JP2887736B2 - Brake actuator and brake actuator control device - Google Patents

Abstract

PURPOSE: To sufficiently protect a relay and a motor from an overcurrent or the like in a brake actuator and a brake actuator control device. CONSTITUTION: A brake actuator and a brake actuator control device are provided with a motive power generating part 22, an actuator casing body 23, a fluid pressure generating part 24 formed in a space part 23A in the actuator casing part 23, a piston member 25 to change volume in the fluid pressure generating part 24 and a screw mechanism 28 to advance and retreat the piston member 25, and are provided with a sensor 126 to detect this when a moving member 27 retreats up to a prescribed position when the actuating end 126B comes into contact with the moving member 27 of the screw mechanism 28 at fluid pressure releasing time.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake actuator and a brake actuator control device suitable for use in a parking brake safety device provided to secure the safety of a parked vehicle.

[0002]

2. Description of the Related Art Conventionally, in vehicles such as automobiles, brake assist devices have been developed which can reduce the troublesome operation of a driver to brake. Such a conventional brake assist device is a device in which a computer detects when the vehicle stops due to a brake operation, and holds the brake fluid pressure when the brake pedal is depressed even when the driver releases his / her foot from the brake pedal. This allows the driver to keep the vehicle stationary without continuing to depress the brake pedal. When the driver puts the clutch in the engaged state, the operation of the above-described brake assist device is released, and normal traveling can be performed.

A specific description of such a device will be given below. For example, a brake actuator for maintaining brake fluid pressure is provided on a hydraulic oil supply path of a vehicle brake, and the vehicle is stopped while a brake pedal is depressed. Is continued for a predetermined period of time, and then when the foot is released from the brake pedal, the controller detects this and supplies air pressure or the like to the actuator to maintain the braking force.

[0004] This eliminates the need to continue to depress the brake pedal during traffic congestion or signal waiting, thereby reducing physical and mental fatigue. In addition, the vehicle can easily start on a slope and the like, and furthermore, when a rear-end collision occurs, the damage can be minimized and the accident can be prevented from spreading.

[0005]

However, such a brake actuator is configured to maintain a constant brake fluid pressure during operation. For example, when a vehicle parked on a slope or the like starts moving. Did not stop the movement of the vehicle by actively increasing the brake fluid pressure.

Therefore, the brake actuator is configured as follows, for example, and its operation is actively controlled to stop the vehicle when the parked vehicle starts moving, thereby improving the safety of the vehicle. Want to. As such a brake actuator, a hydraulic chamber is formed in an actuator housing (casing), a piston member capable of changing the volume in the hydraulic chamber is provided, and the piston member is controlled by a motor or the like. It is conceivable to increase or decrease the brake fluid pressure in the hydraulic chamber.

When it is detected that the vehicle has started to move even though the parking brake is operating, the motor of the brake actuator is operated to increase the brake fluid pressure. In order to release the operation of such an actuator, the motor may be operated in the opposite direction to the above to release the brake fluid pressure.

When the operation of the motor is stopped when the operation of the actuator is released, the time from the start of operation of the motor is counted by a timer or the like, and when a predetermined time has elapsed, it is determined that the brake fluid pressure has been released sufficiently. It is conceivable to stop the operation of the motor. However,
In such a brake actuator, as shown in the graph of FIG. 14, the piston member may fully stroke within a predetermined time t1 until the motor stops operating, and the motor may stop before the predetermined time. .

As described above, even if the motor is stopped, if an attempt is made to rotate by receiving power supply, an excessive current flows from the battery to the relay or the motor, and the function of the relay or the motor is impaired. May be
Incidentally, Japanese Patent Application Laid-Open Nos. Sho 63-258247 and Sho 6
JP-A-4-67452, JP-A-6-8808 and JP-A-2-126966 disclose techniques for maintaining the braking force of a stopped vehicle.
None of these techniques has solved the above-mentioned problems. Japanese Patent Laid-Open Publication No. Hei 3-5270 discloses an actuator for controlling brake fluid pressure, but this technique cannot solve the above-mentioned problems.

The present invention has been made in view of the above problems, and has as its object to provide a brake actuator and a brake actuator control device capable of sufficiently protecting a relay or a motor from overcurrent or the like. .

[0011]

According to a first aspect of the present invention, there is provided a brake actuator for generating a rotational force, an actuator housing for mounting the power generating unit, and an actuator housing. A hydraulic pressure generation unit formed in a space within the unit and interposed in a non-compressed fluid supply system for brake operation for a vehicle, and a hydraulic pressure generation unit disposed in a space in the actuator housing unit, By moving forward and backward by receiving the generated rotational force, a piston member that changes the volume in the hydraulic pressure generating unit and increases the hydraulic pressure to the brake operating member side in the brake operating non-compressed fluid supply system, A screw mechanism interposed between the power generation unit and the piston member for receiving the rotational force generated by the power generation unit and moving the piston member back and forth; The moving member of the screw mechanism when the fluid pressure release operation by is prohibited further rotation of the animal force generating unit
It is characterized in that it is provided with a sensor for detecting when it is retracted to a predetermined position where it stops .

According to a second aspect of the present invention, there is provided a brake actuator control device according to the present invention, wherein a power generating unit for generating a rotational force, an actuator housing for mounting the power generating unit, and a space in the actuator housing are provided. A hydraulic pressure generating portion formed and interposed in a non-compressed fluid supply system for a brake operation for a vehicle, and a rotational force generated by the power generating portion provided in a space in the actuator housing portion; A piston member that changes the volume in the hydraulic pressure generating unit by moving forward and backward to increase the hydraulic pressure toward the brake operating member side in the brake operating non-compressed fluid supply system; and the power generating unit and the piston member. A screw mechanism that is interposed between the piston mechanism to move the piston member forward and backward by receiving the rotational force generated by the power generation unit; and Moving member, it Sara the animal force generator
When the vehicle is retracted to a predetermined position where rotation is prohibited, a brake actuator including a sensor for detecting the rotation is provided, and a control signal is supplied to the power generation unit of the brake actuator so that the power generation unit By rotating forward and moving the moving member of the screw mechanism forward, the piston member is advanced to increase the hydraulic pressure to the brake operating member side in the brake operating non-compressed fluid supply system, The piston is moved backward by rotating the moving member of the screw mechanism in the reverse direction by the reverse rotation by the power generation unit, thereby increasing the pressure on the brake operating member side in the brake operating non-compressed fluid supply system. releasing control means is provided to, and, when the moving member in the sensor is detected to have retracted to the predetermined position, the animal force generator It is characterized in that the power generating unit stopping means for stopping is provided.

[0013]

In the brake actuator according to the first aspect of the present invention, when the power generation generates a rotational force, the piston member is connected to the actuator housing via a screw mechanism interposed between the power generation unit and the piston member. Move forward and backward in the body. As a result, the volume in the hydraulic pressure generating section formed in the space in the actuator housing is changed, and the hydraulic pressure toward the brake operating member in the brake operating non-compressed fluid supply system is increased.

Further, when the hydraulic pressure is released by the piston member, the moving member of the screw mechanism further rotates the power generating unit.
When the vehicle retreats to the predetermined prohibited position, the state is detected by the sensor. In the brake actuator control device according to the second aspect of the present invention, when a control signal is supplied to the power generation unit by the control means, the power generation unit generates a forward rotation torque, and the power generation unit and the piston member The moving member of the screw mechanism interposed between moves forward. Accordingly, the piston member moves forward, and the hydraulic pressure toward the brake operating member in the brake operating non-compressed fluid supply system increases.

When a reverse rotational force is generated in the power generating section, the moving member of the screw mechanism moves backward, so that the piston member moves backward, and the brake operating member side in the brake operating non-compressed fluid supply system. Release the pressure increase state. When the hydraulic pressure is released, the moving member of the screw mechanism is
When the power generating unit is retracted to a predetermined position where further rotation of the power generating unit is prohibited , the state is detected by the sensor. At this time, when the limit switch detects that the moving member has retracted to the predetermined position, a control signal for stopping the power generation unit is supplied from the power generation unit stopping means, and the rotation of the power generation unit is stopped.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS A brake actuator and a brake actuator control device according to an embodiment of the present invention will be described below with reference to the drawings. FIGS. 1 is a cross-sectional view taken along the line AA in FIG. 2, FIGS. 3 and 4 are schematic configuration diagrams each showing the external shape thereof, and FIG. 4 is a view taken in the direction of arrow C in FIG. 2, FIG. 5 is a schematic diagram showing the overall configuration of the brake actuator control device, FIG. 6 is a schematic control block diagram showing the overall configuration of the control system, and FIG. FIG. 8 is a flowchart for briefly explaining the operation.
FIG. 9 is a diagram for simply explaining the operation, FIG. 9 is a diagram for simply explaining the release operation, FIG. 10 is a diagram for explaining the operation at the time of the fail check, and FIG. FIGS. 12 and 13 are graphs for explaining the operation of the brake actuator, and FIGS. 12 and 13 are graphs showing changes in the hydraulic pressure of the working fluid and the current of the motor when the brake actuator advances the piston. FIG. 13 is a graph showing changes in hydraulic fluid pressure and motor current when the piston is retracted.

