JP6430186B2 - Electric brake device - Google Patents

Description

  The present invention relates to an electric brake device applied to vehicles such as various automobiles, and more particularly to a technique for reducing the number of harnesses.

  Various types of electric brake devices used in automobiles that operate brake linings with an electric motor have been proposed (for example, Patent Documents 1 to 3).

JP-A-6-327190 JP 2006-194356 A JP 2013-160335 A

  In each of the conventional electric brake devices, a signal line for sending a target value of the brake force from the host ECU (electric control unit) to the control device of the electric brake device is used separately from the power line for driving the motor. These power lines and signal lines are gathered together with other various wirings as a harness and wired to the vehicle body.

  However, the durability and cost of the harness may be a problem. The brake device is mounted below the suspension, that is, under a so-called spring, and the power source or the host ECU is mounted on the spring. Therefore, it is necessary for the harness connecting the two to ensure durability against bending caused by relative movement accompanying suspension expansion and contraction and wheel steering. At this time, it is generally difficult to ensure durability as the number of wires increases. For example, when a generally thick power line and a generally thin signal line are wired together, the durability of the thin signal line may decrease due to the bending of the thick power line.

  The object of the present invention is to reduce the number of harnesses, improve the durability and reliability of the current-carrying path to the electric brake device, improve the degree of freedom in layout of the vehicle equipped with the electric brake device, and reduce the number of assembly steps. An electric brake device is provided.

The electric brake device includes a brake rotor 4 that rotates integrally with a wheel 40, a brake lining 5 that contacts the brake rotor 4, an electric motor 6, and the rotation of the motor 6 that rotates the brake rotor of the brake lining 5. In an electric brake device comprising: a transmission mechanism 7 for converting to a pressing operation to the motor; a power supply device 2 for supplying electric power to the motor 6; and a brake control device 3 for controlling the motor 6 to control a braking force.
The power supply device 2 is a variable power supply device that can superimpose a fluctuation component on an output, and has command superimposing means 9, 9A, 9B that fluctuate the fluctuation component according to a target brake force commanded from a brake force command means. The brake control device 3 extracts target brake force extraction means 17, 17A, 17B for extracting the fluctuation component of the output of the power supply device 2 as a target brake force, and the power supply device 2 according to the extracted target brake force. Command corresponding power control means 18 for controlling the power applied to the motor from
It is characterized by that.
The “brake lining” is a concept including a friction pad.

According to this configuration, since the power supply device 2 is a variable power supply device that can superimpose the fluctuation component on the output, and the command superimposing means 9, 9A, 9B that varies the fluctuation component according to the target brake force is provided, A target brake force signal can be superimposed on the current to be sent, and there is no need to provide a signal line independently. Therefore, the number of harnesses can be reduced, the durability and reliability of the power supply path to the electric brake device can be improved, the layout flexibility of the vehicle equipped with the electric brake device can be improved, and the number of assembly steps can be reduced.
The command superimposing means 9, 9A, 9B is a technique for superimposing an information communication signal on a power indoor wiring of a building (LAN by (high-speed power line communication: PLC)). The signal superimposing means 9, 9A and 9B are different in that the entire base current is changed, while the signal component is superimposed as a part. In automobiles, the PLC is difficult to adopt because resistance to noise reception and emission has not been established, and interference countermeasures are difficult compared to CAN as a general in-vehicle network. This problem can be solved and put into practical use.

In the present invention, the power supply device 2 is a variable power supply device in which the maximum power that can be supplied varies due to fluctuations in the output voltage, and the command superimposing means 9, 9A, 9B increase the maximum power that can be transmitted due to output fluctuations. Accordingly, the target braking force as the fluctuation component may be set to increase. In other words, the command superimposing means 9, 9A, 9B may increase the maximum power that can be transmitted due to the output fluctuation as the target braking force as the fluctuation component increases.
The maximum power that can be transmitted may fluctuate in response to fluctuations in the output voltage. Also, the greater the braking force, the more constant power consumption. For this reason, it is preferable to determine the maximum target brake force as a condition that maximizes the power that can be transmitted.
Unlike the case of simply superimposing a signal at a high frequency, for example, on the power line, the target brake force as the fluctuation component is set so as to increase as the maximum power that can be transmitted due to output fluctuation increases. Efficient power supply.

