JPH08198094A - Brake actuator - Google Patents

Abstract

PURPOSE: To enhance braking force by positively intensifying braking fluid pressure when a vehicle under parking starts driving in relation to a brake actuator suitable for use in a parking safety device. CONSTITUTION: Constitution is made to have an actuating part 22, a fluid pressure generating part 24 provided to a non-compressed fluid supplying system 6 for brake actuation, and a pressure intensifying member 25 for intensifying fluid pressure to a brake actuating member side in the non-compressed fluid supplying system 6 for brake actuation by changing capacity in the fluid pressure-generating part 24 upon receiving power generated from the actuating part 22.

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art Conventionally, in vehicles such as automobiles, a brake assisting device has been developed which can reduce the troublesomeness of the driver's brake operation. Such a conventional brake assist device is a device that a computer detects when the vehicle stops due to a brake operation, and holds the brake fluid pressure when the brake pedal is depressed even if the driver releases the brake pedal. Yes, this allows the driver to keep the vehicle stopped without having to continue to press the brake pedal. Further, when the driver puts the clutch in the connected state, the operation of the above-mentioned brake assist device is released, and normal traveling can be performed.

Explaining this kind of device concretely, for example, an actuator for keeping the brake fluid pressure is provided on the hydraulic fluid supply path of the brake of the vehicle, and the vehicle is stopped while the brake pedal is depressed. When the brake pedal is released for a predetermined period of time and then the foot is released, the computer detects this and supplies air pressure or the like to the actuator to maintain the braking force.

As a result, it is not necessary to continue to step on the brake pedal due to traffic congestion or waiting for a signal, and physical and mental fatigue can be reduced. In addition, it is possible to easily start up a slope and the like, and further, it is possible to minimize damage even when a rear-end collision occurs and prevent an accident from spreading.

[0005]

However, in such a conventional brake assisting device, the brake fluid pressure is kept constant during operation. For example, when a parked vehicle starts moving on a slope or the like, the brake assisting device is positively operated. There is a problem in that it is impossible to increase the brake fluid pressure to stop the movement of the vehicle.

Further, Japanese Utility Model Laid-Open No. 5-22234 discloses that
Although a brake actuator is disclosed that is configured to be operable even if a by-wire type brake device falls into an electrically uncontrollable state, this brake actuator also detects the running state of the vehicle and positively moves the vehicle. It's not like stopping. Furthermore, JP-A-3-5270
The publication discloses an actuator that operates by a signal from a controller to control the brake fluid pressure, but this actuator is applied to an antilock brake system or a traction control system, There is a problem that the brake fluid pressure of the parked vehicle cannot be positively controlled.

The present invention was devised in view of the above problems, and provides a brake actuator capable of positively increasing the brake fluid pressure and increasing the braking force when the vehicle starts to move. The purpose is to

[0008]

Therefore, the brake actuator of the present invention according to claim 1 includes an actuating portion, and a hydraulic pressure generating portion interposed in a brake actuation incompressible fluid supply system for a vehicle. , A pressure increasing member that receives the power generated in the actuating portion to change the volume in the hydraulic pressure generating portion to increase the hydraulic pressure to the brake operating member side in the brake operating incompressible fluid supply system. It is characterized by being configured as.

A brake actuator according to a second aspect of the present invention is formed in an actuating portion that generates a rotational force, an actuator housing portion to which the actuating portion is attached, and a space portion inside the actuator housing portion. In addition, the hydraulic pressure generating chamber interposed in the brake incompressible fluid supply system for the vehicle and the space disposed in the actuator housing are arranged to receive the rotational force generated in the actuate portion. By moving forward and backward, the volume in the hydraulic pressure generating portion is changed to increase the hydraulic pressure to the brake operating member side in the brake operating incompressible fluid supply system, the actuating portion, and the piston. And a screw mechanism that is interposed between the member and a member that receives the rotational force generated in the actuate portion and moves the piston member forward and backward. It is characterized.

