JP4342469B2 - Control device for vehicle brake - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device capable of performing effective brake control when an actuator for a motor-driven brake is mounted on a vehicle actually. <P>SOLUTION: The control device for the vehicle is equipped with a braking member to be pressed to a member to be braked rotating in a single piece with a wheel for generation of a braking torque, a motor 11 rotated in the specified direction by the current supplied and to press the braking member to the member to be braked, a conditional amount sensing means to sense the conditional amount of the vehicle, and a current feeding means to start feeding the current to the motor when the requested change amount of the braking torque is judged as larger than the specified value on the basis of the sensed conditional amount of the vehicle. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a vehicular brake control device that controls braking torque with an electric motor.

This type of brake control device is disclosed, for example, in Patent Document 1 below. This publication discloses the structure of an actuator for an electric brake. The actuator generates a braking torque by pressing a brake pad against a disc rotor by a piston and a mechanism for converting the rotation of the electric motor into a linear motion of the piston. Mechanism. This publication also describes that such an actuator can be used for brake control such as antilock control, traction control, and automatic brake control.
JP-A-9-264351

  However, the above publication does not specifically describe how the electric motor is controlled during brake control. An object of the present invention is to provide a control device capable of performing effective brake control when such an electric brake actuator is actually mounted on a vehicle.

A control device for a vehicle brake according to the present invention includes:
A braked member that rotates integrally with the wheel;
A braking member that generates a braking torque by being pressed against the braked member;
A pressure member for pushing the braking member;
The pressure member is rotated through a ball screw as a motion conversion mechanism that rotates forward or reverse in accordance with the supplied current and converts the rotation into the axial movement of the pressure member when the forward rotation is made. By moving in the predetermined direction, the pressing force that presses the braking member against the member to be braked is increased, and when the reverse rotation is made, the pressing member is moved in the direction opposite to the predetermined direction via the ball screw. An electric motor that reduces the applied pressure by
Slip rate acquisition means for acquiring the slip rate of the wheel;
When the acquired slip ratio becomes larger than the first slip ratio, a sudden decrease mode for supplying a current that rapidly decreases the applied pressure to the electric motor is started, and when the acquired slip ratio is the sudden decrease mode, the acquired slip the rate starts gentle reduction mode to supply current to decrease gently the pressure in the electric motor when it becomes smaller than the first slip ratio is smaller than the second slip ratio, the when the a gentle reduction mode Current supply means for starting a rapid increase mode for supplying the electric motor with a current that rapidly increases the applied pressure when the acquired slip ratio is smaller than a third slip ratio smaller than the second slip ratio;
Is provided.

According to this, it obtained when the obtained slip rate current rapidly decreases the pressure to start the rapid reduction mode is supplied to the electric motor when it becomes greater than the first slip ratio, which is the rapid reduction mode When the applied slip ratio becomes smaller than the second slip ratio, which is smaller than the first slip ratio, a gradual reduction mode is started in which a current that gently reduces the applied pressure is supplied to the electric motor . Thereafter, when the slip ratio acquired in the gradual decrease mode becomes smaller than a third slip ratio that is smaller than the second slip ratio, a rapid increase mode that supplies a current that rapidly increases the pressure to the electric motor. To start .

  When the supply current is switched from the reverse current to the forward current, the electric motor continues to reverse due to its inertia, so an undershoot occurs in the actual pressure P or the pressure increase response of the next pressure deteriorates. There is a fear. Therefore, as described above, if the gradual decrease mode is performed after the rapid decrease mode and then the rapid increase mode is started, the brake torque does not undershoot and the slip ratio does not excessively decrease. Moreover, it is possible to wait for the recovery of the slip ratio by starting the gradual decrease mode, thereby avoiding an excessive decrease in braking torque and rotating the electric motor more than necessary in the subsequent rapid increase mode. There is no need. As a result, the life of the electric motor can be extended and unnecessary energy consumption can be avoided.

In the vehicle brake control device according to the present invention,
When the acquired slip rate is smaller than the third slip rate when the current supply means is in the gradual decrease mode, the rate of change of the applied pressure gradually decreases when the applied pressure is rapidly increased. Current to be supplied to the electric motor.

  According to this, when the applied pressure is increased after the applied pressure is decreased due to the excessive slip ratio, the increasing speed of the applied pressure is gradually decreased, so that the slip ratio becomes excessive again and the applied pressure is increased. The possibility of being reduced can be reduced. As a result, the possibility that the wheel will be locked again is reduced, so that frequent repetition of rapid decrease and increase in applied pressure is avoided. That is, it is possible to avoid frequent forward / reverse rotation of the electric motor.

Said control system for VEHICLE brake,
A state quantity detecting means for detecting a state quantity of vehicles,
Determination means for determining whether or not the braking torque should be held at a constant value based on the state quantity of the vehicle detected by the state quantity detection means ,
The current supply means includes
So supplies a current for generating the direction of the force for pressing the braking member to the braked member to the electric motor when it is determined that an holding the braking torque to a constant value by the determination means to the electric motor Configured.

  According to this, when it is determined that the braking torque should be held at a constant value based on the detected state quantity of the vehicle, a predetermined current is continuously supplied to the electric motor, and the braking member is applied to the braked member. It is pressed toward. Therefore, a reduction in braking torque due to the restoring force of the braking member can be prevented by the force generated by the electric motor, and as a result, the braking torque can be held at a constant value. Therefore, since it is not necessary to frequently start supplying electric current to the electric motor in order to compensate for the excessive reduction of the braking torque, the life of the electric motor can be extended.

in this case,
Return force applying means for applying to the electric motor a force that is opposite to the force by which the electric motor presses the braking member against the member to be braked, and that attempts to separate the braking member from the member to be braked. Including
The current supply means includes
When the determination means determines that the braking torque should be maintained at a constant value, the return force applying means has a force that balances with the force to separate the braking member from the braked member. It is preferable that a current generated by the electric motor as a force in a direction of pressing toward the member to be braked is supplied to the electric motor.

  This is because the braking torque is reduced by the force of the return force applying means unless the current is supplied to the electric motor, and the braking torque cannot be maintained at a constant value.

  Hereinafter, embodiments of a control device for a vehicle brake according to the present invention will be described with reference to the drawings.

  FIG. 1 shows the entire electric brake device including the vehicle brake control device according to the first embodiment. This electric brake device includes an electric disc brake 10 provided on the left and right front wheels FL, FR and left and right rear wheels RL, RR, an electric control device 20, a drive circuit 30, and a brake pedal as a brake operation member for service brakes. 50.

  As shown in detail in FIG. 2, the electric disc brake 10 includes a disc rotor 102 that is a braked member that rotates integrally with a wheel. Both surfaces of the disk rotor 102 are made to be friction surfaces 104 and 106, respectively, and a pair of brake pads 108 and 110 are arranged opposite to the friction surfaces 104 and 106. Each of the brake pads 108 and 110 includes friction materials 108a and 110a in contact with the friction surfaces 104 and 106 on the front surface, respectively, and steel back plates 108b and 110b are fixed to the back surfaces of the friction materials 108a and 110a. It has a structure.

  The electric disc brake 10 includes a mounting bracket 112. The mounting bracket 112 is non-rotatably attached to the vehicle body side member so as to straddle the pair of brake pads 108 and 110, and can move the same pair of brake pads 108 and 110 in a direction parallel to the rotation axis of the disk rotor 102. Holds to be.

  The electric disc brake 10 includes a caliper 114. The caliper 114 is integrally provided with an arm (not shown), and a pair of pins (not shown) extending in parallel with the pad moving direction from the arm are slidably fitted into the pin holes of the mounting bracket 112. Thus, the disk rotor 102 is held so as to be movable in a direction parallel to the rotation axis of the disk rotor 102.

  A pressure member 116 is disposed behind the inner pad 110 inside the pair of brake pads 108 and 110 so as to be movable in the axial direction. When the pressing member 116 moves in the direction of the inner pad 110 by a predetermined amount, the pressing member 116 is brought into contact with the back surface of the inner pad 110 on the front surface thereof. Further, the electric motor 11 is disposed behind the pressure member 116. The pressing member 116 and the electric motor 11 are arranged coaxially with each other in parallel to the pad moving direction, and are connected to each other by a ball screw 118 as a motion conversion mechanism.

  The housing 120 of the electric motor 11 is configured by integrally connecting a cylindrical main body portion 120a and a closing portion 120b that closes one opening of the main body portion 120a by bolts (not shown). The other opening is fixed to the caliper 114 by bolts (not shown). A stator 122 of the electric motor 11 is fixed to the inside of the housing 120 and includes a metal core 124 and a coil 126 wound around the core 124. A permanent magnet 128 is provided in a state of facing the stator 122 with a slight distance. The permanent magnet 128 is fixed to a nut 130 of the ball screw 118 and constitutes a rotor of the electric motor 11 together with the nut 130.