(1) Description of Overall Configuration As shown in FIG. 5, the vehicle 1 is provided with a brake device, and the brake device includes a hill start assist device 50.
And a parking brake safety device 60 are provided, and these devices 50 and 60 interact with each other to make the vehicle 1
This makes it possible to easily start the vehicle on a slope and to ensure the safety of the vehicle 1 during parking.

(1.1) Description of Slope Start Assist Device First, the above-described slope start assist device 50 will be described. The slope start assist device 50 depresses a brake pedal (service brake operating member) 4 shown in FIG. In vehicle 1
Is stopped, and when it is detected for a predetermined time or more that the driver has depressed the brake pedal 4 and the vehicle 1 has stopped, the brake hydraulic pressure supply system (the incompressible fluid for brake operation) is operated. A switching valve (magnet valve) 7 provided in the supply system 6 is switched to seal the brake oil in the brake fluid pressure supply system 6 and maintain the braking force even when the driver releases his / her foot from the brake pedal 4. It has become.

As shown in FIG. 5, the vehicle 1 is provided with a front wheel brake (front wheel brake) 2 and a rear wheel brake (rear wheel brake) 3.
Normally, when the driver depresses the brake pedal 4, the driver's brake depression force is boosted by the master cylinder 5, and the fluid pressure (brake fluid pressure) of the incompressible fluid (brake fluid or brake oil) for brake operation is applied. Is to be increased. Then, a brake shoe or a brake pad (both not shown) as a service brake operating member is operated by the brake fluid pressure to apply a braking force to the vehicle 1.

The brake fluid pressure supply system 6 on the rear wheel side of the vehicle 1 is also provided with an LSV (load sensing valve) 8. The LSV 8 is for detecting a load mainly on the rear wheel side of the vehicle 1 from the deflection of the rear spring and supplying a brake fluid pressure corresponding to the loaded load of the vehicle 1 to the rear wheel brake 3. Incidentally, the magnet valve 7 of the above-described slope start assist device 50 is controlled by a controller 9 as control means. As shown in FIG. 5, the controller 9 includes an operation switch 10, an adjustment switch 11, a clutch pedal stroke sensor (clutch sensor) 12, a vehicle speed sensor (vehicle speed detecting means) 13, a neutral switch (shift position detecting means) 14, A stop lamp switch (or service brake operating member operating state detecting means) 15, a parking switch (parking brake operating state detecting means) 16, a door switch 17, a key switch 18 as an engine operating state detecting means, and a pressure, which will be described in detail later. A switch (pressure detecting member) 125 and a limit switch 126 are connected, and the operation of the magnet valve 7 is controlled based on detection information from these sensors.

Here, the operation switch 10 is an on / off switch disposed around the driver, and when the operation switch 10 is turned on, the slope start assist device 5 is turned on.
When the operation switch 10 is turned off, the hill start assist device 50 does not operate. The adjustment switch 11 adjusts the operation of the slope start assist device 50, and is a switch that adjusts the timing of releasing from the state in which the brake fluid pressure is held.

The clutch pedal stroke sensor (clutch sensor) 12 is a sensor that detects when the driver steps on a clutch pedal (not shown) and outputs an ON signal. The vehicle speed sensor (vehicle speed detecting means) ) 13
Is a power cutoff switch 6 for a vehicle speed sensor as a cutoff means.
4 is an active vehicle speed detecting means for detecting the vehicle speed by receiving the power supply from the battery 68 via the power supply 4.

The neutral switch 14 is provided as shift position detecting means for detecting the shift position of the transmission. The neutral switch 14 outputs an ON signal only when the shift position of the transmission is in the neutral position. Has become. The stop lamp switch 15 is provided as a service brake operating member operating state detecting means. That is, the stop lamp switch 15
Is for detecting the operation state of the brake pedal (that is, the service brake operating member) 4. When the driver depresses the brake pedal 4, this is detected, and an ON signal is also output.

A parking switch (parking brake operating state detecting means) 16 is a switch for detecting an operating state of a parking brake operating member (that is, a parking brake lever, not shown). The operation state of the parking brake is detected based on the state. Door switch 1
Reference numeral 7 denotes a sensor capable of detecting whether the door on the driver's seat side of the vehicle 1 is open or closed. A key switch (engine operating state detecting means) 18 detects whether the engine (not shown) is operating (when the engine is on). Or, a sensor that detects whether the engine is not operating (when the engine is off).

The pressure switch (pressure detecting member) 12
5 and the limit switch 126 will be described later.

Further, as shown in FIG.
Is connected to an alarm lamp 20 and an alarm buzzer 21, and issues an alarm to the driver when the operation state of the slope start assist device 50 and the state of the vehicle 1 satisfy predetermined conditions. . This will be described later in detail. (1.2) Description of Parking Brake Safety Device Next, the parking brake safety device 60 will be described. After the parking brake safety device 60 stops the vehicle 1 under predetermined conditions, the driver does not When the vehicle 1 starts moving even though no operation is performed, the vehicle 1 operates to stop the vehicle 1.

That is, the parking brake safety device 60
For example, when the vehicle 1 starts to move naturally due to the effect of gravity or the like when the parking brake lever is not sufficiently pulled and the vehicle 1 is parked on a slope, this is detected and the brake fluid pressure is increased to mechanically increase the brake fluid pressure. The rear wheel brake 3 is operated. Therefore, as shown in FIG. 5, between the magnet valve 7 of the brake fluid pressure supply system 6 on the rear wheel side and the rear wheel brake 3, a brake actuator (fluid pressure increasing mechanism) capable of adjusting the brake fluid pressure. 19 are provided.

The brake actuator 19 operates in response to an operation command from the controller 9 described above.
By controlling the brake actuator 19 based on the detection information from 0 to 18, 125, 126, the operation of the parking brake safety device 60 is controlled.

Hereinafter, the above-described brake actuator 19 will be described.
Will be described in detail with reference to FIGS. As shown in FIGS. 1 and 2, the brake actuator 19 mainly includes an actuating section (power generation section) 22, a casing (actuator housing section) 23, a hydraulic chamber (hydraulic pressure generation section) 24, and a piston (increased section). Pressure member or piston member) 2
It consists of five.

The actuating section 22 is a rotary driving section for generating a rotational force.
Is constituted by a motor (electric motor). FIG.
As shown in (2), a space (cylinder) 23A is formed in the casing 23, and a piston 25 is disposed in the cylinder 23A so as to be able to move forward and backward.

A hydraulic chamber 24 is formed in the cylinder 23A by the piston 25 and the casing 23. The piston 25 is moved by using the rotational force generated by the motor 22 to change the volume of the hydraulic chamber 24. The hydraulic pressure to the brake operating member side (for example, a brake shoe or a brake pad) of the brake hydraulic pressure supply system 6 on the rear wheel side is increased.

The motor 22 is connected to the piston 25
As shown in FIG. 2, a speed reduction mechanism (rotational force transmission mechanism) 130 including a pinion gear 130A and a driven gear 130B is provided between the motor 22 and the piston 25. Is interposed. And
The motor 22 is configured to rotate in response to a command signal from the controller 9, thereby driving the piston 25 via the speed reduction mechanism 130.

Here, a mechanism for driving the piston 25 will be described. The driven gear 130B is fixed to a piston drive shaft 131 by a gear pin 132. As shown in FIGS. Axis 1
An external thread 131 </ b> A is formed on the tip end side (on the piston 25 side and on the left side in the figure) of 31. Also, this male screw 1
A nut 27 as a moving member is screwed and disposed on 31 </ b> A, and a sleeve 136 for restricting rotation of the nut 27 is fitted in the casing 23. The nut 27 is a regular hexagonal hexagonal nut when viewed from the axial direction.
Is formed according to the shape of.

The male screw 131A of the piston drive shaft 131 and the nut 27 constitute a screw mechanism 28. On the other hand, as shown in FIGS. 1 and 2, a recess 135 having a larger diameter than the piston drive shaft 131 is formed at the base of the piston 25.
When there is almost no piston stroke (that is, when the piston 25 is on the right side in the figure), the piston drive shaft 131 is housed in the recess 135.