In the present invention, the power supply apparatus 2 is an AC power supply that outputs AC power having a variable frequency, the fluctuation component is a fluctuation of an AC frequency, and the command superimposing means is configured to change the power supply apparatus according to the target brake force. 2 may be a frequency controller 9 that fluctuates the frequency of the alternating-current power output by 2.
In this way, by transmitting the target brake force with the frequency, the target brake force can be recognized with high accuracy.

In the present invention, the power supply device 2 may be a direct-current power supply device 2 that varies the voltage in a binary manner with a variable duty ratio, and the fluctuation component converted into the target brake force may be the duty ratio.
By transmitting the target brake force with the duty ratio in this way, the target brake force can be easily superimposed. Moreover, it is excellent in noise resistance (both reception and emission) with respect to the general PLC.

In the present invention, the power supply device 2 may be a power supply device 2 that outputs a variable DC voltage, and the fluctuation component converted into a target brake force may be the voltage value.
Thus, by transmitting the target brake force with the voltage value, the target brake force can be easily superimposed. Moreover, it is excellent in noise resistance (both reception and emission) with respect to the general PLC.

In the present invention, in the fluctuation component converted into the target brake force, the change in the maximum power that can be transmitted due to the superimposition of the fluctuation component changes so that the maximum power increases as the target brake force increases. The correlation between the fluctuation component and the target brake force may be determined.
For example, when the fluctuation component is given by AC transmission, the target brake force is set to be larger as the frequency at which the power transmission efficiency becomes higher. When the fluctuation component is given as a duty ratio, the target braking force is set to increase as the duty ratio on the High side increases. When the fluctuation component is given by a variable voltage, the target braking force is increased as the voltage value increases.

As described above, the maximum power that can be transmitted fluctuates with respect to the fluctuation of the output voltage, but the power that is consumed regularly increases as the braking force increases. For this reason, it is preferable to determine the maximum target brake force as a condition that maximizes the power that can be transmitted.
Unlike the case of simply superimposing a signal on the power line, efficient power can be achieved by setting the target braking force as the fluctuation component to increase as the maximum power that can be transmitted due to output fluctuation increases. Supply is possible.
When the frequency controller 9 is used, the target brake force may be maximized at a frequency where the transmittable power is maximized. In other words, the frequency controller 9 may have a frequency at which the transmittable power is maximized when the target brake force is maximized. When the target brake force is maximized at the frequency at which the transmittable power is maximized, the transmittable power can be maximized at the target brake force at which the power consumption is maximized.
In the case of the duty ratio, the target brake force may be maximized at a duty ratio at which the high-side duty ratio is maximum in the binary output. In other words, when the target braking force is maximized, the command superimposing means of the power supply device 2 maximizes the high-side duty ratio of the binary output. Thereby, electric power can be supplied efficiently.
When the fluctuation component is given as a voltage, the target braking force may be maximized when the voltage is maximized. In other words, the command superimposing means of the power supply device 2 may maximize the voltage output when the target brake force is maximized. Thus, when the target braking force is maximized when the voltage is maximized, efficient power supply can be performed.

In this invention, you may provide the brake state detection means 24 which detects the state of the said electric brake device based on the power consumption detected by the said power supply device 2 of the said motor 6. FIG.
The “detection of the state of the electric brake device” may be, for example, estimation of a braking force generated by the brake rotor and the brake lining 5, and operation confirmation as to whether or not the electric brake device is operating correctly. There may be.
The power consumption of the electric brake device becomes the largest when the motor is rotated at a high speed in order to make the current brake force reach the target brake force. As the deviation between the target braking force and the current braking force is larger, the motor must be rotated at a higher speed, and the power consumption inevitably increases. Therefore, the deviation from the target braking force is detected by detecting the power consumption of the power supply. And the current braking force can be estimated. Further, by comparing the estimated braking force with the target braking force, it is possible to detect whether or not the electric brake device is operating correctly.
Thus, by providing the brake state detection means 24 for detecting the state of the electric brake device with the consumption power, the state of the electric brake device can be detected with a simple configuration. In addition, since the brake state can be detected on the power supply side, unlike the case of detection on the brake control device 3 side, signal wiring for transmitting the detection result of the brake state to the host ECU 11 or the like becomes unnecessary, and the problem of increasing the number of harnesses does not occur. .
In addition to the relationship with the number of harnesses, interference with the command signal to the electric brake device can be avoided, and the priority of the command signal to the electric brake device can be secured and the real-time property of the information from the electric brake device can be improved. .