  The nut 130 has a cylindrical shape with a through hole, and can rotate to a caliper 114 via a radial bearing 132 and a small-diameter portion rotatably supported by the closing portion 120b of the motor housing 120 via the radial bearing 132. And a large-diameter portion that is supported so as not to move in the axial direction. The permanent magnet 128 is fixed to the outer peripheral portion of the nut 130 between the large diameter portion and the small diameter portion. Ball grooves for holding the balls of the ball screw 118 are formed at equal intervals on the inner peripheral surface of the nut 130. Further, the nut 130 has a tube (not shown) that constitutes a ball path from an appropriate portion of the ball groove to another portion of the ball groove.

  A permanent magnet 136 in which N poles and S poles are alternately arranged at equal intervals is fixed to the outer periphery of the nut 130. A position sensor 12 made of a Hall element is fixed to the caliper 114 so as to face the permanent magnet 136. The position sensor 12 detects the relative position X of the inner pad 110 that is a braking member with respect to the motor 11 by detecting the rotation of the nut 130 based on the change in the magnetic field accompanying the rotation of the permanent magnet 136. .

  The pressure member 116 is integrally formed with a screw shaft 138 inserted through the nut 130, and a ball groove of the ball screw 118 has a predetermined lead angle on the outer periphery of the screw shaft 138. Is formed. The ball groove of the ball screw is formed by the ball groove of the screw shaft 138, the ball groove formed on the inner periphery of the nut 130, and the tube. The ball screw 118 is of a well-known type configured by a plurality of balls 140 being successively accommodated in this circulation path. In this example, the circulation path of the ball screw 118 is a tube type, but it may be a so-called top type.

  With this configuration, when the nut 130 is rotated forward (rotated in a predetermined direction) by the electric motor 11, the screw shaft 138 moves rightward in FIG. The inner pad 110 that is a member is pushed toward the disk rotor 102 that is a member to be braked and is pressed against the disk rotor 102.

  A pressure sensor 13 that is a strain sensor is embedded in a surface of the pressure member 116 that contacts the inner pad 110. The pressure sensor 13 detects the actual pressure (actual pressure P) at which the pressure member 116 presses the inner pad 110 from the amount of strain generated in the pressure member 116.

  Referring to FIG. 1 again, the electric control device 20 includes a microcomputer 21 having a memory and a CPU (not shown), and executes a program stored in the memory. The electric control device 20 detects the vehicle speed (hereinafter referred to as the vehicle speed) SPD by detecting the rotation of the position sensor 12, the pressure sensor 13, and the output shaft of the transmission (not shown). A vehicle speed sensor 41, a parking brake operation switch 42 that is operated by a driver to control the operation of the parking brake and generates a parking brake operation instruction signal PKB, and a brake by the driver as one of vehicle state quantity detection means The pedal force sensor 43 that detects the pedal depression force F of the pedal 50, the stroke sensor 44 that detects the operation stroke ST of the brake pedal 50 as one of the vehicle state quantity detection means, the motor current sensor 45, and the vehicle state A vehicle that is provided on each of the four wheels FL, FR, RL, RR as one of the quantity detection means and detects the wheel speeds VFL, VFR, VRL, VRR of each wheel. Speed sensor 46a~46d and is plugged, and inputs the signals from these.

  The drive circuit 30 is a switching circuit having an input side connected to the electric control device 20, an output side connected to the electric motor 11, and a vehicle battery (not shown) as a power source. A current corresponding to a command signal indicating the ratio (the command signal includes the direction of the current) is supplied to each electric motor 11. The motor current sensor 45 is connected to the current supply line of the drive circuit 30 and each electric motor 11, and this motor current sensor 45 considers the actual supply current I actually supplied to the electric motor 11 (in consideration of the duty ratio). The value obtained in this manner is detected.

  Next, the operation of the vehicle brake control device will be described. FIG. 3 is a flowchart showing a program (main routine) executed by the microcomputer 21 every time a predetermined time elapses for brake control (control of the applied pressure P). FIG. 4 is a time chart showing the target pressure P *, the actual pressure P, the current I supplied to the electric motor 11, and the values of the flags F1 and F2 over time. In general, the target pressure P * changes first, and the actual pressure P changes so as to follow the target pressure P *. However, in FIG. 4, for convenience of explanation, the target pressure P * is constant. The case where the actual pressure P changes due to the inertia of the electric motor 11 and other factors is shown. FIG. 5 is a map stored in a memory referred to by the microcomputer 21.

  First, when normal brake control is being performed, that is, when anti-lock brake control (hereinafter referred to as ABS control) is not being performed when the wheel is locked, the state immediately before time t1 in FIG. The case where the electric motor 11 is not rotated and the actual pressure P is in the vicinity of the target pressure P * will be described. The microcomputer 21 starts processing of the routine shown in FIG. 3 from step 300 at a predetermined timing, and proceeds to step 305 to determine whether or not ABS control is in progress. Since the ABS control is not in progress at this stage, the microcomputer 21 makes a “No” determination at step 305 to proceed to step 310, where the map of the target pressure P * with respect to the pedal depression force F shown in FIG. The current target pressure P * is obtained from the actual pedal depression force F detected by the sensor 43.

  Next, the microcomputer 21 proceeds to step 315 and determines whether or not the value of the flag F1 is “1”. The value of the flag F1 is set to “0” when the electric motor 11 is reversely rotated and “1” in other cases. Since the electric motor 11 does not reverse at the time immediately before time t1, the value of the flag F1 is “1”. Therefore, the microcomputer 21 makes a “Yes” determination at step 315 and proceeds to step 320. Whether the difference (P−P *) between the actual pressure P detected by the pressure sensor 13 and the target pressure P * in step 320 is larger than a predetermined threshold A (A is a positive value). Determine. Since the current time is immediately before time t1, the difference between the actual pressure P and the target pressure P * is smaller than the predetermined threshold A. Therefore, the microcomputer 21 makes a “No” determination at step 320 and proceeds to step 325.

  In step 325, the microcomputer 21 determines whether or not the value of the flag F2 is “1”. The value of the flag F2 is set to “0” when the electric motor 11 is normally rotated, and is set to “1” in other cases. At the time immediately before time t1, the electric motor 11 is not normally rotated and the value of the flag F2 is “1”. Therefore, the microcomputer 21 determines “Yes” at step 325 and proceeds to step 330. In step 330, it is determined whether or not the difference (P * -P) between the target pressure P * and the actual pressure P is greater than a predetermined threshold B (B is a positive value). Since the present time is immediately before time t0, the difference (P * −P) between the target pressure P * and the actual pressure P is smaller than the predetermined threshold value B. Therefore, the microcomputer 21 determines “No” in step 330. Proceeding to step 395, the routine is temporarily terminated at step 395.

  As described above, when no current is supplied to the electric motor and the electric motor 11 is not rotating forward or reverse, the difference between the actual pressure P and the target pressure P * (P−P *). Is between the threshold value -B and the threshold value A, the microcomputer 21 does not start supplying current to the electric motor 11, and therefore the electric motor 11 is not rotated.

  Next, a case where the difference between the actual pressure P and the target pressure P * is greater than the threshold A (see time t2) will be described. In this case, when the microcomputer 21 starts processing of the routine shown in FIG. 3 at a predetermined timing, the microcomputer 21 executes steps 305, 310, and 315, and determines “Yes” in the subsequent step 320. In step 335, the current I supplied to the electric motor 11 in step 335 is set to a predetermined negative current (-I0). As a result, the current -I0 is supplied to the electric motor 11 by an electric motor drive routine (not shown), and the electric motor 11 is reversed. Next, in step 340, the microcomputer 21 sets the value of the flag F1 to “0”.

  Next, the microcomputer 21 proceeds to step 325. Since the value of the flag F2 is still “1”, the microcomputer 21 determines “Yes” in step 325 and determines the difference between the target pressure P * and the actual pressure P (P *). Since -P) is smaller than the threshold value B, it is determined as "No" in the following step 330 and proceeds to step 395, and this routine is once terminated in step 395.

  Thus, when the actual applied pressure P becomes larger than the value obtained by adding the threshold A to the target applied pressure P *, the microcomputer 21 reverses the electric motor 11 to reduce the actual applied pressure P, and the actual applied pressure P is reduced to the target applied pressure P. Approach pressure P *.

  When the electric motor 11 is reversely rotated by applying a current -I0, the load applied to the electric motor 11 is very small compared to the load when the electric motor 11 is rotated forward. When the electric motor 11 is rotated forward, it is necessary to press the brake pads 108 and 110 serving as braking members against the disk rotor 102 serving as a braked member by the pressurizing member 116. It is not necessary. For this reason, since the electric motor 11 continues to reverse by being supplied with the constant current −I0, the actual pressure P continues to decrease. However, in the period up to time t2, the actual applied pressure P is greater than the target applied pressure P *.

  In this state, when the microcomputer 21 executes the routine shown in FIG. 3, the microcomputer 21 performs steps subsequent to steps 305 and 310 since the value of the flag F1 is set to “0” by the previous step 340. In step 315, it is determined as “No”, and the process proceeds to step 345. In step 345, it is determined whether or not the actual pressure P is equal to or less than the target pressure P *. As described above, since the actual pressure P is currently larger than the target pressure P *, the microcomputer 21 makes a “No” determination at step 345 and proceeds to steps 325, 330 and 395 to execute this routine. Exit once. As a result, the electric motor 11 continues to reverse, and the actual pressure P further decreases.

