and outputting an operation signal generated based on a braking request signal from a predetermined time gradient.   The time gradient is determined based on at least one of the urgent level of the braking request signal, the difference between the values of the braking request signal before and after switching, the importance of the braking request output means, and the state of the vehicle. The automatic brake device according to claim 4 or 5.   The automatic brake device according to claim 4 or 5, wherein the brake control ECU changes a time gradient in the connection control according to a traveling state of the vehicle.   8. The automatic brake device according to claim 7, wherein the traveling state of the vehicle is at least one of a vehicle speed, a road surface friction coefficient, and a vehicle load.   The said 1st brake means pressurizes a friction material with the hydraulic pressure controlled based on a said 1st operation signal, The said 1st braking force is generate | occur | produced in any one of Claim 1 thru | or 8 characterized by the above-mentioned. The automatic brake device described.   The first brake means pressurizes a friction material with a linear power that is converted from a torque of an electric motor controlled based on the first operation signal into a linear motion to generate the first braking force. The automatic brake device according to any one of claims 1 to 8.   The second brake means pressurizes the friction material by the torque of the electric motor controlled based on the second operation signal to generate the second braking force, and the second operation signal is changed to a non-operation state. The automatic brake device according to any one of claims 1 to 10, which is an electric parking brake that sometimes holds the second braking force.   12. The brake request signal according to claim 1, wherein the brake request signal corresponds to at least one of deceleration, braking distance and braking time of the vehicle, or braking pressure of each wheel. Brake device described in 1.   The brake request signal is given as a predetermined pattern in which at least one of a deceleration, a braking distance and a braking time of the vehicle, or a braking pressure of each wheel is changed over time. 12. The automatic brake device according to 12.   The brake control ECU determines whether the vehicle is running as a running state or just before stopping or stopping. The brake control ECU mainly gives the first operation signal while driving or the second operation signal when just stopping or stopping. The automatic brake device according to any one of claims 1 to 13, wherein the automatic brake device performs switching and outputs.

Images