In this invention, the command corresponding power control means 18 of the brake control device 3 controls both the electric power converted into the motor torque of the motor 6 and the electric power not converted into the motor torque, and the total consumption of the motor 6. You may make it have a function which can control electric power arbitrarily.
The power that is not converted into motor torque is, for example, d-axis current when the permanent magnet synchronous motor (PMSM) is vector-controlled with three-phase AC, reactive power that is generated when there is a phase shift between current and voltage with single-phase AC, etc. It is. Thus, by making it possible to arbitrarily control the total power consumption, there is an advantage that the accuracy of the content transmitted from the electric brake device can be improved.
If reactive power is not used, for example, when transmitting the deviation from the target brake force from the electric brake side, the contents of the degree of “having converged to the target brake force or greatly deviating” can be understood, but the detailed deviation is It is difficult to guess. By using reactive power, the correlation between transmission parameters and power consumption can be strengthened.

In this way, when the total power consumption can be arbitrarily controlled, there is provided a brake force estimating means 38 for estimating a brake force generated by the brake rotor 4 and the brake lining 5, and the command corresponding power control means 18 is The total power consumption of the motor 6 may be determined according to the deviation between the target brake force and the estimated brake force estimated by the brake force estimating means 38.
By controlling with the deviation in this way, the braking force can be controlled with high accuracy.

  Further, when the total power consumption can be arbitrarily controlled as described above, the motor 6 is a synchronous motor, and the command corresponding power control means 18 of the brake control device 3 does not convert the motor torque. This control may be performed by adjusting the current phase of the motor 6.

  The electric brake device according to the present invention includes a brake rotor that rotates integrally with a wheel, a brake lining that contacts the brake rotor, an electric motor, and a rotation operation of the motor for pressing the brake lining against the brake rotor. In an electric brake device including a transmission mechanism for conversion, a power supply device that supplies power to the motor, and a brake control device that controls the motor to control a braking force, the power supply device can superimpose a fluctuation component on an output. And a command superimposing means for varying the fluctuation component in accordance with a target brake force commanded from the brake force command means, wherein the brake control device is configured to change the fluctuation component of the output of the power supply apparatus. Target brake force extraction means for extracting as target brake force, and according to the extracted target brake force Since it has a command-compliant power control means for controlling the power supplied from the power supply device to the motor, the number of harnesses can be reduced, the durability and reliability of the energization path to the electric brake device can be improved, and the electric brake device is mounted. It is possible to improve the layout freedom of the vehicle and reduce the number of assembly steps.

1 is a block diagram showing a conceptual configuration of an electric brake device according to a first embodiment of the present invention. It is a graph which shows the example of conversion into the voltage frequency of the target brake force of the device. It is a block diagram which shows the specific conceptual structural example of the motor driver and calculator in the electric brake device. It is a block diagram which shows the conceptual structure of the electric brake device which concerns on other embodiment of this invention. It is a block diagram which shows the conceptual structure of the electric brake device which concerns on further another embodiment of this invention. It is a graph which shows the example of conversion into the duty ratio of the target brake force of the device. It is a block diagram which shows the conceptual structure of the electric brake device which concerns on further another embodiment of this invention. It is a graph which shows the example of conversion into the voltage of the target brake force of the device. It is a graph which shows the relationship between the electric current phase and torque in a permanent magnet synchronous motor. 6 is a time chart of braking force, current phase, and power consumption when controlling the braking force while adjusting the power consumption. It is an example of the operation | movement flow of control of FIG. It is sectional drawing which shows an example of a brake main body.

  A first embodiment of the present invention will be described with reference to FIGS. This electric brake device is mainly composed of a brake body 1, a power supply device 2, and a brake control device 3 which are mechanical parts. The brake main body 1 includes a brake rotor 4 that rotates integrally with a wheel, a brake lining 5 that can be brought into contact with and separated from the brake rotor 4, an electric motor 6, and the rotation of the motor 6 that controls the brake rotor 4 of the brake lining 5. And a transmission mechanism 7 for converting to a pressing operation. The transmission mechanism 7 includes a linear motion mechanism that converts the rotational motion of the motor 6 into linear reciprocating motion.