The motor 22 is connected to the controller 9. When the motor 22 rotates based on a control signal from the controller 9, the rotation driving force is transmitted to the piston driving shaft 131 via the speed reduction mechanism 130. And
The piston drive shaft 131 is rotated.
When the piston drive shaft 131 rotates, the nut 27 whose rotation is restricted moves in the axial direction with the sleeve 136 as a guide. Here, for example, when the drive signal to the motor 22 is a control signal that increases the brake fluid pressure, the nut 27 is driven to the left in the figure.

When the nut 27 is driven in this manner, the nut 27 comes into contact with the base end of the piston 25 to move the piston 25 forward (to the left in the drawing).
That is, the capacity of the hydraulic chamber 24 is reduced. Further, a return spring 31 is provided in the hydraulic chamber 24, and urges the piston 25 in a retreating direction (right side in the figure). Thus, when the motor 22 rotates in the opposite direction to the above and the nut 27 retreats, the piston 25 retreats by the urging force of the return spring 31.

As shown in FIG. 1, the piston 25 has an elongated hole 1 over the length of the piston operation stroke.
39 are formed, and a stopper bolt 137 is provided in the elongated hole portion 139 so as to penetrate therethrough. The stopper bolt 137 is fixed to the casing 23, and the stopper bolt 137 is
The rear end position of the piston 25 is regulated by contacting the left end of the piston 39. Similarly, when the stopper bolt 137 comes into contact with the right end of the elongated hole 139, the distal end position of the piston 25 is regulated.

As shown in FIG. 1, the hydraulic chamber 24 of the actuator 19 communicates with the hydraulic pressure supply system 6 on the master cylinder 5 side to supply brake oil to the hydraulic chamber 24.
The brake oil, which is adjusted to a predetermined oil pressure in the hydraulic chamber 24, is communicated with the first communication port 29 that can be supplied to the brake fluid supply system 6 on the side of the brake operating member (brake shoe or brake pad). A second communication port 30 for supplying to the operation member side is formed.

As described above, the volume in the hydraulic chamber 24 is changed by the forward and backward movement of the piston 25. However, the piston 25 moves forward to increase the brake fluid pressure. In this case, the first communication port 29 and the second communication port 30 are closed by a valve mechanism 32, whereby the hydraulic pressure of the brake hydraulic pressure supply system 6 on the brake operating member side is increased. To be surely increased.

Here, the valve mechanism 32 will be described. As shown in FIGS. 1 and 2, the valve mechanism 32 mainly includes a valve 138, a return spring 141, a communication passage 142 for supplying hydraulic oil, and the like. . That is, as shown in FIGS. 1 and 2, a valve 138 and a return spring 141 are disposed inside the distal end of the piston 25. A communication passage (hereinafter, simply referred to as a communication passage) 142 for supplying hydraulic oil for supplying brake oil from the master cylinder 5 side to the hydraulic chamber 24 is formed coaxially with the central axis of the piston 25. .

The communication passage 142 is connected to the communication passage 14.
The stem of the valve 138 having a diameter smaller than 2 is inserted. The valve 138 itself is urged by a return spring 141 to the right side in the drawing to close the communication path 142. The stem of the valve 138 is formed longer than the communication path 142 by a predetermined amount.

As a result, when the piston 25 retreats to the rear end, the stem of the valve 138 is
, The valve 138 moves against the urging force of the return spring 141, and the communication passage 142 is opened. When the piston 25 advances by a predetermined amount, the stem of the valve 138 is
And the valve 138 is moved by the urging force of the return spring 141, so that the communication passage 142 is closed.

By the way, as shown in FIG.
5 has a smaller diameter than the cylinder 23A at a portion corresponding to the first communication port 29, whereby a space 140 is formed over the entire circumference between the piston 25 and the cylinder 23A. I have. Therefore, the communication path 14
2 is in the open state, the hydraulic oil from the first communication port 29
The space reaches the inside of the distal end of the piston 25 through the space 140, the elongated hole 139, and the communication passage 142.

A communication hole 25A communicating with the hydraulic chamber 24 is provided inside the distal end of the piston 25. The hydraulic oil supplied from the communication passage 142 into the distal end of the piston 25 passes through the communication hole 25A. The hydraulic pressure is supplied to the hydraulic chamber 24 via the power supply. Therefore, when the piston 25 is retracted to the rear end, the first communication port 29 and the second communication port 30 are in a communication state. When the piston 25 advances by a predetermined amount, the first communication port 29 and the second communication port 30 are in communication. Is in a cutoff state.

In the drawings, reference numerals 69, 133 and 134 denote a rubber cup (seal member), a thrust bearing and a stopper, respectively. Now, in the brake actuator 19 of the present invention, in addition to the above configuration, a hydraulic pressure detection chamber 150 as shown in FIG. 2 is provided. The hydraulic pressure detection chamber 150 is connected to the hydraulic chamber 24 through an orifice 151, and is connected to the orifice 151.
Due to 51, even if pressure is suddenly generated in the hydraulic chamber 24, the pressure shock is relieved and the hydraulic pressure of the hydraulic oil in the hydraulic pressure detection chamber 150 gradually rises.

The hydraulic pressure detection chamber 150 is provided with a pressure switch 125 as a pressure detection member. The pressure switch 125 is a sensor that detects when the hydraulic pressure in the hydraulic pressure detection chamber 150 exceeds a predetermined value and outputs an ON signal. In this case, the internal pressure of the hydraulic pressure detection chamber 150 is, for example, 70 Kg / When the voltage exceeds cm ² , an ON signal is output. Further, the pressure switch 125 has a hysteresis, and is turned off when the pressure drops to, for example, 50 kg / cm ² or less.

Here, the pressure switch 125 is connected to the controller 9 as control means. The motor 22 is also connected to the controller 9 via a relay box 160. And in the controller 9,
When the ON signal of the pressure switch 125 is detected, it is determined that the hydraulic pressure has been sufficiently increased by the brake actuator 19, and the operation of the motor 22 is stopped.

Therefore, when the motor 22 receives the control signal from the controller 9 and the piston 25 advances, the motor 22 is not driven unnecessarily, whereby the relay box 160 and the motor 22 are not driven.
Can be protected from overcurrent. That is, when the hydraulic pressure in the hydraulic chamber 24 is sufficiently increased, the operation of the motor 22 must be stopped immediately to make the relay box 160 operate.
And excessive current flows through the motor 22 and the relay box 1
It is conceivable that the motor 60 and the motor 22 may be damaged and their functions may be impaired. However, when the pressure switch 125 is provided in this way, the motor 22
By stopping the operation of the relay box 160,
The motor 22 is protected.

The brake actuator 1
As shown in FIG. 1, a limit switch 126 is also provided in 9, and is connected to the controller 9. The limit switch 126 is provided to prevent the relay box 160 and the motor 22 from being damaged due to excessive rotation of the motor 22 when the piston 25 is retracted to the rear end, contrary to the above. When the nut 27 is retracted to a predetermined position, the sensor outputs an ON signal.

When an ON signal is output from the limit switch 126, the controller 9 stops the operation of the motor 22 based on the ON signal. Here, the limit switch 126
Mainly include a switch body 126A, a sensor rod (operating end of a limit switch) 126B, and a rod guide 126C.
It is composed of

As shown in FIG. 1, the contact portion of the nut 27 with the sensor rod 126B is formed on a surface inclined with respect to the axis of the piston 25. Are in contact with each other.
Therefore, when the nut 27 moves forward and backward, the tip of the sensor rod 126B slides on the inclined surface formed on the nut 27 and comes into contact with the sensor rod 126B, so that the sensor rod 126B moves in the vertical direction.

When the sensor rod 126B moves upward to a predetermined position, an ON signal is output. When the sensor rod 126B is below the predetermined position, the limit switch 126 is turned off. The limit switch 126 is connected to the hydraulic oil supply passage 142 when the stem of the valve 138 of the valve mechanism 32 contacts the stopper bolt 137.
The first communication port 29 and the second communication port 30 are set so as to output an ON signal after the first communication port 30 is securely opened.
After the communication with the piston 25, the piston 25 stops. This is to ensure that the normal service brake is operated.

Thus, for example, when the nut 27 retreats as the motor 22 rotates, an ON signal is output from the limit switch 126 at a predetermined retreat position, and the rotation of the motor 22 stops. Become like
Therefore, even if the nut 27 has already retracted to the rear end, the motor 22 does not try to rotate by receiving the power supply from the battery 68, and the motor 22 and the relay 160 are protected from overcurrent. You can do it.