  Thereby, at time t2, the actual pressure P and the target pressure P * become equal. Therefore, when the microcomputer 21 executes the routine shown in FIG. 3 at or immediately after the time t2, the microcomputer 21 determines “Yes” at step 345 following steps 305, 310, and 315, and proceeds to step 350. In step 350, the supply current I to the electric motor 11 is set to “0”, and the reverse rotation of the electric motor 11 is stopped. Next, the microcomputer 21 sets the value of the flag F1 to “1” in step 355, proceeds to steps 325, 330, and step 395, and once ends this routine.

  As described above, when the difference (P−P *) between the actual applied pressure P and the target applied pressure P * is greater than the threshold value A, the electric motor 11 is reversed and the actual applied pressure P becomes equal to or less than the target applied pressure P *. The reverse rotation is stopped. In consideration of the inertia of the electric motor 11, when the difference (P−P *) between the actual applied pressure P and the target applied pressure P * becomes a predetermined threshold within the range of “0” to the threshold A, the electric You may comprise so that reverse rotation of the motor 11 may be stopped.

  In the period from time t2 to time t3, the actual applied pressure P is smaller than the target applied pressure P *, but is in the vicinity of the target applied pressure P * and the difference between the target applied pressure P * and the actual applied pressure P ( P * -P) is smaller than a predetermined threshold B. In this state, the microcomputer 21 proceeds to steps 305, 310, 315, and 320, determines “No” at step 320, and proceeds to step 325.

  Since the value of the flag F2 is “1”, the microcomputer 21 makes a “Yes” determination at step 325 to proceed to step 330, where the difference between the target pressure P * and the actual pressure P (P * −P). ) Is smaller than the predetermined threshold value B, it is determined as “No” in the same step 330, and the process proceeds to step 395 to end this routine once.

  As described above, when the difference (P * −P) between the target pressure P * and the actual pressure P is smaller than the threshold value B, no current is supplied to the electric motor 11, so that the electric motor 11 is stopped. Maintained.

  Next, a case where the difference (P * −P) between the target pressure P * and the actual pressure P is larger than the threshold value B (see time t3) will be described. In this case, the microcomputer 21 proceeds to Steps 305, 310, 315, 320, 325 and 330, determines “Yes” at Step 330, and proceeds to Step 360.

  In step 360, the microcomputer 21 obtains the supply current I from the map showing the relationship between the target pressure P * and the supply current I shown in FIG. 5B and the current target pressure P *. As a result, a current I = g (P *) is supplied to the electric motor 11 by an electric motor drive routine (not shown), and the electric motor 11 is rotated forward to increase the actual pressure P. Next, the microcomputer 21 sets the value of the flag F2 to “0” in step 365, proceeds to step 395, and once ends this routine.

  After this point, when the microcomputer 21 executes the program shown in FIG. 3, the microcomputer 21 proceeds to steps 305, 310, 315, 320 and 325. In this case, since the value of the flag F2 is set to “0” in the previous step 365, the microcomputer 21 determines “No” in step 325 and proceeds to step 370. It is determined whether or not the pressure P is equal to or higher than the target pressure P *. At this time, since the electric motor 11 has just started to rotate forward, the actual pressure P is smaller than the target pressure P *. Accordingly, the microcomputer 21 makes a “No” determination at step 370 to proceed to step 375, and increases the supply current I to the electric motor 11 by a predetermined current i at step 375. Thereafter, the microcomputer 21 proceeds to step 395, and at this step 395, the present routine is temporarily terminated.

  As described above, when the electric motor drive routine (not shown) is executed, the supply current I increased by the predetermined current i is supplied to the electric motor 11. As a result, the rotational torque in the forward rotation direction of the electric motor 11 is increased, so that the actual pressure P is further increased. In this way, the actual pressurizing pressure P gradually increases, but step 375 is repeatedly executed until the actual pressurizing pressure P becomes equal to or higher than the target pressurizing pressure P * at time t4.

  Next, a description will be given of a case where the actual pressure P is equal to or higher than the target pressure P * when the electric motor 11 is rotating forward as described above (see time t4). In this case, the microcomputer 21 proceeds to steps 305, 310, 315, 320, 325, and 370, determines “Yes” at step 370, and proceeds to step 380. The microcomputer 21 sets the value of the supply current I to “0” to stop the forward rotation of the electric motor 11 in step 380, sets the value of the flag F2 to “1” in step 385, and then proceeds to step 395. Proceed to end this routine.

  Thus, when the difference (P * −P) between the target applied pressure P * and the actual applied pressure P becomes greater than the threshold value B, the electric motor 11 is rotated forward, and the actual applied pressure P becomes equal to the target applied pressure P *. The forward rotation is stopped. In consideration of the inertia of the electric motor 11, when the difference (P * −P) between the target applied pressure P * and the actual applied pressure P becomes a predetermined threshold value between “0” and the threshold value B, the electric motor 11. The forward rotation may be stopped.

  If the difference (P−P *) between the actual applied pressure P and the target applied pressure P * is within the range of the threshold −B to the threshold A as after time t4, the microcomputer 21 Similarly, steps 305, 310, 315, 320, 325, and 330 are executed, and in step 395, this routine is temporarily terminated. Therefore, the electric motor 11 is not rotated.

  The above is the normal pressure control in the present embodiment. As described above, in the present embodiment, when the difference (P−P *) between the actual applied pressure P and the target applied pressure P * is within the range from the threshold −B to the threshold A (control dead zone), the electric motor Since the rotation of the motor 11 is prohibited, frequent forward / reverse rotation of the electric motor is avoided. As a result, the life of the electric motor 11 can be extended, wasteful energy consumption can be eliminated, and noise can be reduced. In the present embodiment, the supply current to the electric motor 11 is gradually increased between the time t3 and the time t4. However, the PID control or the like is adopted, and the target pressure P * and the actual pressure P are set. The current value can be made variable in accordance with the difference, and the supply current can be increased until the difference between the target applied pressure P * and the actual applied pressure P is maximized, and then decreased.

  Next, the operation in the ABS control will be described with reference to FIG. 3 and FIGS. The microcomputer 21 executes the ABS control routine for the left rear wheel RL shown in FIG. 6 in addition to the main routine shown in FIG. 3 every elapse of a predetermined time Δt1. The microcomputer 21 executes a routine similar to that shown in FIG. 6 for each of the right rear wheel RR and the left and right front wheels FL and FR every elapse of a predetermined time Δt1.

  First, as shown at time t0 to time t1 in FIG. 11, the case where the depression of the brake pedal 50 is started and the wheel is not in a locked state and the ABS control is not executed will be described. During this period, the target pressure P * is determined in accordance with the pedal depression force F by executing the main routine shown in FIG. 3 (step 370), so that the actual pressure P becomes the determined target pressure P *. The electric motor 11 is driven.

  On the other hand, the microcomputer 21 starts processing of the ABS control routine from step 600 at a predetermined timing, and calculates an actual slip ratio S as one of the vehicle state quantities in step 605 according to the calculation formula shown below. To do. In Equation 1, VS is the vehicle speed, and VW is the wheel speed. The wheel speed VW is the wheel measurement VRL of the left rear wheel because the control target is the left rear wheel RL. When other wheels are targeted, the wheel speeds VRR, VFL, and VFR are targeted. .

S = (VS−VW) / VS (Expression 1)

  The vehicle body speed VS is the maximum value of the wheel speeds VFL, VFR, VRL, VRR detected by the wheel speed sensors 46a to 46d, VWmax, the vehicle body speed obtained during the previous execution of this routine is VS0, and αu, αd. When a predetermined positive constant is used, it is obtained by the following formula 2. Note that MED is a function that selects a medium-sized variable from among the variables shown in parentheses.

VS = MED (VWmax, VS0 + αu · Δt1, VS0−αd · Δt1) (Equation 2)

  Next, the microcomputer 21 proceeds to step 610 and calculates the deviation e according to Equation 3. S * is a target slip ratio, which depends on the road surface, but is a constant value (for example, 0.2) here.

e = S * −S (Equation 3)

  Next, the microcomputer 21 proceeds to step 615 and determines whether or not the ABS control is finished. Since the ABS control is not currently performed, the microcomputer 21 determines “Yes” in step 615 and proceeds to step 620 to determine whether or not the deviation e is smaller than the first reference deviation −e1 (e1 is a positive value). Determine whether. Since the wheel is not currently locked, the deviation e is larger than the first reference deviation −e1, so the microcomputer 21 makes a “No” determination at step 620 and proceeds to step 695 to end this routine once. To do. Therefore, in this case, the ABS control is not started.