According to a third aspect of the present invention, in addition to the configuration of the second aspect, the hydraulic pressure generating chamber has a non-compressor on the master cylinder side in the non-compressed fluid supply system for brake operation. A first communication port that communicates with the compressed fluid supply system; and a second communication port that communicates with the non-compressed fluid supply system on the brake operating member side of the brake operation non-compressed fluid supply system, and the piston member By moving forward and backward in response to the rotational force generated in the actuate portion, the volume in the hydraulic pressure generating portion is changed, and the first communication port is closed so that the non-compression of the brake actuating member side occurs. It is characterized in that it is configured to increase the hydraulic pressure of the fluid supply system.

The brake actuator according to a fourth aspect of the present invention is, in addition to the structure according to the second aspect, screwed with each other, one of which is attached to a rotating portion of the actuating portion and the other of which is attached. It is characterized in that the screw mechanism is constituted by a male screw and a female screw attached to the piston member. Further, in the brake actuator of the present invention according to claim 5, in addition to the configuration according to claim 2, the screw mechanism has a male screw attached to the rotating portion of the actuate portion, and a screw on the male screw. It is characterized in that it is provided with a female screw spacer to be fitted and a first spring interposed between the spacer and the piston member.

Further, in the brake actuator of the present invention according to claim 6, in addition to the structure according to claim 5, a second spring for urging the piston member against the urging force of the first spring is provided. It is characterized by being provided. Furthermore, the brake actuator of the present invention according to claim 7 is characterized in that, in addition to the configuration according to claim 2, the actuating portion is an electric motor.

[0013]

In the brake actuator according to the first aspect of the present invention, the power generated in the actuating portion changes the volume of the hydraulic pressure generating portion interposed in the vehicle non-compressed fluid supply system for brake operation. To do. Then, the pressure increasing member increases the hydraulic pressure to the brake operating member side in the brake operating incompressible fluid supply system.

In the brake actuator according to the second aspect of the present invention, when a rotational force is generated in the actuating portion, the piston member formed in the space inside the actuator housing receives the rotational force and is screwed. The mechanism moves forward and backward to change the volume in the hydraulic pressure generator. As a result, the hydraulic pressure to the brake operating member side in the brake operating incompressible fluid supply system is increased.

In the brake actuator according to the third aspect of the present invention, when the actuating portion generates a rotational force, the piston member receives the rotational force to move forward and backward to change the volume in the hydraulic pressure generating portion. To do. Then, the first communication port that communicates with the non-compressed fluid supply system on the master cylinder side is closed to increase the hydraulic pressure in the hydraulic pressure generation chamber and the second communication that communicates with the non-compressed fluid supply system on the brake actuation member side. Incompressible fluid is supplied to the brake actuating member side through the port.

Further, in the above-described brake actuator of the present invention according to claim 4, in the screw mechanism, the male screw attached to the rotating portion of the actuating portion and the female screw attached to the piston member are screwed with each other. ing. Further, in the brake actuator of the present invention according to claim 5 described above, as the male screw attached to the rotating portion of the actuating portion rotates, the spacer with the female screw screwed into the male screw is inside the actuator housing portion. Move forward and backward in the space section. Then, when the spacer with the female screw moves forward in the space against the biasing force of the first spring, the spacer is brought into contact with the piston member after compressing the first spring to change the volume in the fluid pressure generating portion.

In the brake actuator of the present invention as set forth in claim 6, the second spring urges the piston member against the urging force of the first spring to cancel the residual pressure in the hydraulic pressure generating portion. To do. Further, in the brake actuator of the present invention as set forth in claim 7, the actuating portion is an electric motor, and the volume in the hydraulic pressure generating portion is changed as the electric motor rotates.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A brake actuator according to an embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic sectional view showing the structure of a main part of the brake actuator, and FIG. 3 is a schematic configuration diagram showing the overall configuration, FIG. 3 is a schematic control block diagram showing the overall configuration of a control system of a brake device using the brake actuator, and FIG. 4 is an operation of the brake device using the brake actuator. 5 is a flowchart for briefly explaining, FIG. 5 is a diagram for briefly explaining the operation of the brake actuator, FIG. 6 is a diagram for briefly explaining the releasing operation, and FIG. 7 is another configuration of the brake actuator. It is a typical sectional view showing an example.

