JP2009184385A - Brake control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake control system capable of enhancing the fuel economy while taking into consideration the maintenance of the braking response and the operational performance. <P>SOLUTION: A braking schedule acquisition unit 30 of the brake control system forcibly separates a disk rotor and a brake pad which are in a usually dragging state via a drag avoidance control unit 34 from each other when the predetermined conditions are ready and it is estimated that a traveling vehicle has not braking schedule, and avoids the dragging state. It enhances the fuel economy during the travel without any braking schedule, for example, during the constant-speed cruising travel. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a brake control system, and more particularly to a brake control system capable of improving fuel consumption.

  One brake device that brakes a vehicle is a disc brake. This disc brake is composed of a disc rotor and a caliper that rotate together with the wheels. The caliper has a housing portion that forms an outer shape and functions as a cylinder. The housing portion includes a piston and a pair of brake pads arranged with a disc rotor interposed therebetween. Then, by introducing hydraulic pressure between the housing portion and the piston, the brake pad is pressed against the disc rotor, and the disc rotor is gripped by the pair of brake pads to ensure the braking force.

  Since the disc rotor rotates together with the wheels when the vehicle travels, a gap is basically formed between the disc rotor and the brake pad. As described above, the disc brake ensures the braking force by the sliding friction when the brake pad is pressed against the disc rotor. Therefore, if moisture such as rain or snow enters between the disc rotor and the brake pad, the frictional force at the initial pressing stage may be reduced, and the braking force may be delayed at the initial stage of the braking operation and the brake feeling may be reduced. . Also, if there is a gap between the disc rotor and the brake pad, the brake pedal stroke that is operated when the driver makes a braking request will be longer by the gap, and there will be frequent braking operations. This may be a factor that increases driver fatigue.

Therefore, there is a case where the brake tuning is performed such that the disc rotor and the brake pad are slightly in contact with each other in a standard road condition to be dragged. By performing such brake tuning, water and snow can be prevented from entering between the disc rotor and the brake pad, and a desired braking force that is not affected by a decrease in frictional force can be obtained from the initial stage of the braking operation. I am doing so. Moreover, since the stroke of the brake pedal can be reduced, it can contribute to the driver's fatigue suppression. In addition, the brake device which considers a driver | operator's fatigue suppression is also developed (for example, refer patent document 1).
JP 2000-158773 A

  When performing brake tuning as described above, the brake feeling at the beginning of braking can be reduced and the driver's fatigue can be suppressed.However, since the brake pads are always dragged, the disc rotor can be used even during normal running during non-braking operation. Rolling resistance is generated between the brake pads and fuel consumption is reduced. The drag accompanying the brake tuning is negligible, does not significantly affect the actual running, and is effective in improving braking response and operability. However, in recent years, environmentally friendly automobiles have been actively developed, and improvement in fuel efficiency is strongly desired along with improvement in braking response and operability.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a brake control system capable of improving fuel efficiency while considering maintenance of braking response and maintenance of operation performance.

  In order to solve the above-described problem, in one aspect of the present invention, a braking preparation posture is formed in a dragged state in which the disk rotor and the brake pad are in contact, and the brake pad is pressed against the disk rotor during a braking operation to thereby apply a braking force. A brake caliper that generates a brake, a brake schedule acquisition unit that acquires information indicating whether or not the vehicle being driven is scheduled to be braked, and the brake pad is separated from the disk rotor when it can be considered that the brake is not scheduled. And drag avoiding means for shifting from the braking preparation posture to the non-preparation posture.

  Here, the situation where there is no plan to brake is a situation where the vehicle can travel on a constant speed cruise, for example, and may be traveling on an automobile-only road without traffic jams. In this case, there are few opportunities to avoid other cars, pedestrians, etc., and it can be considered that braking operation is few. According to this aspect, since the drag avoiding means shifts from the brake preparation posture with the brake pad dragging to the non-preparation posture without the drag, it is possible to suppress the occurrence of rolling resistance between the disc rotor and the brake pad. Can improve fuel efficiency.