  Next, a case where the wheel is locked at time t1 will be described. When the microcomputer 21 proceeds to step 615 for the first time after time t1, the ABS control has not yet been started. Therefore, the microcomputer 21 determines “Yes” at step 615 and proceeds to step 620. In this case, since the wheel is in the locked state, the deviation e is smaller than the first reference deviation −e1. Accordingly, the microcomputer 21 makes a “Yes” determination at step 620 to proceed to step 625, where the actual actual pressure P (which may be the current target pressure P *) is initially applied at step 625. After the pressure PM is stored in the memory, the routine proceeds to step 630 to start the sudden decrease mode subroutine shown in FIG. 7 to start the sudden decrease mode, and then proceeds to step 695 to end the present ABS routine once. Thereby, ABS control is started.

  When the microcomputer 21 starts the execution of the sudden decrease mode subroutine of FIG. 7, the microcomputer 21 repeatedly executes the sudden decrease mode subroutine at every elapse of the predetermined time Δt2 until the execution of the other mode subroutine is started. In this sudden decrease mode subroutine, the microcomputer 21 proceeds to step 705 through step 700, and a value obtained by subtracting a predetermined positive value a from the current target pressure P * in step 705 is a new target pressure. Set as P *.

  In this case, when the microcomputer 21 starts execution of the main routine shown in FIG. 3 at a predetermined timing, “Yes” is determined in step 305 to determine whether or not the ABS control is being performed, and the process proceeds to step 315. move on. As a result, since step 310 is not executed, the target pressure P * does not become the target pressure P * determined according to the pedal depression force F in step 310, but is determined by step 705 of the sudden decrease mode subroutine. It becomes the target pressure P *. Next, since the microcomputer 21 executes step 315 and subsequent steps, the supply current I of the electric motor 11 is controlled so that the actual pressure P becomes the target pressure P * determined as described above.

  Thus, when the sudden decrease mode is started, the target pressure P * is decreased by a positive value a every time the predetermined time Δt2 has elapsed, and the electric motor 11 is driven to rotate (reversely) in response to this, and the actual addition is performed. The pressure P is reduced, and therefore the braking torque is rapidly reduced. The setting of the target pressure P * as described above and the control of the supply current I to the electric motor 11 for making the actual pressure P equal to the target pressure P * (FIG. 3) are other ABS control modes to be described later. The same applies to (slow decrease mode, rapid increase mode, slow increase mode).

  In this state, when the microcomputer 21 starts the ABS control routine of FIG. 6 again from step 600, the actual slip ratio S is updated in step 605, and the deviation e is updated in step 610. Since the current stage is the rapid decrease mode and the ABS control is in progress, the microcomputer 21 makes a “No” determination at step 615 to proceed to step 635, where the current state is the rapid decrease mode. Determine whether or not. Since the present time is the sudden decrease mode, the microcomputer 21 determines “Yes” in step 635 and proceeds to step 640. In step 640, the deviation e is the second reference deviation −e2 (e2 is smaller than e1). It is determined whether it is greater than a positive value. In this case, the deviation e is smaller than the second reference deviation −e2 because it is immediately after starting the sudden decrease of the braking torque and the wheel has not returned from the locked state. Therefore, the microcomputer 21 makes a “No” determination at step 640 and proceeds to step 695 to end the present routine tentatively.

  If such a state continues, step 705 in FIG. 7 is repeatedly executed, so that the target pressure P * decreases rapidly. As a result, the braking torque rapidly decreases and the wheel speed VRL recovers (increases), so that the actual slip ratio S approaches the target slip ratio S *, and the deviation e becomes the first as shown at time t2 in FIG. The standard deviation of 2 is larger than -e2. As a result, when the microcomputer 21 proceeds to step 640 at a predetermined timing, it determines “Yes” at step 640 and proceeds to step 645 to start the slow reduction mode shown in FIG. Starts the execution of the reduced mode subroutine. Similar to the sudden decrease mode subroutine, the microcomputer 21 repeatedly executes the slow decrease mode subroutine at every elapse of the predetermined time Δt2 until the execution of the other mode subroutine is started. .

  In this gradual decrease mode subroutine, the microcomputer 21 proceeds to step 805 via step 800, and at step 805, a value obtained by subtracting a predetermined positive value b from the current target pressure P * is set as a new target. Set as pressure P *. The predetermined positive value b is a value smaller than the predetermined positive value a. Thus, when the main routine shown in FIG. 3 is executed, the electric motor 11 is driven to rotate (reversely) in accordance with the target pressure P * that is reduced by a predetermined positive value b, and braking torque (actual pressure) P) is reduced by a torque corresponding to a positive value b.

  In this state, when the processing of the ABS control routine of FIG. 6 is started, the microcomputer 21 executes steps 605 and 610, and since the current stage is the gradual decrease mode, both steps 615 and 635 are executed. In step 650, "No" is determined, and the process proceeds to step 650. In step 650, it is determined whether the current mode is the gradual decrease mode. The microcomputer 21 makes a “Yes” determination at step 650 to proceed to step 655, where the deviation e is larger than the third reference deviation −e3 (e3 is a positive value smaller than e2). It is determined whether or not. Since the current time is immediately after the transition to the gradual decrease mode, the deviation e is smaller than the third reference deviation −e3 (e <−e3). Therefore, the microcomputer 21 determines “No” in step 655, and step 695 is performed. Proceed to to end the present routine.

  If such a state continues, the step 805 in FIG. 8 is repeatedly executed, so that the target pressure P * gradually decreases (by b every predetermined time Δt2). As a result, the braking torque gradually decreases and the wheel speed VRL further recovers. Accordingly, the actual slip ratio S approaches the target slip ratio S *, and the deviation e becomes larger than the third reference deviation −e3 as shown at time t3 in FIG. Accordingly, when the microcomputer 21 proceeds to step 655 at a predetermined timing, it determines “Yes” in step 655 and proceeds to step 660 to start the rapid increase mode shown in FIG. 9 to start the rapid increase mode. Start the subroutine execution. When the microcomputer 21 starts executing the rapid increase mode subroutine, as in the rapid decrease and slow decrease mode subroutines, the rapid increase mode subroutine is repeatedly executed at every elapse of the predetermined time Δt2 until the execution of another mode subroutine is started. To do.

  In this rapid increase mode subroutine, the microcomputer 21 proceeds to step 905 via step 900, and in step 905, a value obtained by adding a predetermined positive value c to the current target pressure P * is set as a new target addition. The pressure P * is set and the routine proceeds to step 995 to end the present routine tentatively. The predetermined positive value c is selected to be as large as the predetermined positive value a. As a result, when the main routine shown in FIG. 3 is executed, the electric motor 11 is driven to rotate (forward rotation) in accordance with the target pressure P * increased by a predetermined positive value c, so that the braking torque (actual addition) The pressure P) is increased by a torque corresponding to a positive value c.

  In this state, when the processing of the ABS control routine of FIG. Each step determines “No” and proceeds to step 665. In step 665, the target pressure P * is stored in the memory in step 625. The actual pressure (initial pressure) PM at the start of the sudden decrease mode It is determined whether or not the value is larger than a predetermined value α times (for example, 0.8 times (ie, 0.8 · PM)). At this stage, since the rapid increase mode is started, the target pressure P * is smaller than α times the initial pressure PM. Accordingly, the microcomputer 21 makes a “No” determination at step 665 to proceed to step 670, where the deviation e is greater than the fourth reference deviation e4 (e4 is a positive value greater than e3). Determine whether or not. Since the current time is immediately after the transition to a sudden increase in braking torque, the deviation e is smaller than the fourth reference deviation e4. Therefore, the microcomputer 21 makes a “No” determination at step 670 to proceed to step 695 to end the present routine tentatively.

  If such a state continues, step 905 in FIG. 9 is repeatedly executed, so that the target pressure P * increases rapidly (increases by c every elapse of the predetermined time Δt2), and as a result, the braking torque also increases rapidly. To do. At this time, if the target applied pressure P * becomes larger than α times the initial applied pressure PM before the deviation e becomes larger than the fourth reference deviation e4 (see time t4 in FIG. 11), the microcomputer 21 is predetermined. When the process proceeds to step 665 in FIG. 6 at this timing, it is determined as “Yes” in step 665 and the process proceeds to step 675 to execute the slow increase mode subroutine shown in FIG. 10 to start the slow increase mode. Start.

  On the other hand, in the rapid increase mode, if the deviation e becomes larger than the fourth reference deviation e4 before the target pressure P * becomes larger than α times the initial pressure PM (see time t4 in FIG. 11), the microcomputer 21 When the process proceeds to step 670 in FIG. 6 at a predetermined timing, “Yes” is determined in step 670 and the process proceeds to step 675 to start the slow increase mode subroutine shown in FIG. Start running. When the microcomputer 21 starts executing the slow increase mode subroutine, as in the sudden decrease mode subroutine, the microcomputer 21 repeatedly executes the slow increase mode subroutine every elapse of the predetermined time Δt2.

  In the gradual increase mode subroutine, the microcomputer 21 proceeds to step 1005 via step 1000, and in step 1005, a value obtained by adding a predetermined positive value d to the current target pressure P * is set as a new target pressure. Set as P *. The predetermined positive value d has the same magnitude as the predetermined positive value b and is smaller than the predetermined positive values a and c.