As shown in FIG. 2, the vehicle 1 is provided with a brake device, and the brake device is provided with a slope start assist device 50 and a parking brake safety device 60, and these devices are provided. 50 and 60 interact with each other to facilitate starting of the vehicle 1 on a slope and to ensure the safety of the parked vehicle 1.

First, the above-mentioned slope start assisting device 50 will be explained. This slope start assisting device 50 operates when the vehicle 1 is stopped by stepping on the brake pedal (service brake operating member) 4 shown in FIG. The thing
When it is detected that the driver depresses the brake pedal 4 to stop the vehicle 1 for a predetermined time or longer, a switching valve (magnet valve) provided in the brake fluid pressure supply system (brake actuation non-compressed fluid supply system) 6 7 is switched to confine the brake oil in the brake fluid pressure supply system 6 so that the braking force is maintained even if the driver releases the brake pedal 4.

As shown in FIG. 2, the vehicle 1 is provided with a front wheel brake (front wheel side brake) 2 and a rear wheel brake (rear wheel side brake) 3.
Normally, when the driver depresses the brake pedal 4, the brake pedal force of the driver is boosted by the master cylinder 5, and the non-compressed fluid for brake operation (brake fluid or brake oil).
The fluid pressure (brake fluid pressure) is increased. The brake fluid pressure actuates a brake shoe or a brake pad (neither of which is shown) as a service brake actuating member to apply a braking force to the vehicle 1.

An LSV (load sensing valve) 8 is also provided in the brake fluid pressure supply system 6 on the rear wheel side of the vehicle 1. The LSV 8 is for mainly detecting the load on the rear wheel side of the vehicle 1 from the bending of the rear spring and supplying the brake fluid pressure corresponding to the loaded load of the vehicle 1 to the rear wheel brake 3. By the way, the magnet valve 7 of the above-mentioned slope start assisting device 50 is controlled by a controller 9 as a control means. As shown in FIG. 2, the controller 9 includes an operation switch 10, an adjustment switch 11, a clutch pedal stroke sensor (clutch sensor) 12, a vehicle speed sensor (vehicle speed detecting means) 13, a neutral switch (shift position detecting means) 14, A stop lamp switch (or service brake operating member operating state detecting means) 15, a parking switch (parking brake operating state detecting means) 16, a door switch 17 and a key switch 18 as an engine operating state detecting means are connected. The operation of the magnet valve 7 is controlled based on the detection information from each sensor.

The operation switch 10 is an on / off switch arranged around the driver, and when the operation switch 10 is turned on, the slope start assisting device 5 is provided.
0 is in an operable state, and when the operation switch 10 is turned off, the slope start assisting device 50 does not operate. Further, the adjustment switch 11 is for adjusting the operation of the slope start assisting device 50, and is a switch for adjusting the timing of releasing the brake fluid pressure from the held state.

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

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

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

As shown in FIG. 2, the controller 9
An alarm lamp 20 and an alarm buzzer 21 are connected to the driver, and when the operating condition of the slope start assist device 50 and the condition of the vehicle 1 meet predetermined conditions, an alarm is issued to the driver. . Note that this will be described later. Now, the parking brake safety device 60 will be described next. The parking brake safety device 60 will not operate the driver 1 after stopping the vehicle 1 under a predetermined condition. When the vehicle starts moving, it operates to stop the vehicle 1.