  The power supply device 2 is a variable power supply device capable of superimposing a fluctuation component serving as a control signal on the output for driving the motor 6. In this embodiment, the frequency power supply 8 and the frequency output by the AC power supply 8 are variable. The frequency component 9 is controlled, and the fluctuation component serving as the control signal is the frequency output from the AC power supply 8. The AC power supply 8 includes an inverter that converts a direct current of an on-vehicle battery (not shown) into an alternating current, but may be a generator.

  The frequency controller 9 serves as a command superimposing unit that controls the output frequency of the AC power supply 8 to a frequency corresponding to the target brake force commanded from the brake command unit 10 provided in the host ECU 11. Regarding the relationship between the frequency and the target brake force, a predetermined conversion rule is determined by, for example, an arithmetic expression or a map. For example, as shown in FIG. 2, the frequency controller 9 increases the output voltage frequency as the target braking force increases. In this case, the target braking force is set to be maximized at the voltage frequency at which the transmittable power of the AC power supply 8 is maximized.

  The brake command means 10 is provided in a host ECU (electric control unit) 11 that performs overall control of the entire vehicle equipped with the electric brake device, and this electric brake according to the operation amount of the brake force operation means 12 such as a brake pedal. Outputs the target braking force distributed to the device. In addition to this, the power supply device 2 is provided with a current detector 13 for detecting a current value output from the AC power supply 8. Further, a brake state detecting means 24 for detecting the state of the electric brake device by comparing the current value detected by the current detector 13 with the target brake force output from the brake command means 10 is provided. Here, “detecting the state of the electric brake device” may be an estimation of the braking force generated by the brake rotor 4 and the brake lining 5, and confirming whether or not the electric brake device is operating correctly. It may be. The brake state detection means 24 is provided in the host ECU 11.

  The brake control device 3 is a means for controlling the brake force by controlling the motor 6 of the brake body 1 and is constituted by a microcomputer, an electronic circuit or the like as an ECU (electric control unit) dedicated to the brake, and the brake body 1 In the same manner as above, it is installed below the suspension (not shown) of the automobile, so-called unsprung. For example, the entire brake control device 3 is mounted on a brake caliper (not shown) of the brake body 1. The brake control device 3 and the power supply device 2 are connected by a wiring 14 that transmits power output from the AC power supply 8, and this wiring 14 is a part of a harness (not shown) of the automobile.

  In this example, the brake control device 3 includes a rectifier 15, a motor driver 16, a frequency detector 17, and a calculator 18. The rectifier 15 is means for rectifying the alternating current output from the alternating current power supply 8 of the power supply device 2 into direct current, and serves as target braking force extraction means. The motor driver 16 is means for driving the motor 6 by performing various controls using direct-current power obtained from the rectifier 15.

  The frequency detector 17 detects an AC frequency transmitted from the AC power supply 8 of the power supply device 2, for example, a voltage frequency, and outputs a target braking force corresponding to the detected frequency. Similar to the frequency controller 9 of the power supply device 2, the relationship between the frequency and the target brake force is determined by a predetermined rule, for example, an arithmetic expression or a map.

  The computing unit 18 is a command corresponding power control unit that controls the power supplied from the power supply device 2 to the motor 6 according to the target brake force, and controls the motor 6 via the motor driver 16. In this control, the arithmetic unit 18 detects the position of the brake lining 5 or the position feedback control based on the detection value of the position / pressing force detector 7 a that detects the position of the brake lining 5 or the pressing force, and detects the rotation angle of the motor 6. Control such as phase control according to the detected value of the rotation angle of the motor rotor obtained from the rotation angle detector 6a such as a resolver is performed.

  FIG. 3 shows a specific example of the motor driver 16 and the calculator 18. The figure shows an example in which the motor 6 is a permanent magnet synchronous motor (PMSM). In this example, the motor driver 16 includes an inverter 19 and a PWM control unit 20. The inverter 19 is a device that converts DC power obtained from the rectifier 15 of FIG. 1 into three-phase AC, and is configured by a combination of switching elements such as IGBTs. The PWM control unit 20 is means for controlling the current output from the inverter 19 by PWM control in accordance with a command from the host. Instead of the PWM control unit 20, current control may be performed by another modulation method.