  Further, in the above aspect, the braking schedule acquisition unit operates at least the road information, the traffic volume information, and the weather information, and operates the drag avoiding unit as if there is no braking schedule when each information satisfies a set condition. You may make it make it. The conditions set in the road information include, for example, whether the road is an automobile-only road, whether the exit of the automobile-only road is within a predetermined distance, for example, within 500 m, For example, the service area may be within a predetermined distance, for example, within 500 m. Such information can be acquired from, for example, a navigation system. In addition, the condition set in the traffic information can be, for example, whether or not another vehicle exists within a predetermined distance ahead of the host vehicle, for example, within 100 m. This information can be acquired by, for example, an in-vehicle radar or an in-vehicle camera. The conditions set in the weather information can be, for example, whether or not the vehicle is in an environment where it receives rain, snow, or equivalent moisture. Such information can be acquired by, for example, a vehicle-mounted rain / snow sensor or humidity sensor. According to this aspect, by referring to at least the road information, the traffic volume information, and the weather information, it is possible to accurately detect whether or not the vehicle is scheduled to be braked, and to set the brake pad in an unprepared posture. Can be properly migrated.

  In the above aspect, the drag avoiding unit may include a return unit that returns the brake pad that has shifted to the non-preparation posture to the braking preparation posture. According to this aspect, the drag avoiding means can immediately return the brake pad to the braking preparation posture when the driving state scheduled to be braked is reached, so that when an actual braking request is made, a response is made. Can achieve good braking.

  According to the brake control system of the present invention, it is possible to improve fuel efficiency while considering maintenance of braking response and maintenance of operation performance.

  Hereinafter, an embodiment of the present invention (hereinafter referred to as an embodiment) will be described with reference to the drawings.

  The brake control system according to the present embodiment includes a disc rotor and a brake pad that are normally dragged when it is considered that a vehicle that is traveling under a certain condition has no scheduled braking or a relatively low possibility of braking. Are forcibly separated to avoid dragging. As a result, fuel consumption is improved when traveling without a braking schedule, for example, during constant speed cruise traveling.

  FIG. 1 is a conceptual diagram for conceptually explaining the configuration of a vehicle 10 equipped with the brake control system of the present embodiment. In FIG. 1, only the configuration related to the brake control system of the present embodiment is described, and other configurations are omitted.

  The brake control system of this embodiment mounted on the vehicle 10 is mainly configured by an electronic control unit (hereinafter referred to as ECU) 12 that controls the system. Connected to the ECU 12 is a hydraulic actuator 16 that controls the hydraulic pressure of the brake fluid in accordance with the amount of operation of the brake pedal 14 operated by the driver. The hydraulic actuator 16 applies a hydraulic pressure according to a braking request to the caliper 20 of the disc brake device provided in each wheel 18 to generate a desired braking force.

  The configuration of the caliper 20 will be described later in detail with reference to the drawings. The caliper 20 includes a pair of brake pads that grip a disk rotor that rotates together with the wheels 18 in the thickness direction. When braking is requested by operating the brake pedal 14 or the like, the brake fluid flows into the caliper 20 to drive the piston, thereby pressing the brake pad against the disc rotor to generate a braking force. At this time, since braking force is generated by sliding friction caused by contact between the disc rotor and the brake pad, if moisture such as rain or snow enters between the disc rotor and the brake pad, the friction force at the initial pressing stage decreases. The rising of the braking force at the initial stage of the braking operation may be delayed. For this reason, in standard road conditions, brake tuning is performed such that the disc rotor and the brake pad slightly touch and become dragged. Such a posture of the brake pad can be called a braking preparation posture. By performing such brake tuning, water and snow are prevented from entering between the disc rotor and the brake pad, and a desired braking force can be obtained from the initial stage of the braking operation.

  In addition, when the gap between the disc rotor and the brake pad is large, the stroke of the brake pedal 14 that is operated when the driver makes a braking request becomes longer by the gap, and when there is frequent braking operation, This may be one of the causes of increasing the fatigue of a person. On the other hand, when the brake tuning is performed so as to be in the braking preparation posture as described above, the stroke play of the brake pedal 14 is reduced, so that the stroke can be shortened and contributes to the driver's fatigue reduction. it can.

  On the other hand, if the brake tuning is performed so that the braking preparation posture is achieved, the rolling resistance during running increases because the disc rotor and the brake pad are in contact with each other despite the non-braking state. This is one of the causes of fuel consumption deterioration.

  Therefore, the brake control system according to the present embodiment provides the brake preparation with the drag state described above when it is considered that the running vehicle has a predetermined condition and is not scheduled to be braked or has a relatively low possibility of braking. Control is performed to temporarily shift from a posture to an unprepared posture without a drag state. By performing this control, there is no rolling resistance due to contact between the disc rotor and the brake pad, which can contribute to improved fuel consumption. In order to perform this control, the ECU 12 acquires information that serves as a reference for determining whether or not there is a braking schedule while the vehicle 10 is traveling. In the case of the present embodiment, the ECU 12 is connected to a navigation device 24 including a GPS 22, a radar 26, a rainfall / snow sensor 28, and the like, and acquires necessary information from each of them.