  Next, the microcomputer 21 obtains a temporary target pressure P0 * from the current pedal depression force F and the map shown in FIG. 5A in step 1010, and in step 1015, the target pressure P * is determined as the temporary target pressure P *. It is determined whether or not the applied pressure is greater than P0 *. Since the present time is immediately after the slow increase mode is started, the target pressure P * is generally smaller than the provisional target pressure P0 *. Accordingly, the microcomputer 21 makes a “No” determination at step 1015 to proceed to step 1095 to end the present routine tentatively.

  As a result, when the main routine shown in FIG. 3 is executed, the electric motor 11 is driven to rotate (forward rotation) in accordance with the target pressure P * increased by a predetermined positive value c, so that the braking torque (actual addition) The pressure P) is increased by a torque corresponding to a positive value d.

  Thereafter, since the slow increase mode subroutine of FIG. 10 is executed every time the predetermined time Δt2 elapses, the target pressure P * gradually increases in step 1005. As a result, the braking torque gradually increases (the predetermined time Δt2). Every time, the torque corresponding to the positive value d increases). At this time, the target pressing force P * is reduced by decreasing the pedal pressing force F on the brake pedal 50 and decreasing the temporary target pressing force P0 * or by increasing the target pressing force P * with time. If it becomes larger than the provisional target pressure P0 *, the microcomputer 21 makes a “Yes” determination at step 1015, proceeds to step 1020, terminates the ABS control at 1020, and then terminates this routine at 1095. To do.

  As described above, in the ABS control of the first embodiment, when the deviation e becomes smaller than the first reference deviation −e1 (when the slip ratio becomes larger than the first slip ratio (= S * + e1)). Then, the sudden pressure reduction mode is started, and the target pressure P * is suddenly reduced. As a result, the actual pressure P (braking torque) is suddenly reduced, and excessive slip is immediately suppressed.

  When the deviation e becomes larger than the second reference deviation −e2 (when the slip ratio becomes smaller than the second slip ratio (= S * + e2)), the gradual decrease mode is started and the target pressure P * is gradually decreased. As a result, the actual pressure P (braking torque) is gradually reduced. When the deviation e becomes larger than the third reference deviation −e3 (when the slip ratio becomes smaller than the third slip ratio (= S * + e3)), the rapid increase mode is started to rapidly increase the target pressure P *, and the deviation e Becomes larger than the fourth reference deviation e4 (when the slip ratio becomes smaller than the fourth slip ratio (= S * −e4)), the slow increase mode is started and the target pressure P * is slowly increased.

  In general, in the ABS control, when the slip ratio becomes excessive, the braking torque is rapidly decreased to decrease the slip ratio, and then the braking torque is rapidly increased to increase the slip ratio to some extent. In order to carry out this control with the electric disc brake 10 provided with the electric motor 11, it is necessary to reverse the electric motor 11 at a large speed and immediately forward at a large speed. However, when the electric current supplied to the electric motor 11 is switched from the reverse current to the forward current in order to rotate the electric motor 11 at a large speed and then forward at a large speed, the electric motor 11 No. 11 continues to reverse due to its inertia, so there is a risk that an undershoot will occur in the actual pressure P or that the pressure increase response of the next pressure will deteriorate. Therefore, if the gradual decrease mode is performed after the rapid decrease mode and then the rapid increase mode is started as in the above embodiment, the braking torque does not undershoot and the slip ratio does not excessively decrease. There are advantages.

  Further, when the electric motor 11 is used, it is possible to reduce the braking torque by the gradual reduction mode. Therefore, the decrease in the braking torque is made smaller than when the braking torque is suddenly reduced and then held and then rapidly increased. it can. This will be described with reference to FIG. 12. In the hydraulic brake, since it is difficult to reduce the applied pressure (braking torque) structurally, the braking torque is held after the braking torque is suddenly reduced. However, when the applied pressure (braking torque) is maintained, the braking torque cannot be reduced. Therefore, the applied pressure (braking torque) must be rapidly reduced until the slip ratio is reduced to the reference value S1 or less. On the other hand, in the present embodiment in which the braking torque can be gradually decreased, the slip ratio is recovered by starting the gradually decreasing mode when the slip ratio is reduced to the reference value S2 larger than the reference value S1. It is possible to wait, thereby avoiding an excessive decrease in braking torque and not having to rotate the electric motor 11 more than necessary in the subsequent rapid increase mode, thereby avoiding unnecessary energy consumption. Can do.

  In the above embodiment, the rapid increase mode is started after the gradual decrease mode, and the actual applied pressure P or the target applied pressure P * is the actual applied pressure P or the target applied pressure P * at the start of ABS control (at the start of the sudden decrease mode). When recovering to a value (α · PM) which is α times (initial pressurization pressure PM), the mode is changed to the slow increase mode. This reduces the possibility that the wheel will be locked again compared to the case where the actual pressure P is suddenly increased to the actual pressure P or the target pressure P * at the start of ABS control. Frequent repetitions of spikes can be avoided and more stable ABS control can be achieved.

  In the first embodiment, steps 320, 345, 330, and 370 increase the braking torque based on the pedal depression force F (target pressure P *) and the actual pressure P, which are detected vehicle state quantities. A braking torque increase / decrease request determining means for determining whether the braking torque should be decreased or the braking torque should be decreased is configured. Steps 335, 350, 360, 375, and 380 supply the electric motor 11 with a current for rotating the electric motor 11 in a predetermined direction (forward rotation) when it is determined that the braking torque should be increased. In addition, when it is determined that the braking torque should be reduced, a current that does not rotate the electric motor 11 in the same predetermined direction is supplied to the electric motor 11 (the supply current is cut off or the electric motor 11 is turned off). The function of current supply means (which supplies the electric motor 11 with a current that rotates (reversely rotates) in a direction opposite to the predetermined direction) is achieved.

  Steps 320 and 330 constitute determination means for determining whether or not the difference between the actual applied pressure P and the target applied pressure P *, which is a requested change amount of the braking torque based on the state quantity of the vehicle, is larger than a predetermined amount. In steps 335 and 360, a current is supplied to the electric motor 11 according to whether or not the change request amount is larger than a predetermined amount (threshold values A and B) (current supply is started). Means. Further, Steps 310, 705, 805, 905, and 1005 constitute target pressure determining means for determining the target pressure P * based on the state quantity of the vehicle.

  Further, in each routine shown in FIG. 3 and FIGS. 6 to 10, the target pressure P is changed so that the change rate of the pressure is changed according to the acquired slip rate S (deviation e in the above example). And a current control means for controlling the current supplied to the electric motor 11 so that the actual pressure P becomes equal to the target pressure P *, and the acquired slip ratio is larger than a predetermined amount. (In the above example, when the deviation e becomes smaller than the first reference deviation −e1), the target pressure P * is decreased to start the pressure decrease, and thereafter (at time t3 in FIG. 11) (Refer to the above figure)) The target pressure P * is increased to increase the pressure, and the change speed of the target pressure P * is gradually changed by changing the speed of change of the target pressure P * when the pressure is increased. To the electric motor 11 so as to decrease Constitute a current control means for controlling the current to be fed.

  3 and 6 to 8 show the applied pressure when the acquired slip ratio is larger than a predetermined amount (in the above example, when the deviation e is smaller than the first reference deviation −e1). Current control means for controlling the current supplied to the electric motor 11 so as to decrease rapidly and then (when the deviation e becomes larger than the second reference deviation −e2) gradually decrease the applied pressure. is doing.

  Next, a modification of the first embodiment will be described. This modification differs from the first embodiment only in that the electric disc brake 10-1 employs a roller screw as shown in FIG. Therefore, in the following, the same components as those of the electric disk brake 10 shown in FIG.

  In the electric disc brake 10-1 according to this modification, the pressure member 116-1 and the electric motor 11 are connected to each other by a roller screw 118-1 as a motion conversion mechanism. More specifically, a screw having a predetermined lead angle is provided on the inner peripheral surface of the nut 130-1. Further, a screw is also provided on the outer peripheral surface of the screw shaft 138-1 that is formed integrally with the pressure member 116-1 and is inserted through the nut 130-1. A plurality of threaded rollers 142 are provided along the axial direction of the screw shaft 138-1 to be engaged with both the screw on the inner peripheral surface of the nut 130-1 and the screw on the outer peripheral surface of the screw shaft 138-1. ing. The threaded roller 142 rotates like a planetary gear without moving in the axial direction during the rotational movement of the nut 130-1, and causes the pressure member 116-1 (screw shaft 138-1) to move in the axial direction. It is designed to move.

  In the electric disc brake device 10-1 employing such a roller screw 118-1, when the pressing member 116-1 receives a force (a leftward force in FIG. 13) that moves in a direction that weakens the braking force. Even so, the reverse efficiency of the roller screw 118-1 is poor (the reverse efficiency is as small as about half of the above-described ball screw), so that the movement of the pressure member 116-1 is prevented. Therefore, in order to reduce the actual pressure P when such an electric disc brake device 10-1 is employed, it is necessary to reverse the electric motor 11 as in the first embodiment.