  The computing unit 18 is configured to perform the position feedback control and the like with PI (differential integration) control and the like based on the current command unit 21 that outputs a current command for the target braking force and the current command output from the current command unit 21. The current PI control unit 22 and the vector control unit 23 are used. The vector control unit 23 is means for improving motor driving efficiency by phase control corresponding to the rotation angle of the motor rotor obtained from the rotation angle detector 6a of FIG. When performing vector control, the current command unit 21 outputs a q-axis command indicating the q-axis component of the current and a d-axis command indicating the d-axis component as the current command. The current command unit 21 may control power that is not converted into motor torque by adjusting the current phase of the motor 6 based on the axis command and the d-axis command.

  According to the electric brake device of this configuration, since the power supply device 2 is a variable power supply device that can superimpose a fluctuation component on the output, and the frequency controller 9 is provided as a command superimposing means that fluctuates the fluctuation component according to a target brake force, The signal of the target brake force can be superimposed on the current sent by the power wiring 14, and there is no need to provide a signal line independently. Therefore, it is possible to reduce the number of harnesses, improve the durability and reliability of the energization path to the electric brake device, improve the layout flexibility of the vehicle equipped with the electric brake device, and reduce the assembly man-hours.

Further, since the frequency is changed when the fluctuation component is superimposed, the target brake force can be transmitted with high accuracy. Furthermore, as shown in FIG. 2, since the correlation between the two is set so that the target braking force is maximized at the voltage frequency at which the transmittable power of the AC power supply 8 is maximized, the following effects are obtained.
That is, the maximum power that can be transmitted may vary with voltage fluctuation. For example, the power transmission efficiency changes depending on the AC frequency. Further, since the electric power that is constantly consumed increases as the braking force increases, it is preferable to determine the maximum target braking force as a condition that maximizes the electric power that can be transmitted as shown in FIG.

  In addition to this, the computing unit 18 is provided with a brake force estimating means 38 for estimating the brake force generated by the brake rotor 4 and the brake lining 5 as indicated by a broken line in FIG. Control may be performed so as to be determined according to a deviation between the target brake force and the estimated brake force estimated by the brake force estimating means 38.

FIG. 4 shows another embodiment of the present invention. This embodiment is an example in which power transmission from the power supply device 2 to the brake control device 3 is performed via the transformer 25 in the first embodiment shown in FIGS.
In the case of this configuration, if all the components of the brake device main body 1 and the brake control device 3 are mounted on the brake caliper, the harness for the electric brake device is provided between the sprung and unsprung portions of the vehicle equipped with the electric brake device. This eliminates the risk of disconnection due to bending, and improves the mountability.
In the embodiment shown in the figure, the matters other than those described in particular are the same as those in the first embodiment shown in FIGS.

  5 and 6 show still another embodiment of the present invention. This embodiment is an example in which the power supply device 2 is a direct-current power supply device whose voltage fluctuates in binary with a variable duty ratio. Specifically, two DC power sources 26H and 26L on the high side and low side having different voltages are provided, and the two power sources 26H and 26L are selected according to the target braking force by the high / low switching unit 9A serving as a command superimposing unit. The energizing time is changed. The high / low switching means 9A includes two switches 27a and 27b connected to output terminals common to the high and low power supplies 26H and 26L, respectively, and the switches 27a and 27b according to the target braking force from the brake command means 10. And switching control means 27c for switching 27b. The switching control means 27c changes the duty ratio according to the target brake force according to a predetermined conversion rule.

  The brake control device 5 is provided with a smoothing circuit 28 and a pulse width measuring device 17A for detecting a duty ratio of a pulse current transmitted from the power supply device 2 as a target brake force extracting means. The pulse width measuring device 17A converts the measured duty ratio into a target braking force according to a predetermined conversion rule, and sends the target braking force to the calculator 18 which is a command-compatible power control means. The smoothing circuit 28 may be mounted as necessary. Instead of providing the two power sources 26H and 26L, the low side may be set to the ground potential, and the one power source on the high side and the ground potential may be switched.

  In this embodiment, as described above, since the voltage to be transmitted for the power supply device 2 is changed in binary by the duty ratio according to the target brake force, the signal of the target brake force is sent to the current sent by the power wiring 14. It is possible to superimpose and there is no need to provide signal lines independently.