  When it can be considered that the vehicle 10 does not brake immediately based on the acquired information, the ECU 12 forcibly separates the brake pad from the disc rotor and shifts to the fuel consumption priority mode. When the running state shifts to a state where there is a possibility of braking, the brake pad is immediately returned to the braking preparation posture. That is, rain or snow is prevented from entering between the disc rotor and the brake pad, and when a braking request is made, the mode is shifted to the braking force priority mode in which a desired braking force can be generated from the initial stage of braking. By returning to the braking preparation posture, the operation stroke can be reduced and the fatigue during the operation can be reduced as compared with the case where the brake pedal 14 is operated in the separated state of the brake pad in the non-preparing posture.

  FIG. 2 is a block diagram illustrating the configuration of the ECU 12 and each sensor and device connected to the ECU 12.

  The ECU 12 includes a braking schedule acquisition unit 30, a condition storage unit 32, a drag avoidance control unit 34, and a brake control unit 36.

  The braking schedule acquisition unit 30 determines whether or not the traveling vehicle 10 has a braking schedule based on various information acquired from the navigation device 24 including the GPS 22, the radar 26, the rain / snow sensor 28, and the like.

  The condition storage unit 32 stores conditions used when the braking schedule acquisition unit 30 determines that there is no braking schedule, that is, conditions that serve as threshold values for determining road information, traffic information, and weather information. Yes. The predetermined conditions set in the road information include, for example, whether the road is an automobile-only road, whether the exit of the automobile-only road is within a predetermined distance, for example, within 500 m, parking on the automobile-only road It may include whether the area or service area is approaching within a predetermined distance, for example, within 500 m. Actual information of the vehicle corresponding to this condition can be acquired from the navigation device 24. Further, the condition set in the traffic information can be, for example, whether or not there is an obstacle including another vehicle within a predetermined distance ahead of the host vehicle, for example, within 100 m. This information can be acquired by the radar 26 using, for example, millimeter waves or infrared rays. Further, based on information acquired by an in-vehicle camera or the like instead of the radar 26, it can be determined whether or not there is another vehicle ahead of the vehicle. The conditions set in the weather information can be, for example, whether or not the vehicle is in an environment where it receives rain, snow, or equivalent moisture. Such information can be determined based on information from the rain / snow / fall sensor 28. Further, instead of the rain / snow sensor 28, it is also possible to detect the ambient humidity of the vehicle 10 with a humidity sensor and determine whether it is raining or snowing.

  The drag avoidance control unit 34 instructs the caliper 20 to avoid a braking preparation posture accompanied by a drag state of the brake pad with respect to the disc rotor when the braking schedule acquisition unit 30 determines that the running vehicle is not scheduled to be braked. Controls the built-in drag avoidance device.

  When the information acquired from the navigation device 24, the radar 26, and the rain / snow sensor 28 satisfies all the conditions stored in the condition storage unit 32, the braking schedule acquisition unit 30 can consider that the traveling vehicle 10 has no braking schedule. Is determined. For example, when the vehicle 10 is traveling on an automobile-dedicated road based on information from the navigation device 24 including the GPS 22, there is no intersection or traffic light, and there are no other vehicles or pedestrians jumping out. It can be determined that it is possible. Even when traveling on an automobile exclusive road, there is a possibility of braking when an exclusive road exit approaches or a service area or parking area approaches. For example, when it is within 500 m in front of the exclusive road exit and 500 m in front of the service area or the parking area, it may be determined that a braking schedule has occurred and the conditions regarding the road information are no longer satisfied.

  Further, based on information from the radar 26, when it can be determined that there is no other vehicle or obstacle ahead of the host vehicle, for example, within 100 m, it can be determined that the possibility of sudden braking is low. That is, it can be determined that the cruise is possible without braking.