  Next, a second embodiment of the vehicle brake control device according to the present invention will be described. The entire brake control device according to the second embodiment is the same as that of the first embodiment shown in FIG.

  In the second embodiment, an electric disc brake 10-2 shown in FIG. 14 is used instead of the electric disc brake 10 shown in FIG. This electric disc brake 10-2 is different from the electric disc brake 10 shown in FIG. 2 only in having a return mechanism. Accordingly, in the following description, the same parts as those of the electric disc brake 10 are denoted by the same reference numerals, description thereof is omitted, and the above differences are described.

  That is, the electric disc brake device 10-2 has a flange portion 116a that extends in the axial direction of the pressure member 116 on the outer peripheral portion of the pressure member 116 on the electric motor 11 side. The caliper 114 is provided with a protruding portion 114a so as to face the flange portion 116a. A compression spring 115 as a return spring is interposed between the flange portion 116a and the protruding portion 114a, and the return spring 115 biases the pressure member 116 toward the electric motor 11 (leftward in FIG. 14). The return spring 115 has a function of separating the brake pads 108 and 110 from the disc rotor 102 (the same function as a piston seal in a known hydraulic disc brake), and the return spring 115 and the protrusion 114a together with the return. A mechanism (return force applying means for applying a force to the electric motor in a direction opposite to the force by which the electric motor presses the brake member against the brake member) is configured. As a result, when the electric motor 11 does not generate a force that presses the pressure member 116 in the direction of the disk rotor 102 (rightward in FIG. 14), the pressure member 116 is disc driven by the urging force of the return spring 115. It is moved in a direction away from the rotor 102 (left direction in FIG. 14), and as a result, no braking torque is generated.

  Next, the operation of the brake control device according to the second embodiment will be described. In the second embodiment, the microcomputer 21 changes to the main routine shown in FIG. 3 and executes the main routine shown in FIG. 15 every elapse of a predetermined time. Since the main routine shown in FIG. 15 has steps common to the main routine shown in FIG. 3, the same steps are denoted by the same reference numerals.

  First, the case where the ABS control is not being performed will be described. The microcomputer 21 starts the process from step 1500 at a predetermined timing, and determines “No” in step 1505 for determining whether or not the ABS control is currently performed. Proceeding to step 1510, the current target pressure P * is obtained from the map of the target pressure P * with respect to the pedal effort F shown in FIG. 5A and the actual pedal effort F detected by the pedal force sensor 43. Next, the microcomputer 21 proceeds to step 1515 to determine whether or not the actual pressure P is smaller than the obtained target pressure P *. If the actual pressure P is smaller than the target pressure P *, the microcomputer 21 proceeds to step 1515. Then, the process proceeds to step 1520. In step 1520, the map showing the relationship between the target pressure P * and the supply current I shown in FIG. The supply current I is obtained from the applied pressure P *. As a result, a current I = g (P *) is supplied to the electric motor 11 by an electric motor driving routine (not shown), the electric motor 11 rotates forward, the actual pressure P increases, and the braking torque increases. Next, the microcomputer 21 proceeds to step 1595 to end the present routine tentatively.

  On the other hand, if the actual pressure P is larger than the target pressure P *, the microcomputer 21 makes a “No” determination at step 1515 to proceed to step 1525, where the supply current I of the electric motor 11 is supplied to the electric motor 11. The value is “0”. Accordingly, no current flows through the electric motor 11, and the electric motor 11 does not generate rotational torque. As a result, the pressing member 116 is pushed in the direction away from the disk rotor 102 by the return mechanism described above, so the actual pressure P decreases and the brake pad 110 moves in the direction away from the disk rotor 102. The braking torque is also reduced. Next, the microcomputer 21 proceeds to step 1595 to end the present routine tentatively. The above is the operation when the ABS control is not being performed.

  Next, the operation of ABS control according to the second embodiment will be described. The microcomputer 21 executes the routine shown in FIGS. 6 to 9 described in the first embodiment every elapse of a predetermined time, and executes the routine shown in FIG. 16 instead of FIG. 10 every elapse of the predetermined time. To do. Therefore, the second embodiment operates in substantially the same manner as the first embodiment until the slow increase mode control routine shown in step 675 of FIG. 6 is executed.

  More specifically, when the deviation e (= target slip ratio S * −actual slip ratio S) is equal to or less than the first reference deviation −e1 in a state where the ABS control is not executed, the microcomputer 21 rapidly reduces the ABS control. Starting from the mode, the sudden decrease mode subroutine shown in FIG. 7 is executed every elapse of the predetermined time Δt2. In this case, when the microcomputer 21 starts the main routine shown in FIG. 15 from step 1500, the ABS control is started, so that “Yes” is determined in step 1505 and the process proceeds to step 1530. In step 1530, the microcomputer 21 proceeds to step 1530. It is determined whether the value of the flag FHOJI is “1”. The value of the flag FHOJI is set to “1” when a pressurizing force holding request is made in a slow increase mode subroutine described later, and is set to “0” in other cases. Accordingly, since the value of the flag FHOJI is “0” at this time, the microcomputer 21 determines “No” in step 1530 and proceeds to step 315 and subsequent steps.

  In this case, since the target pressure P * is decreased by the positive value a in the rapid decrease mode subroutine, the microcomputer 21 determines “Yes” in step 320 and proceeds to step 335, and the motor is operated in step 335. The current I supplied to the motor 11 is a predetermined negative current (−I0). As a result, the current -I0 is supplied to the electric motor 11 by an electric motor drive routine (not shown), and the electric motor 11 reverses and the actual pressure P decreases without delay.

  That is, in the second embodiment, since the return member is provided in the pressure member 116, the actual pressure P naturally decreases unless current is supplied to the electric motor 11 (see step 1525 other than ABS control). ). However, in ABS control, particularly in the early stage of the sudden decrease mode, it is necessary to immediately suppress an excessive slip rate. Therefore, the reduction of the actual pressure P is delayed only by stopping the energization of the electric motor 11. Therefore, in the second embodiment, as shown in step 335, when there is a pressure reduction request in the ABS control, a current I that reversely rotates is supplied to the electric motor 11. Thereafter, the microcomputer 21 executes steps 340, 325, and 330, proceeds to step 1595, and once ends this routine.

  Thereafter, since the rapid decrease mode is continued, the actual pressure P decreases and the braking torque decreases, so that the deviation e becomes larger than the second reference deviation −e2. Accordingly, the microcomputer 21 makes a “Yes” determination at step 640 in FIG. 6 and proceeds to step 645 to start the gradual reduction mode. Thereafter, the microcomputer 21 executes the gradual reduction mode subroutine shown in FIG. 8 every elapse of the predetermined time Δt2. Execute. Also in this case, since the value of the flag FHOJI is maintained at “0”, the microcomputer 21 executes predetermined steps of steps 315 to 385 in FIG. As a result, step 335 is executed, the actual pressure P is gradually decreased, and the braking torque is also gradually decreased.

  If this state continues and the deviation e becomes larger than the third reference deviation −e3, the microcomputer 21 determines “Yes” in step 655 of FIG. 6 and proceeds to step 660 to start the rapid increase mode. The rapid increase mode subroutine shown in FIG. 9 is executed every elapse of the predetermined time Δt2. Also in this case, since the value of the flag FHOJI is maintained at “0”, the microcomputer 21 executes a corresponding step from steps 315 to 385 in FIG. As a result, steps 360 and 375 are executed, the actual pressure P increases rapidly, and the braking torque also increases rapidly.

  After that, when the actual pressure P is recovered to α times (α · PM) of the actual pressure P at the start of the sudden decrease mode or the target pressure P * (that is, the initial pressure PM), or the deviation e is the fourth reference deviation. When it becomes larger than e4, the microcomputer 21 starts the gradual increase mode, and thereafter executes the gradual increase mode subroutine every elapse of the predetermined time Δt2.

  The processing of this slow increase motor routine will be described. In step 1605 following step 1600, the microcomputer 21 determines whether or not the value of the timer T is greater than a predetermined value T0. The initial value of the timer T is set to the maximum value in an initial routine (not shown). Thereby, the microcomputer 21 determines “Yes” in step 1605 and increases the target pressure P * by a positive value d in step 1610. In step 1615, the value of the timer T is cleared to “0”, and in step 1620, the value of the flag FHOJI is set to “0”. At this time, since the value of the flag FHOJI is “0”, step 1620 is a confirming operation.

  Next, the microcomputer 21 proceeds to step 1625 to obtain a temporary target pressure P0 * from the current pedal depression force F and the map shown in FIG. 5A, and at step 1630, the target pressure P * is determined as the temporary target pressure P *. It is determined whether or not the pressure is greater than P0 *. If the target pressure P * is larger than the provisional target pressure P0 *, the routine proceeds to step 1635, where the ABS control is terminated, and this routine is terminated at step 1695. If the target pressure P * is smaller than the temporary target pressure P0 *, the microcomputer 21 proceeds directly to step 1695 to end the present routine tentatively.