In the state shown in FIG. 1, the nut 27 is located at the rear end, the sensor rod 126B is pushed upward, and the limit switch 126 is turned on. When the nut 27 moves forward based on a control signal from the controller 9, the sensor switch 126B moves downward, and the limit switch 126 is turned off.

Although the motor 22 does not actually appear in the cross-sectional view shown in FIG. 1 (the motor 22 is located above the plane of the piston 25 in FIG. 1), In order to briefly explain the control system, the motor 22 is shown by a virtual line at a position different from the actual one. The brake actuator 19 is provided between the magnet valve 7 of the brake fluid pressure supply system 6 on the rear wheel side and the rear wheel brake 3, as shown in FIG. Predetermined amount piston 25
Is driven, the supply of the brake oil from the master cylinder 5 is cut off, and the hydraulic pressure of the brake oil sealed in the rear wheel brake 3 is increased.

Therefore, the brake actuator 19
The piston 25 sticks in a state in which the brake oil is sealed, or the motor 22 or the relay 16
If the vehicle 0 is damaged, the braking force may continue to act on the vehicle 1 and hinder normal driving. Therefore, in the brake actuator 19, in consideration of such a case, the piston drive shaft 131
Manual rotation input unit 172 capable of manually inputting a rotational force to the motor
And the manual rotation input section 172 is formed in a bolt shape.

When the above trouble occurs,
The manual rotation input section 172 is manually rotated by a jig or the like to retreat the piston 25 so that normal traveling can be performed. That is, as shown in FIGS. 1 to 4, a cover member (hereinafter referred to as a gear cover) 17 is provided at an end of the brake actuator 19 of the present invention.
0 is attached. The gear cover 170 is attached so as to cover the speed reduction mechanism 130, and protects the speed reduction mechanism 130 from dust, muddy water, and the like.

As shown in FIGS. 1 and 2, a manual rotation input portion 172 provided at the rear end (right side in the drawing) of the piston drive shaft 131 is formed so as to protrude from the gear cover 170. The manual rotation input section 172 is covered with a grommet (cap) 171 as shown in FIGS. The grommet 171 is formed by using a resin material having appropriate elasticity, and can be easily removed or attached to the gear cover 170.

The manual rotation input section 172 is provided in
As shown in FIG. 3 to FIG. 3, the cross-sectional shape is formed, for example, in a regular hexagon, and is configured as a bolt-like end similar to a normal bolt head. As a result, if the actuator 19 breaks down and the braking force remains applied, the driver removes the grommet 171 and exposes the manual rotation input unit 172.

Then, after fitting a tool such as a hexagon wrench or a dedicated jig to the manual rotation input section 172, the piston drive shaft 131 is manually rotated to retract the piston 25. As a result, the first communication port 29 and the second communication port 30 of the brake actuator 19 communicate with each other, thereby enabling normal traveling. (2) Description of Overall Configuration of Control System Next, the overall configuration of the control system of the slope start assist device 50 and the parking brake safety device 60 will be described with reference to FIG.

As shown in FIG. 6, the controller 9 as a control means controls the operation of the slope start assist device 50 for controlling the operation of the slope start assist device 50 and the operation of the parking brake safety device 60. And a parking brake safety device control means 61 are provided. Then, the slope start assist device control means 51 includes the operation start controller 5.
2, an operation release controller 53, an operation alarm controller 54, and drivers 55 and 56 are provided. The parking brake safety device control means 61 includes an operation start controller (first control means) 62 and an operation release controller (second control means). 63, timer (timer means) 65, driver 6
It has 6,67.

(2.1) Description of the Control System of the Slope Start Assist Device First, the hill start assist device control means 51 will be described.
A controller for controlling the start of the operation of the controller, an operation release controller 53 is a controller for controlling the release of the operation,
The operation alarm controller 54 is a control section for issuing an alarm for the operation.

The hill start assist device control means 5
1 includes the magnet valve 7 and the alarm lamp 20 described above.
And the alarm buzzer 21 are connected, and the drivers 55, 5
The operation of the magnet valve 7, the alarm lamp 20, and the alarm buzzer 21 is controlled based on the control signal output from the controller 6.

That is, as shown in FIG. 6, the operation start controller 52 of the slope start assist device control means 51 includes:
Among the sensors 10 to 18 described above, the clutch sensor 1
2, a vehicle speed sensor 13, a neutral switch 14, and a stop lamp switch 15 are connected. When the following three vehicle states are detected by the respective sensors 12 to 15 in the operation start controller 52, the vehicle starts on a slope. A control signal for operating the device 50 is set.

1. When the stop lamp switch 15 detects that the brake pedal 4 has been depressed for a predetermined time (for example, 1 second) or more. 2. The vehicle speed = 0 by the vehicle speed sensor 13 (ie, the vehicle is stopped)
Is detected. 3. It is detected that the clutch pedal is depressed by the clutch sensor 12, or the neutral switch 1
4. When it is detected that the gear position is in the neutral position.

When all of the above three conditions (1) to (3) are satisfied, the operation start controller 52 assumes that the driver is maintaining the vehicle 1 in a stopped state, and starts on a slope. A control signal for operating the auxiliary device 50 is set, and this control signal is output from the driver 55 to the magnet valve 7. As a result, the magnet valve 7 provided on the path of the front wheel side brake fluid pressure supply system 6 and the rear wheel side brake fluid pressure supply system 6 is turned on, and the brake fluid pressure is sealed. is there.

As described above, when the hill start assist device 50 is operated, the vehicle 1 is stopped even when the brake pedal 4 is not continuously depressed when stopping on a hill or stopping in a traffic jam. Fatigue is reduced. An operation switch 10 is also connected to the operation start controller 52. By turning off the operation switch,
The control signal set by the operation start controller 52 can be canceled.

On the other hand, the clutch sensor 12, the neutral switch 14, and the parking switch 16 are connected to the operation release controller 53. The operation release controller 53 is based on the detection information from the sensors 12, 14, and 16 described above. When any one of the following two states is detected, a control signal for canceling the operation of the slope start assist device 50 is set.

4. When the neutral switch 14 detects that the gear of the transmission has been operated to a position other than neutral, and when the clutch sensor 12 detects that the clutch pedal has been returned. 5. When the operation of the parking brake lever is detected by the parking switch 16.

In the case of the above item 4, the operation release controller 53 determines that the driver is about to start the vehicle 1 and sets a control signal for releasing the operation of the slope start assist device 50. In this case, the driver 55
This release signal is output to the magnet valve 7 from the controller. In the case of 5, since the vehicle 1 is stopped by the parking brake,
The operation release controller 53 determines that there is no need to stop the vehicle 1 by containing the brake fluid pressure, and sets a control signal for releasing the operation of the slope start assist device 50. In this case, when the other predetermined condition is satisfied, the above-described parking brake safety device 60 operates to surely keep the vehicle 1 in a stopped state. This case will be described later.

As described above, when any one of the above conditions 4 and 5 is satisfied, the operation release signal set by the operation release controller 53 is transmitted to the driver 55.
Is output to the magnet valve 7, whereby the magnet valve 7 is switched off. Therefore, when starting the vehicle 1, the driver can start the vehicle 1 by operating the accelerator pedal and the clutch pedal without operating the brake pedal 4, so that the driver particularly starts on a slope. Sometimes, the vehicle 1 can be easily started.

When the parking brake is operated (in the case of 5. above), the vehicle 1 is often stopped for a relatively long time, so that the operation of the hill start assist device 50 is released to release the brake fluid. By releasing the brake oil in the pressure supply system 6 from the high pressure state, the service brake 2,
The unnecessary load on 3 has been eliminated. An adjustment switch 11 is also connected to the operation release controller 53. By operating the adjustment switch 11, the operation release timing of the slope start assist device 50 can be adjusted.

Next, the operation warning of the slope start assist device 50 will be described. The parking switch 16, the door switch 17 and the key switch 18 are connected to the operation release controller 53, and the operation of the slope start assist device 50 is in operation. When it is detected that the driver has performed any of the following operations, the controller 9 activates an alarm lamp 20 and an alarm buzzer 21 to warn the driver.

6. When the parking switch 16 and the door switch 17 detect that the door has been opened without pulling the parking brake lever. 7. When the stop of the engine is detected by the parking switch 16 and the key switch 18 without the parking brake lever being pulled. In the case of 6. above, the operation release controller 53 determines that the driver leaves the vehicle 1 without operating the parking brake, sets an alarm signal, and sets the alarm signal to the alarm lamp 20 and the alarm buzzer 21 from the driver 56. This warning signal is output. This activates the alarm lamp 20 and the alarm buzzer 21 to call the driver's attention.