  If it can be determined based on information from the rain / snow sensor 28 that no rain or snow is currently falling, it can be determined that the road surface state is stable and cruise traveling is possible without braking. Further, even when a braking operation is performed, the possibility of moisture entering between the disc rotor 40 and the brake pad 42 is low, so the necessity of maintaining a braking preparation posture is reduced. In addition, based on information from VICS or the like, the past road surface condition of the traveling road may be acquired, and information on whether the road surface is wet or snow is present even if there is no current snowfall may be acquired. If the road surface is wet or snowy due to past rain and snow, there is a possibility that moisture may enter between the disc rotor 40 and the brake pad 42 by jumping up or the like. You may make it determine with not satisfy | filling. These determinations can also be made using information from a humidity sensor. Also, it is possible to determine whether or not fog is present based on information from the humidity sensor. If fog is present, there is a possibility of braking, so it is determined that the conditions regarding weather information are not satisfied. It may be.

  When the above-described conditions are met, the braking schedule acquisition unit 30 switches from the braking force priority mode with the braking preparation posture to the fuel consumption priority mode with the non-preparing posture. Further, when any one of the above conditions is not satisfied during traveling, the drag avoidance control unit 34 resets the drag avoidance device so that the brake pad 42 is in a braking preparation posture with respect to the disc rotor 40. Return to become. Even when there is no actual braking request, when any of the above conditions is not satisfied, the brake pad 42 is returned to the braking preparation posture. By performing such control, for example, even when water on the road surface jumps between the disc rotor 40 and the brake pad 42 during the non-preparation posture, moisture is easily removed by the frictional heat generated during the braking preparation posture. can do.

  The brake control unit 36 appropriately controls the hydraulic actuator 16 based on the operation amount of the brake pedal 14 operated by the driver, and generates a braking force requested by the driver by the brake device. In a vehicle equipped with an anti-lock / brake system (ABS), a skid prevention device, etc., information on the behavior and running state of the vehicle 10 is provided to the brake control unit 36 and the hydraulic pressure is independent of the operation of the brake pedal 14. The brake device is controlled so that the actuator 16 is controlled to realize stable traveling.

  3 and 4 are explanatory views for explaining the structure of the floating caliper 20 included in the brake device applicable to the brake control system of this embodiment. FIG. 3 shows the brake pad dragged against the disc rotor. FIG. 4 shows a case where the vehicle is in the drag avoiding state.

  First, the basic configuration and basic operation of the caliper 20 will be described. FIG. 3 is a cross-sectional view of the caliper 20 cut along a plane including the axle. As shown in FIG. 3, the caliper 20 according to the present embodiment is roughly divided into a vehicle body fixing mount 38 that fixes the caliper itself to a vehicle body (not shown), a brake pad 42 that is pressed by the disk rotor 40 and generates a braking force, The cylinder portion 44 drives the brake pad 42. The disk rotor 40 that rotates with the wheels exists between the pair of brake pads 42. The side surfaces 40 a and 40 b of the disk rotor 40 constitute a friction sliding surface, and a pair of brake pads 42 are disposed to face each other with the disk rotor 40 interposed therebetween. The brake pad 42 supports the friction materials 46a and 46b having friction sliding surfaces that are in direct contact with the side surfaces 40a and 40b of the disk rotor 40, and the back side of the friction materials 46a and 46b, that is, the side that does not contact the disk rotor 40. Pad back metal 48a, 48b. Hereinafter, when the left and right friction materials are not distinguished, they are referred to as the friction material 46. Further, when the left and right pad back metal are not distinguished, the pad back metal 48 is described.

  The caliper 20 is attached to the vehicle body side via a vehicle body fixing mount 38 so as to be displaceable in the directions of arrows L and R. A bottomed hole 50 is formed in the cylinder portion 44 of the caliper 20, and a piston 52 is slidably inserted into the hole 50. A port 54 is provided at the bottom of the hole 50 and is connected to a master cylinder (not shown) via a hydraulic pipe. When the driver operates the brake pedal 14, the brake fluid from the master cylinder flows into the port 54 and drives the piston 52. In the case of an electronically controlled brake system, the brake fluid corresponding to the operation amount of the brake pedal 14 is supplied from the accumulator, and the piston 52 is driven.

  When the brake fluid flows into the port 54, the piston 52 slides from the non-operating state shown in FIG. 3 in the direction of the arrow L, that is, the pressing direction of the piston 52, and the friction material 46a is moved to the disc rotor 40 via the pad backing metal 48a. Press against the side surface 40a. When the friction material 46a is pressed against the disc rotor 40, the piston 52 stops sliding. Even after the piston 52 stops sliding, if the brake fluid flows into the port 54, the hydraulic pressure in the hole 50 further increases. As a result, the stopped piston 52 conversely presses the inner surface of the hole 50 in the direction of arrow R, and presses the cylinder housing 44a constituting the cylinder portion 44 in the direction of arrow R. That is, the cylinder housing 44a is displaced in the arrow R direction as the hydraulic pressure increases.