In this embodiment, the higher the high-side voltage duty ratio, the higher the effective voltage, and the maximum voltage that can be applied to the motor 6 increases. In addition, the larger the braking force, the more power that is constantly consumed. Therefore, also in this example, as shown in FIG. 2, it is desirable to determine the maximum target braking force as a condition that maximizes the power that can be transmitted. As a result, it is possible to efficiently transmit the necessary power while transmitting the target brake force with the duty ratio.
This embodiment is the same as the first embodiment shown in FIGS. 1 to 3 except for the matters described in particular.

7 and 8 show still another embodiment of the present invention. This embodiment is an example in which the power supply device 2 is a power supply device that outputs a variable DC voltage, and the fluctuation component converted into the target brake force is the voltage value of the power transmission output. Specifically, the power supply device 2 is composed of a constant voltage DC power supply 31 and a voltage controller 9B that arbitrarily converts the voltage of the DC power supply 31 and outputs the voltage. It becomes a means. The voltage controller 9B performs voltage conversion so that the output voltage increases as the target brake force increases as shown in FIG. 8 according to a predetermined conversion rule in accordance with the target brake force from the brake command means 10.
For example, in an electric vehicle or HEV, the power storage device is a direct-current voltage source such as a battery. Therefore, the variable voltage may be obtained using a DC-DC converter.

  The brake control device 5 is provided with a voltage measuring device 17B that detects a voltage transmitted from the power supply device 2 as a target brake force extracting means. The voltage measuring device 17B converts the voltage value into the target braking force according to the determined conversion rule. In addition, the voltage measuring device 17B sets the maximum target braking force as a condition that maximizes the power that can be transmitted, that is, the maximum voltage that can transmit the maximum target braking force.

In the case of this embodiment, since the voltage to be transmitted is changed according to the target brake force, the signal of the target brake force can be superimposed on the current sent by the power wiring 14, and there is no need to provide a signal line independently.
This embodiment is the same as the first embodiment shown in FIGS. 1 to 3 except for the matters described in particular.

A power consumption adjustment example will be described with reference to FIG.
FIG. 9 shows the relationship between current phase and torque in a three-phase permanent magnet synchronous motor (PMSM). When the phase is shifted with respect to the phase of the three-phase alternating current at which the motor torque becomes maximum, the motor torque per unit current changes as shown in the figure. That is, with respect to a predetermined motor torque, the amount of current can be adjusted by adjusting the current phase, and the power consumption can be adjusted.

  In general, in a permanent magnet synchronous motor, the phase at which the d-axis current is zero coincides with the maximum torque phase, and shows a substantially sinusoidal locus as shown in FIG. An embedded permanent magnet synchronous motor (IPMSM) has a composite shape of magnet torque and reluctance torque, and has a slightly complicated waveform, both of which can be analyzed and measured in advance.

FIG. 10 shows the relationship of controlling the braking force while adjusting the power consumption.
As shown in FIGS. 10B and 10C, by adjusting the current phase with respect to the occurrence of the deviation between the target braking force shown in FIG. 10A and the braking force actually generated, The electric power has a waveform that substantially matches the deviation amount. Therefore, the current braking force can be estimated by measuring the power consumption on the power supply device 2 side. This estimation is performed by, for example, the brake state detection unit 24 of FIG.

  FIG. 10 shows an example of adjusting the power consumption by the current phase control shown in FIG. 9, but when using a motor that cannot control the current phase, such as a DC motor having a brush, for example, a discharge circuit is connected in parallel with the motor, The power consumption may be adjusted by opening and closing the discharge circuit.

  FIG. 11 shows an example of an operation flow for performing the control shown in FIG. This operation flow may be performed in any of the examples of FIGS. 1, 4, 5, and 7. When the target braking force is acquired (step S1), the braking force is estimated (step S2), and the motor torque is determined by calculation control (step S3). The current consumption is determined based on the brake force deviation (step S4). The current phase is determined from the current consumption and torque (step S5). Motor current control calculation is performed (step S6).