That is, this parking brake safety device 60
For example, when the vehicle 1 starts to move naturally due to gravity or the like when the vehicle is parked on a slope without sufficiently pulling the parking brake lever, this is detected to mechanically increase the brake fluid pressure. The rear wheel brake 3 is activated. Therefore, as shown in FIG. 2, between the magnet valve 7 of the brake fluid pressure supply system 6 on the rear wheel side and the rear wheel brake 3, a brake actuator (fluid pressure increasing mechanism) capable of adjusting the brake fluid pressure is provided. 19 are provided.

The brake actuator 19 operates in response to an operation command from the controller 9 described above. In the controller 9, each of the sensors 1 described above is operated.
By controlling the brake actuator 19 based on the detection information from 0 to 18, the operation of the parking brake safety device 60 is controlled. Here, the above-mentioned brake actuator 19 will be described in detail with reference to FIG.
Is mainly composed of an actuate portion 22, a casing (actuator housing portion) 23, a hydraulic chamber (fluid pressure generating chamber) 24, and a piston (pressure increasing member or piston member) 25.

The actuating section 22 is a rotary drive section for generating a rotational force, and here, the actuating section 22 is used.
Is composed of a motor (electric motor). The motor 22 is attached to the casing 23 and receives a command signal from the controller 9 to rotate. Further, as shown in FIG. 1, a space 23A is formed in the casing 23, and the space 2
A piston 25 is arranged at 3A. A hydraulic chamber 24 is formed by the piston 25 and the casing 23 in the space 23A, and the volume of the hydraulic chamber 24 is changed by moving the piston 25 forward and backward using the rotational force generated by the motor 22. Then, the hydraulic pressure to the brake actuating member side (for example, brake shoe or brake pad) of the brake hydraulic pressure supply system 6 on the rear wheel side is increased.

A screw mechanism 28 is provided between the motor 22 and the piston 25.
By the action of, the position of the piston 25 is moved. That is, the screw mechanism 28 includes a male screw portion 22A attached to the rotating portion of the motor 22 and the male screw portion 2A.
It has a spacer 27 with a female screw 27A that is screwed into 2A, and when the motor 22 is rotated to increase the brake fluid pressure, the male screw portion 22A is rotated according to the rotational force of the motor 22.
Rotates to move the spacer 27 forward. Then, when the spacer 27 advances by a predetermined amount, it comes into contact with the piston 25, and thereafter, the spacer 27 and the piston 25 integrally move forward.

A first spring 26 is interposed between the spacer 27 and the piston 25. This first spring 2
6 is a male screw portion 22A when the piston 25 is advanced.
This is to prevent the female screw 27A and the female screw 27A from being caught, and thereby the spacer 27 can be smoothly retracted. In addition, in the hydraulic chamber 24,
A second spring (return spring) 31 that biases the piston 25 against the biasing force of the first spring 26 is provided. This is for promptly retracting the piston 25 without generating residual pressure in the hydraulic chamber 24 when the spacer 22 is retracted by operating the motor 22.

By the way, the hydraulic chamber 24 of the actuator 19 communicates with the hydraulic pressure supply system 6 on the master cylinder 5 side to supply the brake oil to the hydraulic chamber 24. A second communication port 30 that communicates with the brake fluid pressure supply system 6 on the (brake shoe or brake pad) side and supplies the brake oil adjusted to a predetermined hydraulic pressure in the hydraulic chamber 24 to the brake operating member side is formed. Has been done.

The volume in the hydraulic chamber 24 is changed by moving the piston 25 forward and backward, but when the piston 25 moves forward to increase the brake fluid pressure, the above-mentioned first volume is used. The first communication port 29 is closed by the valve mechanism 32, so that the hydraulic pressure of the brake hydraulic pressure supply system 6 on the brake operating member side is reliably increased.