  A claw portion 56 is formed on the non-cylinder forming side of the cylinder housing 44a. As the cylinder housing 44a is displaced in the direction of arrow R, the claw portion 56 causes the friction material 46b to pass through the pad backing metal 48b to the disc rotor 40. The side surface 40b is pressed. Therefore, the disk rotor 40 is pressed and clamped by the pair of friction materials 46a and 46b, and the disk rotor 40 can be braked efficiently.

  The pad back metal 48 that supports the friction material 46 has a pair of guide protrusions on the inlet side and the outlet side with respect to the rotational direction of the disk rotor 40. This guide protrusion is engaged with a torque receiving groove formed on the side of the vehicle body fixing mount 38 in a loosely fitted state. The torque receiving groove functions as a torque receiving surface for braking torque that acts on the brake pad 42 during braking, and also functions as a guide member that guides the moving direction when the brake pad 42 contacts and separates from the disc rotor 40. .

  As described above, the caliper 20 of the present embodiment is prepared for braking in which the brake pad 42 is slightly in contact with the disc rotor 40 in order to stabilize the rising characteristic of the braking force during the braking operation and to reduce the operation load. Brake tuning is performed so as to be in a posture. The surface of the disk rotor 40 and the surface of the friction material 46 of the brake pad 42 originally have unevenness, and uneven wear may occur. Therefore, the tuning to the braking preparation posture can be performed, for example, so that the average value of the gap between the disc rotor 40 and the friction material 46 of the brake pad 42 is about 0.1 mm. In this case, contact occurs in any part of the opposing surfaces of the disk rotor 40 and the friction material 46, and entry of rain or snow can be suppressed. Moreover, even if it has entered, evaporation is promoted by heat generated by sliding friction of the contact portion, and moisture can be easily removed.

  There are various methods for setting the pair of brake pads 42 to the disc rotor 40 in the braking preparation posture as shown in FIG. As described above, the guide protrusion is formed on the pad back metal 48 of the brake pad 42, and this guide protrusion is engaged with the torque receiving groove in a loosely fitted state. Therefore, for example, the brake preparation posture can be formed by slightly moving the piston 52 and moving the brake pad 42 toward the disc rotor 40. In this case, the hydraulic system including the piston 52 serves as the return means. In addition, an elastic member such as a leaf spring may be disposed on the back side of the pad back metal 48 to return the brake pad 42 toward the disk rotor 40 in a steady state so as to form a braking preparation posture.

  As shown in FIG. 3, a drag avoiding device 58 is provided on the vehicle body fixing mount 38 that guides and supports the pad back metal 48. The drag avoiding device 58 has operating elements 58a and 58b that open in the directions of arrows P1 and P2 in FIG. The operating elements 58a and 58b can be operated by a command from the drag avoidance control unit 34 by, for example, motor driving or hydraulic driving. FIG. 4 shows a state where the drag avoiding device 58 is opened and the brake pad 42 is shifted from the braking preparation posture to the non-preparation posture. In the unprepared posture, gaps S <b> 1 and S <b> 2 are formed between the disc rotor 40 and the friction material 46 of the brake pad 42. The gaps S1 and S2 may be in a state where the disk rotor 40 and the friction material 46 do not contact each other. In addition, it is desirable that the set value of the gap between the disc rotor 40 and the friction material 46 is determined in advance by a test or the like in consideration of vibration during traveling, slight eccentricity of the wheels, and the like. Even when the brake pad 42 is in the unprepared posture, when the brake control is performed by the brake control unit 36, it is necessary to quickly press the brake pad 42 against the disc rotor 40. Therefore, the operating elements 58a, 58b of the drag avoiding device 58 incorporate an elastic member such as a spring, and when the piston 52 operates in the direction of the arrow L, or when the claw portion 56 operates in the direction of the arrow R, the operating elements 58a, 58b has a structure which moves in the directions of arrows Q1 and Q2 and does not hinder the operation of the piston 52 and the claw portion 56.