In any of the above-described embodiments, the power consumption of the electric brake device is greatest when the motor 6 is rotated at a high speed in order to reach the target brake force at the current brake force. In the above situation, it is necessary to rotate the motor 6 at a higher speed as the deviation between the target brake force and the current brake force is larger, and the power consumption inevitably increases. Therefore, the power consumption of the power supply device 2 is detected. Thus, the deviation from the target brake force can be detected, and the current brake force can be estimated. At this time, for example, in an electric brake device having a motor 6 capable of arbitrarily controlling power consumption and generated torque, such as vector control of a synchronous motor, the consumption of the brake force deviation and the power consumption are approximately linear. The power may be controlled. Further, when maintaining a predetermined braking force with the electric brake device, motor copper loss due to holding torque is consumed. Therefore, in the above deviation, the zero point in the correlation between the power consumption and the braking force deviation may be changed according to the target braking force.
If the follow-up control to the target brake force is completed on the electric brake controller 3, it is not necessary to use this communication as a feedback loop. In that case, the purpose of transmitting the current braking force or deviation to the host ECU 11 is for use in vehicle control, abnormality detection, or the like.

  FIG. 12 shows an example of the brake body 1. The transmission mechanism 7 is a linear motion mechanism, which converts the rotational motion output from the speed reduction mechanism 43 into a linear motion and causes the brake lining 5 to abut against and separate from the brake rotor 4. The brake rotor 5 is composed of a disk that rotates integrally with the wheel 40. The transmission mechanism 7 includes a rotary shaft 39 that is rotationally driven by the motor 6, a conversion mechanism unit 50 that converts the rotational motion of the rotary shaft 39 into linear motion, restraint portions 51 and 52, and a load sensor 53. The conversion mechanism portion 50 includes a linear motion portion 54, a bearing member 55, an annular thrust plate 56, a thrust bearing 57, a rolling bearing 58, a carrier 59, slide bearings 60 and 61, and a plurality of planetary rollers 62. And have.

  A cylindrical linear motion portion 54 is supported on the inner peripheral surface of the housing 71 so as to be prevented from rotating and movable in the axial direction. On the inner peripheral surface of the linear motion portion 54, a spiral protrusion is provided that protrudes a predetermined distance radially inward and is formed in a spiral shape. A plurality of planetary rollers 62 mesh with the spiral projection.

  A bearing member 55 is provided on one end side in the axial direction of the linear motion portion 54 in the housing 71. The bearing member 55 includes a flange portion 55a that extends radially outward and a boss portion 55b. A plurality of rolling bearings 58 are fitted in the boss portion 55 b, and the rotary shaft 39 is fitted on the inner ring inner diameter surface of the rolling bearings 58. The rotating shaft 39 is rotatably supported by the bearing member 55 via a plurality of rolling bearings 58.

  A carrier 59 that can rotate around the rotation shaft 39 is provided on the inner periphery of the linear motion portion 54. The carrier 59 has disks that are arranged to face each other in the axial direction. The disk close to the bearing member 55 may be referred to as an inner disk, and the other disk may be referred to as an outer disk. Of the outer side disk, a side surface facing the inner side disk is provided with a spacing adjusting member that protrudes in the axial direction from the outer peripheral edge portion on the side surface. In order to adjust the interval between the plurality of planetary rollers 62, a plurality of the interval adjusting members are arranged at equal intervals in the circumferential direction. Both the disks are integrally provided by these distance adjusting members.

  The inner disk is rotatably supported by a sliding bearing 60 fitted between the rotating shaft 39 and the inner disk. A shaft insertion hole is formed in the center of the outer side disk, and a slide bearing 61 is fitted in this shaft insertion hole. The outer side disk is rotatably supported on the rotary shaft 39 by the slide bearing 61. At both ends of the rotating shaft 39, constraining portions 51 and 52 that receive a thrust load and constrain the axial position of the rotating shaft 39 are provided. Each restraining part 51 and 52 consists of a stopper piece which consists of a washer etc., for example. Retaining rings for preventing the restraining portions 51 and 52 from coming off are provided at both ends of the rotating shaft 39.

  A plurality of roller shafts 63 are provided on the carrier 59 at intervals in the circumferential direction. Both end portions of each roller shaft 63 are supported across the inner side disk and the outer side disk. That is, a plurality of shaft insertion holes each having a long hole are formed in both discs, and both end portions of each roller shaft 63 are inserted into each shaft insertion hole, and these roller shafts 63 are arranged in the radial direction within the range of each shaft insertion hole. It is supported movably. The elastic rings 64 that urge the roller shafts 63 inward in the radial direction are spanned at both axial ends of the plurality of roller shafts 63.