  Hereinafter, if the description is continued assuming that the target pressure P * does not exceed the provisional target pressure P0 *, the microcomputer 21 does not proceed to step 1635, so the ABS control is not terminated. Accordingly, when the microcomputer 21 executes the main routine of FIG. 15 at a predetermined timing, it determines “Yes” in step 1505, and the value of the flag FHOJI is maintained at “0”. Is determined as “No”, and the corresponding steps (steps 360 and 375) of the following steps 315 to 385 are executed. As a result, the actual pressure P approaches the target pressure P * increased by a positive value d.

  Further, the microcomputer 21 starts the slow increase mode subroutine again from step 1600 after the elapse of the predetermined time Δt2. In this case, since the value of the timer T is set to “0” in the previous step 1615, the value of the timer T is smaller than the predetermined value T0. Accordingly, the microcomputer 21 makes a “No” determination at step 1605 and proceeds to step 1640 to increase the value of the timer T by “1”. In step 1645, the value of the flag FHOJI is set to “1”, and the process proceeds to steps 1625, 1630, and 1695 to end the present routine tentatively.

  When the microcomputer 21 executes the main routine of FIG. 15 in this state, the microcomputer 21 determines “Yes” in step 1505 and proceeds to step 1530, and determines “Yes” in step 1530. . Then, the microcomputer 21 proceeds to step 1535, and in step 1535, the supply current I to the electric motor 11 is set as the holding current IHOJI (predetermined positive current). As a result, a current IHOJI is supplied to the electric motor 11 by an electric motor driving routine (not shown), and the electric motor 11 generates a force in a direction to press the pressing member 116 (inner pad 110) toward the disk rotor 102. Since this force is set to a force that balances the force for separating the pressure member 116 by the return mechanism from the disk rotor 102, the position of the pressure member 116 does not move. As a result, the actual pressure P (braking torque) is maintained at a constant value.

  If such a state continues, step 1640 of FIG. 16 is repeatedly executed. Accordingly, the value of the timer T gradually increases, and exceeds a predetermined value T0 when a predetermined time elapses. In this case, when the microcomputer 21 starts processing of the slow increase mode subroutine from step 1600, the microcomputer 21 determines “Yes” at step 1605, and executes steps 1610 to 1620 described above. As a result, the target pressure P * is increased again by the positive value d, and the value of the flag FHOJI is set to “0”. Therefore, step 360 or step 375 in FIG. It is increased by an amount corresponding to the positive value d.

  Thereafter, the target pressure P * is increased by a positive value d every time the value of the timer T reaches the predetermined value T0, and then the target pressure is increased until the value of the timer T cleared to “0” exceeds the predetermined value T0. The pressure P * is kept constant. In such a state, when the target pressure P * becomes larger than the provisional target pressure P0 *, steps 1630 and 1635 are executed and the ABS control is terminated.

  As described above, the brake control device according to the second embodiment has the same target for the electric motor 11 when the actual pressure P is smaller than the target pressure P * during normal service braking that is not under ABS control. A positive current I (= g (P *)) necessary for obtaining the applied pressure P * is supplied. When the actual applied pressure P is larger than the target applied pressure P *, the current I supplied to the electric motor 11 is set to “0”. The actual pressure P is reduced by the return mechanism without generating a torque in the electric motor 11 itself. Therefore, since the electric motor does not need to be rotated forward and backward, the life of the electric motor 11 is extended.

  In the second embodiment, the steps 1515, 320, 345, 330, and 370 include the pedal depression force F (target pressure P *) that is the detected state quantity of the vehicle and the actual pressure P that is the state quantity of the vehicle. The braking torque increase / decrease request determining means for determining whether the braking torque should be increased or decreased based on the above. Steps 1520, 1525, 335, 350, 360, 375, and 380, when it is determined that the braking torque should be increased, a current that rotates the electric motor 11 in a predetermined direction (forward rotation). When it is determined that the braking torque should be reduced, a current that does not rotate the electric motor 11 in the same predetermined direction is supplied to the electric motor 11 (the supply current is cut off and the electric current is cut off). Or a current supply means for supplying the electric motor 11 with a current that rotates (reverses) the electric motor 11 in the direction opposite to the predetermined direction. Further, step 1535 constitutes a current supply means for supplying a predetermined current (IHOJI) to the electric motor 11 when it is determined that the braking torque should be maintained at a constant value based on the detected state quantity of the vehicle. Yes.

  Next, a third embodiment of the vehicle brake control device according to the present invention will be described. This third embodiment is different from the second embodiment only in that the brake applied to the left and right rear wheels RL, RR is an electric drum brake 70 as shown in FIG. Therefore, in the following, this difference will be mainly described. In FIG. 17, the same components as those in the brake control device shown in FIG. 1 are denoted by the same reference numerals, and detailed description thereof is omitted.

  The electric drum brake 70 is non-rotatably held by a drum 71 that is a braked member that rotates integrally with a wheel and a backing plate that is a vehicle body side member, and has a predetermined clearance (interval) with respect to the drum 71. A brake shoe 72 serving as a braking member, a DC electric motor 73 that generates a force corresponding to a supplied current, a position sensor 74 that detects a position X of the brake shoe 72, and a pressure sensor 75, the brake shoe 72 is moved (pushed) toward the inner peripheral surface of the drum 71 by the force generated by the electric motor 73, and the brake shoe 72 is brought into contact with the inner surface of the drum 71. A braking torque that suppresses the rotation of the wheel by generating pressure on the peripheral surface is generated.

  The electric drum brake 70 is of a duo-servo type as shown in detail in FIG. 18, and is attached to a vehicle body side member (not shown) in a non-rotatable manner and has a disk-like backing plate 200, and the backing plate 200 A pair of brake shoes 202a, 202b (indicated by reference numeral 72 in FIG. 17) having a generally arcuate shape, and a drum 206 having a friction surface 204 on its inner peripheral surface and rotating together with the wheels (see FIG. 17, and an electric actuator 300 that expands one end portions of the pair of shoes 202a and 202b.

  The pair of brake shoes 202a and 202b can be rotated in a state in which the pair of brake shoes 202a and 202b are prevented from rotating together with the drum 206 by being engaged with anchor pins 208 fixed to the backing plate 200 at one end facing each other. Is held in.

  Further, the other ends of the pair of brake shoes 202a and 202b are connected to each other by a strut 210, and a force acting on one shoe by the strut 210 is transmitted to the other shoe. The pair of brake shoes 202a and 202b can be moved along the surface of the backing plate 200 by shoe hold-down devices 212a and 212b.

  The other ends of the pair of brake shoes 202a and 202b are urged toward each other by a spring 214, and one end is urged toward the anchor pin 208 by each shoe return spring 215a and 215b. Moreover, the strut 216 and the return spring are provided in the one end part.

  Brake linings 219a and 219b as friction engagement members are held on the outer peripheral surfaces of the brake shoes 202a and 202b, respectively, and the pair of brake linings 219a and 219b are frictionally engaged with the inner peripheral surface 204 of the drum 206. As a result, a frictional force is generated between the brake linings 219a and 219b and the drum 206. In this embodiment, the strut 210 includes an adjustment mechanism, and the gap between the brake linings 219a and 219b and the drum inner peripheral surface 204 is adjusted according to wear of the brake linings 219a and 219b. Yes.

  Each brake shoe 202a, 202b includes rims 224a, 224b and webs 222a, 222b, respectively. One end of a lever 230 is rotatably provided on the web 222a via a pin 232. The lever 230, the web 222a, and the web 222b are provided with notches in mutually facing portions. The struts 216 are engaged with these notches.

  An electric actuator 300 including an electric motor 73 is connected to the other end of the lever 230. When the brake pedal 50 for service brake is operated, the lever 230 is driven by the driving of the electric motor 73 (electric actuator 300). The brake shoe 202a is rotated toward the drum inner peripheral surface 204 with the engaging point of the strut 216, the brake shoe 202a and the lever 230 as a fulcrum, and the brake shoe 202b is moved from the drum inner peripheral surface 204. The strut 216 receiving the reaction force is pushed toward the drum inner peripheral surface 204. That is, the pair of brake shoes 202a and 202b are expanded by the rotation of the electric motor 73, and the friction engagement members (brake linings 219a and 219b) are pressed against the inner peripheral surface 204 of the drum 206 to perform the same friction engagement. The member is frictionally engaged with the drum inner peripheral surface 204, whereby a braking torque T is applied to the wheel.

  In the above-described structure, it is considered that the swinging force based on the frictional force generated in one shoe 202b and the brake operating force D by the electric actuator 300 (the expanding force for expanding the pair of shoes 202a and 202b). Is transmitted from the other end portion to the other end portion of the other shoe 202a through the strut 210. As a result, the other shoe 202a is pressed against the drum inner peripheral surface 204 by the sum of the swinging force and the spreading force, and a larger frictional force is generated than the one shoe 202b. Thus, since the output of one shoe 202b becomes the input of the other shoe 202a and a double servo effect is obtained, a large braking torque can be obtained in a duo servo drum brake.