In addition to the cases described in 6. and 7. above, if an abnormality is detected in the slope start assist device 50, the alarm lamp 20 and the alarm buzzer 21 are operated in the same manner as described above. , To alert the driver. In this manner, by providing the vehicle 1 with the slope start assist device 50, when the start and the stop are frequently repeated, the driver's fatigue can be greatly reduced.
It is possible to start the slope safely and reliably. (2.2) Explanation of the control system of the parking brake safety device

Next, the parking brake safety device control means 61
As described above, as described above, the parking brake safety device control means 61 includes the operation start controller 6
2, operation release controller 63, timer (timer means)
65, drivers 66 and 67 and power generation unit stopping means 16
It has five. The above-mentioned operation start controller 62 is a control unit for controlling the start of operation of the parking brake safety device 60, and the operation release controller 63 is a control unit for releasing the operation. Driver 6
Reference numerals 6 and 67 denote drive circuits, and power generation unit stopping means 165.
Is a control means for stopping the operation of the motor 22 of the brake actuator 19. The timer 65 will be described later.

As shown in FIG. 6, the parking brake safety device control means 61 is connected to a brake actuator (fluid pressure increasing mechanism) 19 and a parking brake lamp 33 which is turned on when the parking brake is activated. The operation of the brake actuator 19 and the parking brake lamp 33 is controlled based on control signals output from the drivers 66 and 67.

Here, the parking brake safety device control means 6
The first operation start controller 62 will be described. This operation start controller 62 outputs a control signal for operating the parking brake safety device 60 when a predetermined vehicle speed is detected even though the parking brake is operating. To be set. More specifically, as shown in FIG. 6, the operation start controller 62 is connected to a vehicle speed sensor 13, a neutral switch 14, a parking switch 16, a key switch 18, and a pressure switch 125. When any of the following vehicle conditions of 8. and 9 is detected from the sensors 13, 14, 16, and 18, the brake actuator 19 is operated to increase the hydraulic pressure of the brake oil. .

8. Although the parking switch 16 detects that the parking brake is operating, the vehicle speed sensor 13 detects a predetermined vehicle speed and the key switch 18 indicates that the engine is operating. When it is detected and the neutral switch 14 detects that the shift position is the neutral position. 9. When the vehicle speed sensor 13 detects a predetermined vehicle speed and the key switch 18 detects that the engine is not operating, even though the parking switch 16 detects that the parking brake is operating. .

In cases 8 and 9, the operation start controller 62 determines that the vehicle 1 has naturally started to move due to a slope such as a slope, even though the vehicle is stopped by the parking brake. , The parking brake safety device 60 from the driver 66 to the brake actuator 19
Thus, a control signal for activating is output.

As a result, the brake actuator 19 provided on the route of the brake fluid pressure supply system 6 on the rear wheel operates to increase the brake fluid pressure, increase the braking force of the vehicle 1, and stop the vehicle 1. It is like that. As described above, in the parking brake safety device 60, when the vehicle 1 starts moving naturally during parking on a slope or the like, the safety of the vehicle 1 during parking is ensured by activating the brake actuator 19 and increasing the brake fluid pressure. It is.

When the brake actuator 19 receives the control signal from the operation start controller 62, it rotates the motor 22 to advance the nut 27 and advance the piston 25. As a result, when the piston 25 advances by a predetermined amount, the first communication port 29 and the second communication port 30 are shut off by the valve mechanism 32, the brake oil is filled, the hydraulic pressure rises, and the brake operates.

As shown in FIG. 6, the parking brake safety device control means 61 includes a pressure switch 125.
A power generation unit stopping means 165 for outputting a signal for stopping the motor 22 when an ON signal is output from the power supply unit is provided. When the power generation unit stopping means 165 detects an ON signal from the pressure switch 125, it determines that the brake is sufficiently operated, and outputs a signal for stopping the operation of the motor 22. The motor 22
When the control signal is input, the operation stops.

Therefore, even if the pressure in the hydraulic chamber 24 is sufficiently high, it is possible to prevent the rotation of the motor 22 to move the piston 25 forward.
This also protects the motor 22 and the relay 160 from overcurrent,
The damage such as 0 can be prevented. Since the pressure switch 125 has hysteresis, the pressure at which the pressure switch 125 is turned on (for example, 70 kg / cm)
²⁾ than, but turned off becomes the low pressure (e.g. 50 Kg / cm ^2), if the parking brake safety device 60 is in operation, the brake fluid pressure is the pressure switch 125 is turned off drops, The brake oil is repressurized until the pressure switch 125 outputs the ON signal again. Note that such re-pressurization is repeatedly performed.

Therefore, for example, even if the hydraulic pressure drops due to the temperature of the brake oil, which had become high immediately after parking, dropping over time and the volume shrinking, it is sufficient to perform re-pressurization in this manner even if the hydraulic pressure drops. It is possible to obtain a great braking force.

At this time, a signal for blinking the parking brake lamp 33 is output from the driver 67 to notify the driver that the parking brake safety device 60 is operating. In the case of 9 above,
If the engine is not operated by the key switch 18 and the brake actuator 19 is not operated, the timer 65 is triggered and the timer 65 starts counting.

When the timer 65 detects that a predetermined time (for example, one hour) has elapsed while the vehicle 1 is stopped, the power switch 64 for the vehicle speed sensor is turned off in response to a time-up signal from the timer 65. As a result, the power supply to the vehicle speed sensor 13 is cut off. At this time, the system power switch 64A is turned off by a time-up signal from the timer 65.

Thus, the monitoring state of the vehicle 1 by the operation start controller 62 is released. In this case, the parking brake lamp 33 from the driver 67
Is also turned off to notify the driver that the operation of the parking brake safety device 60 has been turned off. When it is detected by the timer 65 that the stop state of the vehicle 1 has continued for a predetermined time since the engine was inactive, the power supply to the vehicle speed sensor 13 was cut off, and the parking brake safety was further reduced. The device control means 61 is turned off for the following reason.

That is, since the vehicle speed sensor 13 is an active vehicle speed sensor that always requires electric power, the battery may run down if the operation start controller 62 is kept on during long-time parking. It is. In addition, the vehicle 1 within a predetermined time set in advance.
If the start of the vehicle 1 is not detected, that is, if the stop state of the vehicle 1 is continued for one hour in this example, it is determined that the parking brake is sufficiently operated and the safety of the parking is secured. Because it is possible.

The timer 65 is reset by a timer reset means (not shown) while the engine is operated by the key switch 18. The operation start controller 62
The operation switch 10 is connected similarly to the operation start controller 52 of the slope start assist device control means 51. By turning off the operation switch, the control signal set by the operation start controller 62 is also transmitted. You can cancel it.

On the other hand, the parking brake safety device control means 61
The stop lamp switch 15, the parking switch 16 and the limit switch 126 are connected to the deactivation controller 63 of the deactivation controller 63.
Then, based on the detection information from each of the sensors 15 and 16, a control signal for releasing the operation of the parking brake safety device 60 is set when any one of the following vehicle conditions is detected. It is supposed to.

10. When the parking switch 16 is detected by the parking switch 16 to be released a predetermined number of times (for example, twice) successively. 11. When the parking switch 16 detects the release operation of the parking brake lever and the stop lamp switch 15 detects the depression of the brake pedal (that is, the operation operation of the service brake).

In other words, in order for the parking brake safety device 60 to be activated, it is necessary to operate the parking brake as described in detail in the above paragraphs 8 and 9; The prerequisite is to release the parking brake as shown in Figs. As described above, when the operation release signal of the parking brake safety device 60 is set by the operation release controller 63, the motor 22 of the brake actuator 19 rotates in the direction opposite to the direction in which the parking brake safety device 60 operates, and the piston 25 To retreat.

When the piston 25 retreats to a predetermined position, the first communication port 29 on the master cylinder 5 side communicates with the second communication port 30 on the brake actuating member side by the valve mechanism 32, so that normal brake operation is performed. I can do it. When the piston 25 retreats to the predetermined position as described above, the limit switch 126 is turned on. However, when the power generation unit stopping means 165 of the controller 9 detects the ON signal of the limit switch 126, the piston 25 retreats sufficiently. When it is determined that a normal brake operation can be performed, a signal for stopping the operation of the motor 22 is output.

As a result, the operation of the motor 22 is stopped, so that the motor 22 is prevented from rotating even though the piston 25 has retreated to the rear end position. Therefore, the motor 22 and the relay 160 can be protected from overcurrent as in the case of pressurizing the brake oil, and damage to the motor 22 and the relay 160 can be prevented.

Here, the above item 10 will be described.
When the parking brake safety device 60 is released while the brake actuator 19 is operating to increase the brake fluid pressure, the parking brake release operation is continuously performed a plurality of times so that the driver consciously performs this operation. When it is performed, the parking brake safety device 60 is released.