  In addition, when the braking schedule acquisition unit 30 fails to satisfy even one of the conditions for determining that there is no braking schedule and the drag avoidance control unit 34 issues a command to return to the braking preparation posture, the drag avoidance device 58 operates the operating element 58a, 58b is retracted in the directions of arrows Q1 and Q2. The return command of the drag avoidance control unit 34 is also provided to the brake control unit 36. Then, the brake control unit 36 provides brake fluid to the port 54 via the hydraulic actuator 16. As a result of this pre-pressurization, the brake pad 42 returns to the braking preparation posture. The guide protrusions formed on the pad back metal 48 of the brake pad 42 are engaged with the torque receiving grooves. Accordingly, the resistance value of the guide projection and the torque receiving groove is set so that the brake pad 42 is stationary at either the braking ready posture or the non-preparing posture unless the operating force by the drag avoiding device 58 or the piston 52 is applied. It is desirable that it is set. When the brake pad 42 is urged to the braking preparation posture by the elastic member, the braking avoidance device 58 operates when the braking pad 42 is in the non-preparing posture.

  As described above, according to the brake control system of the present embodiment, the brake pad 42 in the normal braking preparation posture is forcibly applied to the disc rotor 40 when it can be considered that the running vehicle has the predetermined conditions and is not scheduled to be braked. To move to a non-preparation posture without dragging. As a result, it is possible to improve fuel consumption when traveling without a braking schedule, for example, during constant speed cruise traveling. In addition, when any one of the traveling conditions is not satisfied, the brake pad 42 immediately returns from the non-preparation posture to the braking preparation posture. Therefore, when the braking operation is performed, the braking force is generated with good response and the braking is performed. The operation load on the driver during operation can be reduced.

  In the present embodiment, at least an example of referring to road information, traffic information, and weather information has been shown in order to make a determination that there is no braking plan. However, such information should be considered at the minimum in making the determination. It is information, and other information may be added to the determination conditions as necessary.

  Further, the configuration of the drag avoiding device 58 shown in FIGS. 3 and 4 is merely an example, and it is only necessary to forcibly retract the brake pad 42 from the disc rotor 40. Even if the structure is appropriately changed, the configuration is the same as that of the present embodiment. The effect of can be obtained. For example, the brake preparation posture and the non-preparation posture of the brake pad 42 may be switched using a link mechanism or a cam mechanism. Further, if the brake pad 42 can be forcibly separated from the disc rotor 40, the arrangement position of the drag avoiding device 58 can be selected as appropriate, and the same effect as in the present embodiment can be obtained.

  The present invention is not limited to the above-described embodiments, and various modifications such as design changes can be added based on the knowledge of those skilled in the art. The configuration shown in each figure is for explaining an example, and any configuration that can achieve the same function can be changed as appropriate, and the same effect can be obtained.

It is a composition conceptual diagram explaining composition of a vehicle carrying a brake control system of this embodiment. It is a block diagram explaining the structure of ECU of the brake control system of this embodiment, and each sensor and apparatus connected to the said ECU. It is a figure explaining the structure of the floating type caliper included in the brake device of the brake control system of this embodiment, and it is explanatory drawing explaining the state when a brake pad is in a braking preparation posture. In the floating type caliper included in the brake device of the brake control system of the present embodiment, it is an explanatory diagram for explaining the state when the brake pad is in an unprepared posture.

Explanation of symbols

  10 Vehicle, 12 ECU, 16 Hydraulic Actuator, 18 Wheel, 20 Caliper, 22 GPS, 24 Navigation Device, 26 Radar, 28 Rain / Snow / Snow Sensor, 30 Brake Schedule Acquisition Unit, 32 Condition Storage Unit, 34 Dragging Avoidance Control Unit, 36 Brake control unit, 40 disc rotor, 42 brake pad, 58 drag avoidance device, 58a actuator.

Claims (3)

A brake caliper that forms a braking preparation posture in a dragged state in which the disc rotor and the brake pad are in contact, and that generates a braking force by pressing the brake pad against the disc rotor during a braking operation;
Braking schedule acquisition means for acquiring information indicating whether or not the running vehicle has a braking schedule;
When it can be considered that there is no braking plan, drag avoiding means for separating the brake pad from the disk rotor and shifting from a braking preparation posture to a non-preparation posture;
A brake control system comprising:   The braking schedule acquisition means acquires at least road information, traffic information, and weather information, and operates the drag avoiding means when it is determined that there is no braking schedule when each information satisfies a set condition. The brake control system according to claim 1.   3. The brake control system according to claim 1, wherein the drag avoidance unit includes a return unit that returns the brake pad that has shifted to the non-preparation posture to the braking preparation posture. 4.

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