  A planetary roller 62 is rotatably supported by each roller shaft 63, and each planetary roller 62 is interposed between the outer peripheral surface of the rotary shaft 39 and the inner peripheral surface of the linear motion portion 54. Each planetary roller 62 is pressed against the outer peripheral surface of the rotation shaft 39 by the urging force of the elastic ring 64 that is stretched across the plurality of roller shafts 63. As the rotating shaft 39 rotates, each planetary roller 62 that contacts the outer peripheral surface of the rotating shaft 39 rotates due to contact friction. On the outer peripheral surface of the planetary roller 62, a spiral groove that meshes with the spiral projection of the linear motion portion 54 is formed.

The speed reduction mechanism 43 is a mechanism that reduces and transmits the rotation of the motor 6 to the output gear 65 fixed to the rotation shaft 39, and includes a plurality of gear trains (not shown). In this example, the speed reduction mechanism 43 can sequentially reduce the rotation of an input gear (not shown) attached to a rotor shaft (not shown) of the motor 6 by the gear train and transmit it to the output gear 65.
The lock mechanism is provided in the speed reduction mechanism 43 and is configured to be switchable between a locked state in which the braking force loosening operation of the transmission mechanism 7 is prevented and an allowed unlocked state.
A cover 48 is attached to the housing 71 on the speed reduction mechanism 43 side to seal the transmission mechanism 7.

1: Brake body 2: Power supply device 3: Brake control device 4: Brake rotor 5: Brake lining 6: Motor 7: Transmission mechanism 9: Frequency controller (command superimposing means)
9A: High / low switching means (command superimposing means)
9B: Voltage controller (command superimposing means)
17: Frequency detector (target brake force extraction means)
17A: Pulse width measuring device (target brake force extracting means)
17B: Voltage measuring device (target brake force extracting means)
18: Calculation unit (command-compatible power control means)
40: Wheel

Claims (9)

A brake rotor that rotates integrally with the wheel, a brake lining that contacts the brake rotor, an electric motor, a transmission mechanism that converts the rotation of the motor into a pressing operation of the brake lining against the brake rotor, and the motor An electric brake device comprising: a power supply device that supplies electric power to the motor; and a brake control device that controls the brake force by controlling the motor, wherein the power supply device is a variable power supply device that can superimpose a fluctuation component on an output, A target brake having command superimposing means for varying the fluctuation component in accordance with a target brake force commanded from a brake force command means, wherein the brake control device extracts a fluctuation component of an output of the power supply device as a target brake force; Force extraction means, and the power supply device applies the motor to the motor according to the extracted target brake force. Having a command-compliant power control means for controlling the power
An electric brake device characterized by that.   2. The electric brake device according to claim 1, wherein the power supply device is a variable power supply device in which a maximum power that can be transmitted varies according to a change in output voltage, and the command superimposing unit includes a maximum power that can be transmitted due to an output variation. The electric brake device that is set so that the target brake force as the fluctuation component increases with an increase.   The electric brake device according to claim 1 or 2, wherein the power supply device is an AC power source that outputs AC power having a variable frequency, wherein the fluctuation component is a fluctuation of an AC frequency, and the command superimposing means includes: An electric brake device that is a frequency controller that varies the frequency of AC power output from the power supply device in accordance with the target brake force.   3. The electric brake device according to claim 1, wherein the power supply device is a direct current power supply device that fluctuates a voltage in a binary value with a variable duty ratio, and the fluctuation component converted into the target brake force is the duty. Electric brake device that is ratio.   The electric brake device according to claim 1 or 2, wherein the power supply device is a power supply device that outputs a variable DC voltage, and the fluctuation component converted into a target brake force is the voltage value.   The electric brake device according to claim 1, further comprising: a brake state detection unit that detects a state of the electric brake device based on power consumption detected by the power supply device of the motor.   The electric brake device according to any one of claims 1 to 6, wherein the command corresponding power control means of the brake control device is not converted into motor power and electric power converted into motor torque of the motor. An electric brake device having a function of controlling both electric power and arbitrarily controlling the total power consumption of the motor.   The electric brake device according to claim 7, further comprising: a brake force estimation unit that estimates a brake force generated by the brake rotor and the brake lining, wherein the command corresponding power control unit An electric brake device that determines in accordance with a deviation between the target brake force and the estimated brake force estimated by the brake force estimating means.   9. The electric brake device according to claim 7, wherein the motor is a synchronous motor, and the command-corresponding power control unit of the brake control device controls electric power that is not converted into the motor torque. Electric brake device that performs current phase adjustment.

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