That is, when the vehicle starts moving on a slope or the like, the parking brake safety device 60 operates to stop the vehicle instead of the parking brake.
It is preferable to activate the parking brake again.
Then, if the parking brake can be reliably operated by operating the parking brake again, it is desired to release the operation of the parking brake safety device 60.

However, in such a case, in order to operate the parking brake again, it is conceivable to first return the brake lever once and then pull the brake lever strongly again. Then, if the operation of the parking brake safety device 60 is released with the brake lever once returned in this way, the vehicle starts moving again. Therefore, in the parking brake safety device 60, in order to prevent this, the operation of the parking brake safety device 60 is not released only by the release of the parking brake operation, and the parking brake safety device 60 is operated again when the parking brake is activated again. The operation of the brake safety device 60 is released.

Thus, even if the driver unconsciously releases the parking brake, the brake actuator 19 does not operate to decrease the brake fluid pressure, and the safety of the vehicle 1 during parking is ensured. It is.

The vehicle speed is detected when the parking brake is operating and the engine is operating and the shift position is at the neutral position, or when the parking brake is operating and the engine is not operating. And actuator 1
The parking brake safety device 60 is brought into a standby state in which the parking brake 9 is actuated (8 and 9 above). In this standby state, while the vehicle speed is not detected, the parking brake is released by one release operation of the parking brake. The standby state of the brake safety device 60 is released, and normal traveling can be performed.

In the case of 11. above, the operation release controller 63 determines that the driver is about to start the vehicle 1 and releases the operation of the brake actuator 19. And these one
In the case of 0, 1 and 11, an operation release signal is set by the operation release controller 63, and the driver 66 outputs this operation release signal to the brake actuator 19. (2-3) Description of Fail Check Function By the way, the above-described parking brake safety device 60 is a so-called emergency device provided to stop the parked vehicle 1 when it starts moving, and is usually an emergency device. It rarely operates frequently when the vehicle is used.

As described above, the parking brake safety device 60
(That is, the brake actuator 1 as a main part thereof
If the opportunity for operation 9) is small, even if there is any abnormality in the brake actuator 19, it is difficult to detect the abnormality unless a periodic function check is performed.
If the brake actuator 19 has failed for any reason, it must be detected and reported to the occupant when the parking brake safety device 60 is to be activated (that is, because the parking brake is not effective enough). When the parked vehicle 1 starts moving), the vehicle cannot be stopped, and the reliability of the parking brake safety device 60 may be impaired.

On the other hand, as described above, the brake actuator 19 is provided with the two sensors 125 and 126 so as to protect the relay 160 and the motor 22 from overcurrent.
The safety and reliability of the vehicle 1 can be further improved by performing the fail check using the above. Therefore, the controller 9 is also provided with a fail check function of automatically diagnosing the brake actuator 19 periodically (for example, about once a month) and detecting an abnormality of the brake actuator 19. I have.

That is, as shown in the table of FIG.
In the controller 9, the parking brake safety device control means 6
1 and the control signal by the slope start assist device control means 51, the clutch sensor 12, the stop lamp switch 1
5, based on the output signals from the pressure switch 125 and the limit switch 126, the following six fail checks are performed.

First, the parking brake safety device control means 61
As a result, the parking brake safety device 60 is in a non-operation state, and the clutch sensor 12 and the stop lamp
5, it is detected that neither the brake pedal 4 nor the clutch pedal is depressed. Further, when the slope start assist device 50 is not operated by the slope start assist device control means 51, You can check for the following failures:

That is, when the ON signal is output from the pressure switch 125 and the ON signal is also output from the limit switch 126 when the vehicle 1 is in such a state, the pressure switch 125 is It is considered that a failure has occurred, and a failure of the pressure switch 125 is detected. The pressure switch 12
5 outputs an ON signal, but when the limit switch 126 is OFF, for example, a failure of the driving portion of the motor 22 is considered, and a failure of the motor 22 or the relay 160 is detected.

Further, when both the pressure switch 125 and the limit switch 126 are off, disconnection of the limit switch 126 is considered, and a failure of the limit switch 126 is detected. Next, regardless of the operation / non-operation of the parking brake safety device 60, when it is detected that neither the brake pedal 4 nor the clutch pedal is depressed, and the slope start assist device 50 is not operated, When the pressure switch 125 is off and the limit switch 126 outputs an on signal,
Again, a failure of the driving part of the motor 22 is considered, and a failure of the motor 22 or the relay 160 is detected.

When it is detected that the parking brake safety device 60 is operating and neither the brake pedal 4 nor the clutch pedal is depressed, and the hill start assist device 50 is not operating, the pressure Switch 1
When both 25 and the limit switch 126 are off,
Disconnection of limit switch 126 or brake fluid pressure supply system 6
In this case, a failure of the limit switch 126 or the brake fluid pressure supply system 6 is detected.

Finally, when it is detected that the parking brake safety device 60 is operating and neither the brake pedal 4 nor the clutch pedal is depressed, and the slope start assist device 50 is not operating, If both the pressure switch 125 and the limit switch 126 output an ON signal, the fixation of the limit switch 126 or the like is considered, and the failure of the limit switch 126 is detected.

When an abnormal point is detected as a result of the fail check detected in this way, it is displayed on, for example, a display (not shown) provided in the meter panel. Note that such a fail check is performed by a fail check detecting unit (not shown) in the controller 9.

Since the brake actuator and the brake actuator control device according to one embodiment of the present invention are configured as described above, for example, the brake actuator 19 is operated according to the flowchart shown in FIG. Activate the safety device 60. Here, the flowchart shown in FIG. 7 will be briefly described. First, when the stop of the vehicle 1 is detected by the vehicle speed sensor 13 in step S1, the process proceeds to step S2, and the operation of the parking brake is detected by the parking switch 16.

If it is detected in step S3 that the vehicle 1 has started to move by the vehicle speed sensor 13, it is determined in step S4 that the engine is being operated by the key switch 18 and that the shift position is in the neutral position by the neutral switch 14. Is satisfied, or the operation condition that the key switch 18 detects that the engine is not operating (the shift position of the transmission is arbitrary) is satisfied in step S5, the brake actuator is determined in step S6. Activate 19 to increase brake fluid pressure.

Then, in step S7, the rear wheel brake 3 is operated, and in step S8, the parking brake lamp 33 is operated to notify the driver of the operation of the parking brake safety device 60. FIG. 8 illustrates the operation of the brake actuator 19 when the parking brake safety device 60 operates. That is, when an operation signal is set to the brake actuator 19 by the operation start controller 62 and this signal is output from the driver 66, first, the motor 22 rotates and the nut 27 moves forward.

As a result, the nut 27 comes into contact with the piston 25, and the piston 25 moves forward, so that the volume of the hydraulic chamber 24 is reduced. At this time, the hydraulic pressure supply system 6 on the master cylinder 5 side
The first communication port 29 which can supply the brake oil to the hydraulic chamber 24 by communicating with the oil pressure chamber 24 is closed by the valve mechanism 32. That is,
When the piston 25 advances by a predetermined amount, the stem of the valve 138 separates from the stopper bolt 137,
The valve 13 is actuated by the urging force of the return spring 141.
8, the communication passage 142 is closed, and the brake oil is not supplied.

As described above, when the piston 25 advances, the first communication port 29 is closed, and the hydraulic chamber 2 is closed.
By reducing the volume of 4, the hydraulic pressure between the brake actuator 19 and the brake operating member side in the brake hydraulic pressure supply system 6 increases, and a larger braking force acts on the vehicle 1. Thereafter, when the hydraulic pressure in the hydraulic pressure detection chamber 150 increases to a predetermined pressure, the pressure switch 125 is turned on. When the controller 9 detects the ON signal from the pressure switch 125,
The power generation unit stopping means 165 outputs an operation stop signal of the motor 22 to cut off the power supply to the motor 22.

As a result, as shown in FIG. 12, the operation of the motor 22 is stopped before the fluid pressure suddenly increases and the load on the motor 22 increases, so that an excessive load is not applied to the motor 22. , Motor 22 and relay 16
0 can be protected from overcurrent. In addition,
This pressure switch 125 has hysteresis,
When the brake oil hydraulic pressure decreases and the pressure switch 125 is turned off, the controller 9 again controls the pressure switch 1
The motor 22 is operated until the 25 outputs an ON signal to perform re-pressurization. Note that such re-pressurization is repeatedly performed.