  A strain sensor 250 that detects a load applied to the anchor pin 208 is attached to the anchor pin 208 as the pressure sensor 75. As described above, in the duo-servo type electric drum brake 70, the swinging force based on the frictional force generated in one shoe and the expanding force by the electric actuator 300 are transmitted through the strut 210 to the other end of the other shoe. The other shoe is pressed against the drum 206 by the sum of the swinging force and the spreading force. Then, the force transmitted to the other shoe via the strut 210 is further increased by the servo action of the other shoe and acts on the anchor pin 208. As a result, if the braking torque is obtained based on the load applied to the anchor pin 208, the actual braking torque T (actual braking torque T) generated in the duo-servo type electric drum brake 70 can be detected. This actual braking torque T is applied to the shoes 202a and 202b (brake linings) as braking members when the wheels are rotating, or when a vehicle is on a slope or the like and torque is applied to the wheels. 219a and 219b) represent the force (actual pressure P) actually pressed against the drum 206 as the member to be braked.

  As shown in FIG. 19, the electric actuator 300 includes the electric motor 73 and a drive unit 304 that converts the rotational motion of the electric motor 73 into the reciprocating linear motion of the operating shaft 302. The electric motor 73 incorporates the position sensor 74 that detects the position X of the shoe 202a (202b) by detecting the rotational position of the electric motor 73. The position X of the brake shoe 202a (202b) may be directly detected by a gap sensor or the like fixed to the backing plate 200 or the like.

  An electric motor 73 is assembled to the housing 306 of the drive unit 304, and the housing 306 and the electric motor 73 are fixed to the backing plate 200. A pinion 308 is fixed to the rotating shaft 23 a of the electric motor 73. The pinion 308 is meshed with the first reduction gear 310, and the first reduction gear 310 is meshed with the second reduction gear 312.

  The second reduction gear 312 rotates integrally with the nut 312a. The nut 312 a is supported by the housing 306 so as to be rotatable on the housing 306 and not movable in the axial direction of the operating shaft 302. The operating shaft 302 is supported by the housing 306 so that the operating shaft 302 cannot rotate and can move in the axial direction. The operating shaft 302 has a connecting portion 302a connected to the lever 230 at one end and a screw shaft portion 302b at the other end.

  The nut 312a and the screw shaft portion 302b of the operating shaft 302 are connected by a ball screw mechanism (not shown) similar to the ball screw 118 as the motion converting mechanism shown in FIG. 2, and the rotation of the nut 312a is operated. The movement of the shaft 302 in the axial direction is converted.

  In this third embodiment, the return spring 218 (biasing means for urging the braking member away from the member to be braked, opposite to the force by which the electric motor presses the braking member against the member to be braked). The return force applying means for applying a force to the electric motor) and the like, the shoes 202a and 202b receive a biasing force in a direction away from the drum inner peripheral surface 204, and the motion conversion mechanism of the electric actuator 300 is reversed. Since a highly efficient ball screw mechanism is employed, when no electric current is supplied to the electric motor 73, the shoes 202a and 202b are separated from the drum inner peripheral surface 204, and the actual pressure P is naturally reduced. For this reason, the program similar to 2nd Embodiment is employ | adopted and the supply current I of the electric motor 73 is controlled.

  As described above, according to each embodiment, the brake control using the electric motor as the actuator is appropriately performed. In addition, this invention is not limited to the said embodiment, A various modification can be employ | adopted within the scope of the present invention. For example, in the above embodiment, the DC electric motor 11 (73) is adopted as the actuator drive source for all the wheels, but the vehicle in which the DC electric motor 11 (73) is adopted for any wheel. The present invention can also be applied to. In this case, the left and right front wheels FL and FR may be a conventional hydraulic brake device, and the left and right rear wheels RL and RR may be an electric brake device employing the above electric motor, and the left and right front wheels FL and FR may be the above electric motors. In the electric brake device employing a motor, the left and right rear wheels RL, RR may be conventional hydraulic brake devices.

  The brake used for each wheel may be a disc brake or a drum brake, and each brake may or may not have the return mechanism. In this case, the program of the first embodiment or the second embodiment may be adopted as appropriate according to the presence or absence of the return mechanism. Further, in each of the above embodiments, the braking torque control based on the vehicle state amount other than the brake operation amount is the ABS control. For example, traction control, automatic brake control, emergency brake control, vehicle behavior stabilization control are performed. Such braking torque control may be used.

1 is an overall view of an electric brake device including a vehicle brake control device according to a first embodiment of the present invention. It is sectional drawing of the electric disc brake shown in FIG. It is a flowchart which shows the main routine (program) which the microcomputer shown in FIG. 1 performs. It is a time chart which shows the change in the target pressurization force, actual pressurization force, electric current supplied to an electric motor, and flags F1 and F2 in a 1st embodiment. FIG. 2 is a map stored in a memory referred to by the microcomputer shown in FIG. 1, wherein (A) defines the relationship between pedal depression force and target applied pressure, and (B) supplies target applied force and electric motor. It defines the relationship with current. It is a flowchart which shows the ABS control routine (program) which the microcomputer shown in FIG. 1 performs. It is a flowchart which shows the rapid decrease mode subroutine (program) which the microcomputer shown in FIG. 1 performs. It is a flowchart which shows the slow reduction mode subroutine (program) which the microcomputer shown in FIG. 1 performs. It is a flowchart which shows the rapid increase mode subroutine (program) which the microcomputer shown in FIG. 1 performs. It is a flowchart which shows the slow increase mode subroutine (program) which the microcomputer shown in FIG. 1 performs. It is a time chart which shows the deviation of the target slip ratio and the actual slip ratio during ABS control in 1st Embodiment, and the change of a target pressurizing force. It is a time chart which shows the change of the slip ratio at the time of pressure reduction in the 1st embodiment, and applied pressure. It is sectional drawing of the electric disc brake which concerns on the modification of 1st Embodiment. It is sectional drawing of the electric disc brake which concerns on 2nd Embodiment of this invention. It is a flowchart which shows the main routine (program) which the microcomputer which concerns on 2nd Embodiment performs. It is a flowchart which shows the slow increase mode subroutine (program) which the microcomputer which concerns on 2nd Embodiment performs. FIG. 6 is an overall view of an electric brake device including a vehicle brake control device according to a third embodiment of the present invention. It is sectional drawing which shows the electric drum brake shown in FIG. It is 1-1 sectional drawing of the electric actuator shown in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Electric disc brake, 11 ... DC electric motor, 12 ... Position sensor, 13 ... Pressure sensor, 20 ... Electric control device, 21 ... Microcomputer, 42 ... Parking brake operation switch, 43 ... Treading force sensor, 46a-46d ... Wheel speed sensor, 50 ... Brake pedal.

Claims (4)

A braked member that rotates integrally with the wheel;
A braking member that generates a braking torque by being pressed against the braked member;
A pressure member for pushing the braking member;
The pressure member is rotated through a ball screw as a motion conversion mechanism that rotates forward or reverse in accordance with the supplied current and converts the rotation into the axial movement of the pressure member when the forward rotation is made. By moving in the predetermined direction, the pressing force that presses the braking member against the member to be braked is increased, and when the reverse rotation is made, the pressing member is moved in the direction opposite to the predetermined direction via the ball screw. An electric motor that reduces the applied pressure by
Slip rate acquisition means for acquiring the slip rate of the wheel;
Start the rapid reduction mode for supplying a current rapidly decreases the pressure to the electric motor when the obtained slip rate is greater than the first slip ratio, then the is obtained when the a rapid reduction mode and the current decreases gently the pressure when the slip ratio is smaller than said first slip ratio is smaller than the second slip ratio starts gentle reduction mode to supply to the electric motor, then the in gentle reduction mode current supply means for the obtained slip ratio begins to surge mode for supplying the current to increase rapidly the pressure in the electric motor when it becomes less than the second slip ratio is smaller than the third slip ratio when there When,
Vehicle brake control device comprising: The vehicle brake control device according to claim 1,
The current supply means includes
When the acquired slip ratio becomes smaller than the third slip ratio when the mode is the gradual decrease mode, a current at which the change rate of the applied pressure gradually decreases when the applied pressure is suddenly increased is supplied to the electric motor. A vehicle brake control device configured to be supplied to a vehicle. The vehicle brake control device according to claim 1,
State quantity detection means for detecting the state quantity of the vehicle;
Determination means for determining whether or not the braking torque should be held at a constant value based on the vehicle state quantity detected by the state quantity detection means;
With
The current supply means includes
When the determination means determines that the braking torque should be maintained at a constant value, a current that causes the electric motor to generate a force in a direction of pressing the braking member toward the braked member is supplied to the electric motor. A control device for a vehicle brake configured as described above. The vehicle brake control device according to claim 3,
Return force applying means for applying to the electric motor a force that is opposite to the force by which the electric motor presses the braking member against the member to be braked, and that attempts to separate the braking member from the member to be braked. Including
The current supply means includes
When the determination means determines that the braking torque should be maintained at a constant value, the return force applying means has a force that balances with the force to separate the braking member from the braked member. A control device for a vehicle brake configured to supply to the electric motor a current to be generated by the electric motor as a force in a direction of pressing toward a member to be braked.

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