Therefore, even when the hydraulic pressure decreases, a sufficient braking force can be obtained by performing such re-pressurization. At this time, the driver 67 outputs the parking brake lamp 3 as described above.
A signal for blinking 3 is output to notify the driver that the parking brake safety device 60 is operating.

FIG. 9 illustrates the operation of the brake actuator 19 when the operation of the parking brake safety device 60 is released.

That is, when an operation release signal is set to the brake actuator 19 by the operation release controller 62 and this signal is output from the driver 66, in the brake actuator 19, the motor 22 rotates in the reverse direction to move the nut 27 backward. As a result, the piston 25 is retracted by the action of the hydraulic reaction force in the hydraulic chamber 24 and the urging force of the return spring 31 disposed in the hydraulic chamber 24, and the piston 25 is moved backward by the brake actuator 19 in the brake fluid pressure supply system 6. The hydraulic pressure between the brake operating member and the brake operating member decreases.

At this time, the first communication port 29 and the hydraulic chamber 24 communicate with each other. That is, when the piston 25 retreats to the predetermined position, the stem of the valve 138 comes into contact with the stopper bolt 137, and the valve 138 moves against the urging force of the return spring 141 to move the communication passage 142.
Is opened. Therefore, the rear wheel brake 3
The brake fluid pressure to the brake operating member side is released, and the braking force is not exhibited.

When the nut 27 retreats with the rotation of the motor 22, the limit switch 126 outputs an ON signal at a predetermined retreat position after the communication passage 142 is opened. When the controller 9 detects the ON signal from the limit switch 126, the power generation unit stopping means 165 outputs an operation stop signal of the motor 22 to stop the operation of the motor 22.

As a result, even though the nut 27 is retracted to the rear end, the motor 22 does not rotate due to the supply of power from the battery 68, and as shown in FIG. The overcurrent does not flow through the relay 22 and the relay 160, and the motor 22 and the relay 160 can be protected. next,
The operation at the time of the fail check will be described.
It will be something like shown below.

That is, when the brake actuator 19 fails, the brake actuator 1
9 is operated to pressurize the brake fluid pressure. At this time, the pressurized state of the hydraulic chamber 24 is mainly checked based on a detection signal from the pressure switch 125 and the like. Next, the brake fluid pressure is reduced by rotating the motor 22 in the reverse direction. In this case, the limit switch 12
The retraction of the piston 25 is mainly confirmed on the basis of the detection signal from 6 or the like.

As described above, in the brake device using the brake actuator 19 of the present invention, the hill start assist device 50 is operated at the time of temporary stop such as signal waiting or traffic congestion, so that the braking force is maintained even when the brake pedal 4 is released. By maintaining it, it is possible to reduce driver fatigue,
In addition, the vehicle can easily start on a slope.

On the other hand, when the parking brake is operated and the vehicle 1 is parked and stopped, the engine is operating and the shift position is in the neutral position, or the engine is not operating and the shift position is arbitrary. Then, the parking brake safety device 60 operates. Thus, if the vehicle 1 starts to move even if no operation is performed on a slope or the like, the brake actuator 19 operates to increase the brake fluid pressure, thereby ensuring the safety of the vehicle 1 that is parked or stopped.

Since the brake actuator 19 is provided with a hydraulic pressure detecting chamber 150 and the hydraulic pressure detecting chamber 150 is provided with a pressure switch 125 for detecting the hydraulic pressure in the hydraulic chamber 24, the relay box 160 and the motor 22 can be protected from damage due to overcurrent or the like. That is, when the controller 9 detects the ON signal of the pressure switch 125, it determines that the brake actuator 19 has sufficiently increased the hydraulic pressure of the brake oil and stops the operation of the motor 22. It is no longer driven, so that the relay box 160 and the motor 22 can be protected from overcurrent.

After the brake actuator 19 pressurizes the brake oil, if the fluid pressure decreases and the pressure switch 125 is turned off, the vehicle is pressurized again until the pressure switch 125 is turned on. Can be reliably stopped. Further, the brake actuator 19 is provided with a limit switch 126 so that the rotation of the motor 22 is stopped when the nut 27 retreats to a predetermined position. Regardless, the motor 22 does not try to rotate by receiving the power supply from the battery 68, and the motor 22 and the relay 1
60 can be protected from overcurrent.

Further, by providing such a pressure switch 125 and a limit switch 126, a fail check function can be easily added, and the reliability and safety of the parking brake safety device 60 can be further improved. become. By the way, even if the actuator 19 breaks down, the piston 25 is provided with a manual rotation input unit 172 capable of inputting a manual rotation force. Therefore, by manually rotating the manual rotation input unit 172,
The piston 25 can be retracted, and normal traveling can be performed.

That is, in such a case, the driver removes the grommet 171, exposes the manual rotation input section 172, and fits a tool such as a hexagon wrench or a dedicated jig to the manual rotation input section 172. Thereafter, the piston 25 is retracted by manually rotating the piston drive shaft 131. Then, by this, the brake actuator 19
The first communication port 29 and the second communication port 30 communicate with each other to enable normal traveling.

If the parking brake safety device 60 is operated when the engine is off, the timer 65 is triggered and the counting is started. And this timer 65
When it is detected that a predetermined time (for example, one hour) has elapsed while the vehicle 1 is stopped, it is determined that the parking brake is sufficiently operated and parking safety is ensured, and the vehicle speed sensor power supply is determined. The switch 64 and the system power switch 64A are turned off, and the vehicle speed sensor 13 and the parking brake safety device control unit 61 are turned off. In this case, the blinking signal of the parking brake lamp 33 from the driver 67 is also turned off to notify the driver that the operation of the parking brake safety device 60 has been turned off.

As a result, unnecessary power consumption by the vehicle speed sensor 13 can be suppressed, and the running out of the battery can be prevented. Further, in the timer 65, while the engine is being operated by the key switch 18, the timer 65 is reset by timer reset means (not shown), so that the predetermined time is reliably counted only when the engine becomes inoperative. be able to.

Further, when the parking brake safety device 60 operates, the parking brake lamp 33 blinks based on the output signal from the driver 67, so that the parking brake safety device 60 can reliably inform the driver of the operation. it can. The motor 22 is provided with load detecting means for detecting the load of the motor 22 in place of the pressure switch (pressure detecting member) 125, and when the load detected by the load detecting means exceeds a predetermined value, the motor 22 is stopped. Alternatively, a motor stopping means may be provided.

The brake actuator 19 does not necessarily need to be provided in the brake fluid pressure supply system 6 on the rear wheel side, and may be provided in the brake fluid pressure supply system 6 on the front wheel side, for example. Furthermore, the front wheel brake actuator and the rear wheel brake actuator that are independently configured may be provided in the brake fluid pressure supply system 6 on the front wheel side and the rear wheel side, respectively. With such a configuration, safety during parking of the vehicle can be more reliably ensured.

As a sensor for detecting the retreat of the moving member (nut) 27, the limit switch 126 used in the above-described embodiment is advantageous in terms of cost and reliability. Or a non-contact sensor such as a photoelectric sensor or a magnetic sensor.

[0135]

As described in detail above, according to the brake actuator of the first aspect of the present invention, a power generating section for generating a rotational force, an actuator housing for mounting the power generating section, and the actuator A hydraulic pressure generation unit formed in a space in the housing and interposed in a non-compressed fluid supply system for a brake operation for a vehicle; and a power generation unit disposed in the space in the actuator housing. A piston member for changing the volume in the hydraulic pressure generating portion by moving forward and backward by receiving the rotational force generated in the portion, and increasing the hydraulic pressure to the brake operating member side in the brake operating non-compressed fluid supply system And a screw mechanism interposed between the power generation unit and the piston member to receive the rotational force generated by the power generation unit and move the piston member forward and backward. The moving member of the screw mechanism when the fluid pressure release operation by is prohibited further rotation of the animal force generating unit
When retracted to a predetermined position to stop, by comprising a sensor to detect this, it is possible to stop the operation of the power generation unit at the predetermined position during the hydraulic pressure release operation,
There is an advantage that the power generation unit and the like can be protected from overcurrent.

Further, according to the brake actuator control device of the present invention, a power generating section for generating a rotational force, an actuator housing for mounting the power generating section, and a space in the actuator housing. And a hydraulic pressure generating unit interposed in an incompressible fluid supply system for brake operation for a vehicle and a torque generated by the power generating unit disposed in a space within the actuator housing. The piston member which changes the volume in the hydraulic pressure generating section by moving forward and backward in response to the hydraulic pressure toward the brake operating member side in the brake operating non-compressed fluid supply system; A screw mechanism interposed between the piston member and receiving the rotational force generated by the power generation unit to move the piston member forward and backward, and the screw mechanism during a hydraulic pressure releasing operation by the piston member Moving member out is, of the animal force generator
When the vehicle is retracted to a predetermined position where further rotation is prohibited, a brake actuator including a sensor for detecting the rotation is provided, and a control signal is supplied to the power generation unit of the brake actuator so that the power generation unit By rotating forward and moving the moving member of the screw mechanism forward, the piston member is advanced to increase the hydraulic pressure to the brake operating member side in the brake operating non-compressed fluid supply system, The piston is moved backward by rotating the moving member of the screw mechanism in the reverse direction by the reverse rotation by the power generation unit, thereby increasing the pressure on the brake operating member side in the brake operating non-compressed fluid supply system. releasing control means is provided with, and, the moving member is detected to have retracted to the predetermined position at the limit switch A simple configuration in which a power generation unit stopping means for stopping the power generation unit is provided enables the power generation unit and the like to be protected from overcurrent when the pressure increasing state is released. There is an advantage that the performance is also improved.

[Brief description of the drawings]

FIG. 1 is a schematic cross-sectional view showing a configuration of a main part of a brake actuator as one embodiment of the present invention,
FIG. 1 is a sectional view taken along line AA in FIG.

FIG. 2 is a schematic cross-sectional view showing a configuration of a main part of a brake actuator as one embodiment of the present invention.

FIG. 3 is a schematic configuration diagram showing an outer shape of a brake actuator as one embodiment of the present invention;
FIG. 2 is a view as viewed in the direction of arrow B in FIG. 1.

FIG. 4 is a schematic configuration diagram showing an outer shape of a brake actuator as one embodiment of the present invention;
FIG. 3 is a view as viewed in the direction of arrow C in FIG. 2.

FIG. 5 is a schematic diagram showing an overall configuration of a brake actuator control device as one embodiment of the present invention.

FIG. 6 is a schematic control block diagram showing an overall configuration of a control system in a brake actuator control device as one embodiment of the present invention.

FIG. 7 is a flowchart for briefly explaining the operation of a brake actuator and a brake actuator control device as one embodiment of the present invention.

FIG. 8 is a diagram for briefly explaining the operation of the brake actuator and the brake actuator control device as one embodiment of the present invention.

FIG. 9 is a diagram for briefly explaining an operation release operation of the brake actuator and the brake actuator control device as one embodiment of the present invention.

FIG. 10 is a diagram for explaining an operation at the time of a fail check of the brake actuator control device as one embodiment of the present invention.

FIG. 11 is a diagram illustrating items of a fail check of the brake actuator control device as one embodiment of the present invention.

FIG. 12 is a graph for explaining the operation of the brake actuator control device as one embodiment of the present invention, and is a graph showing changes in the hydraulic pressure of the working fluid and the current of the motor when the piston of the brake actuator advances. is there.

FIG. 13 is a graph for explaining the operation of the brake actuator control device as one embodiment of the present invention, and is a graph showing changes in hydraulic fluid pressure and motor current when the piston of the brake actuator is retracted. is there.

FIG. 14 is a graph showing a change in hydraulic pressure of the working fluid and a change in motor current when the brake actuator releases the hydraulic pressure.

[Explanation of symbols]

Reference Signs List 1 vehicle 2 front wheel brake (front wheel brake) 3 rear wheel brake (rear wheel brake) 4 brake pedal (service brake operating member) 5 master cylinder 6 brake fluid pressure supply system (incompressible fluid supply system for brake operation) 7 switching valve (magnet valve) 8 LSV (load sensing valve) 9 controller as control means 10 operation switch 11 adjustment switch 12 clutch pedal stroke sensor (or clutch sensor) 13 vehicle speed sensor (vehicle speed detection means) 14 neutral switch (speed change) Position detecting means) 15 Stop lamp switch (Service brake operating member operating state detecting means) 16 Parking switch (Parking brake operating state detecting means) 17 Door switch 18 Key switch (Engine operating state detection) 19) Brake actuator 20 Alarm lamp 21 Alarm buzzer 22 Motor or electric motor (actuate section) 23 Casing (actuator housing section) 23A Space section (cylinder) 24 Hydraulic chamber (fluid pressure generating section) 25 Piston (pressure increasing member or Piston member) 25A communication hole 27 Nut as moving member 28 Screw mechanism 29 First communication port 30 Second communication port 31 Return spring 32 Valve mechanism 33 Parking brake lamp 50 Slope start assist device 51 Slope start assist device control means 52 Operation start Controller 53 Operation release controller 54 Operation alarm controller 55, 56 Driver 60 Parking brake safety device 61 Parking brake safety device control means 62 Operation start controller (first control means) 63 Operation release controller (second control) 64) Power cutoff switch for vehicle speed sensor 64A Power switch for system 65 Timer means 66, 67 Driver 68 Battery 69 Rubber cup (seal member) 125 Pressure switch (pressure detection member) 126 Limit switch (sensor) 126A Switch body 126B Sensor rod (Operation end of limit switch) 126C Rod guide 130 Reduction mechanism (or rotational force transmission mechanism) 130A Pinion gear 130B Driven gear 131 Piston drive shaft 131A Male thread 132 Gear pin 133 Thrust bearing 134 Stopper 135 Recess 136 Sleeve 137 Stopper bolt 138 Valve 139 Length Hole 140 Space 141 Return spring 142 Hydraulic oil supply communication path 150 Hydraulic pressure detection chamber 151 Orifice 160 Relay 65 power generating unit stop means 170 cover member (gear cover) 171 Grommet (cap) 172 manual rotary input portion (the bolt-shaped end)

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Shigeru Nanun 5-33-8 Shiba, Minato-ku, Tokyo Inside Mitsubishi Motors Company (72) Inventor Hiroshi Okuma 1-4-4 Sasashita, Konan-ku, Yokohama, Kanagawa Prefecture 43 (56) References JP-A-3-132457 (JP, A) JP-A-6-179356 (JP, A) JP-A-6-48285 (JP, A) JP-A-64-67452 (JP, A) JP-A-63-258247 (JP, A) JP-A-6-8808 (JP, A) JP-A-3-96462 (JP, A) JP-A-3-5270 (JP, A) JP, U) (58) Field surveyed (Int. Cl. ⁶ , DB name) B60T 7/12 F16D 65/32

Claims (2)

(57) [Claims] 1. A power generating section for generating a rotational force, an actuator housing for mounting the power generating section, and a non-compressed fluid for brake actuation for a vehicle formed in a space in the actuator housing. A hydraulic pressure generator interposed in the supply system; and a hydraulic pressure generator disposed in a space in the actuator housing, which moves forward and backward by receiving the rotational force generated by the power generator, thereby providing a hydraulic pressure generator in the hydraulic pressure generator. A piston member for changing the volume to increase the hydraulic pressure to the brake operating member side in the brake operating non-compressed fluid supply system; and a power member interposed between the power generation portion and the piston member, together and a screw mechanism for forward and backward the piston member receives a rotational force generated by the generating unit, the moving member of the screw mechanism when hydraulic pressure release operation by said piston member is further of the animal force generator That when the rotation retracted to a predetermined position for prohibiting, characterized in that it is configured to include a sensor to detect this, the brake actuator. 2. A power generation unit for generating a rotational force, an actuator housing for mounting the power generation unit, and a non-compressed fluid for brake operation for a vehicle, which is formed in a space in the actuator housing. A hydraulic pressure generating unit interposed in the supply system; and a hydraulic pressure generating unit disposed in a space within the actuator housing unit, which receives the rotational force generated by the power generating unit and moves forward and backward to reduce the volume in the hydraulic pressure generating unit. A piston member that changes to increase the hydraulic pressure to the brake operating member side in the brake operating non-compressed fluid supply system; and a power generating unit that is interposed between the power generating unit and the piston member. A screw mechanism for moving the piston member forward and backward by receiving the rotational force, and a moving member of the screw mechanism for releasing the hydraulic pressure by the piston member prohibits further rotation of the power generation unit.
When the brake actuator is retracted to a predetermined position, a brake actuator including a sensor for detecting the brake actuator is provided, and a control signal is supplied to the power generation unit of the brake actuator, and the power generation unit rotates forward. By moving the moving member of the screw mechanism forward, the piston member is moved forward to increase the hydraulic pressure on the brake operating member side in the brake operating non-compressed fluid supply system, and the power generation unit Control to release the pressure increasing state of the brake operating member side in the brake operating non-compressed fluid supply system by reversely rotating the moving member of the screw mechanism in reverse to move the piston member backward. means are provided, and, when the moving member in the sensor is detected to have retracted to the predetermined position, to stop the animal force generating unit Characterized in that the force generating portion stop means provided, the brake actuator control device.