As shown in FIG. 1, the valve mechanism 32 includes a check ball 32A, a valve 32B, and a return spring 32.
When the piston 25 is retracted or the brake actuator 19 is not operated, the upper end of the valve 32B is locked to the tip of the piston 25 and tilts to the right in the figure. In such a case, the brake oil from the master cylinder 5 side passes from the first communication port 29 through the check ball 32A, the valve 32B and the communication hole 25A formed at the tip of the piston 25. The oil is supplied to the hydraulic chamber 24.

When the brake actuator 19 is actuated and the piston 25 moves forward, the upper end of the valve 32B responds to the movement of the piston 25 and the valve 32B becomes substantially vertical. In this case, piston 25 and check ball 32
The vertical movement of the valve 32B is restricted by A and
The communication port 29 is blocked by the check ball 32A, and the brake oil is not supplied from the master cylinder 5 side.

Reference numeral 69 shown in FIG. 1 is a rubber cup as a sealing member, which prevents the brake oil from leaking into the space 23A. Now, as described above, the operation of the slope start assisting device 50 and the parking brake safety device 60 in the braking device is both controlled by the controller 9.
The overall configuration of the control system of this brake device will be described with reference to FIG.

As shown in FIG. 3, the controller 9 as the control means controls the operation of the slope start assist device 51 for controlling the operation of the slope start assist device 50 and the operation of the parking brake safety device 60. And a parking brake safety device control means 61 for the purpose. Then, the slope start assist device control means 51 controls the operation start controller 5
2, the operation release controller 53, the operation alarm controller 54 and the drivers 55 and 56 are provided, and the parking brake safety device control means 61 includes an operation start controller (first control means) 62 and an operation release controller (second control means). 63, timer (timer means) 65, driver 6
It has 6,67.

First, the slope start assist device control means 51 will be described. The operation start controller 52 controls the start of operation of the slope start assist device 50, and the operation release controller 53 controls the release of the operation. The operation alarm controller 54 is a control unit for issuing an operation alarm. The above-mentioned magnet valve 7, alarm lamp 20, and alarm buzzer 21 are connected to the slope start assist device control means 51, and these magnet valves are controlled based on the control signals output from the drivers 55 and 56. 7 and the alarm lamp 20 and the alarm buzzer 21 are controlled.

That is, as shown in FIG. 3, the operation start controller 52 of the slope start assist device control means 51 includes
Of the sensors 10 to 18 described above, the clutch sensor 1
2. A vehicle speed sensor 13, a neutral switch 14, and a stop lamp switch 15 are connected, and the operation start controller 52 detects when the following three vehicle states are detected by these sensors 12 to 15 and assists in starting a slope. A control signal for operating the device 50 is set.

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

When all of the above three conditions 1 to 3 are satisfied, the operation start controller 52 considers that the driver keeps the vehicle 1 stopped, and starts up the slope. The control signal for operating the auxiliary device 50 is set, and the control signal is output from the driver 55 to the magnet valve 7. As a result, the magnet valve 7 provided on the path of the brake fluid pressure supply system 6 on the front wheel side and the brake fluid pressure supply system 6 on the rear wheel side is switched on and the brake fluid pressure is contained. is there.

As described above, when the hill start assisting device 50 is operated, the vehicle 1 is stopped without continuously pressing the brake pedal 4 when the vehicle is stopped on a hill or when traffic is congested. Fatigue is reduced. The operation switch 10 is also connected to the operation start controller 52. By turning off the operation switch,
The control signal set by the operation start controller 52 can be canceled.

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

4. When it is detected by the neutral switch 14 that the gear of the transmission is operated other than neutral, and in addition to this, it is detected by the clutch sensor 12 that the clutch pedal is released. 5. When the operation of the parking brake lever is detected by the parking switch 16.

In the case of the above-mentioned item 4, the operation release controller 53 determines that the driver is about to start the vehicle 1 and sets a control signal for releasing the operation of the slope start assist device 50. Yes, in this case, the driver 55
This release signal is output from the magnet valve 7 to the magnet valve 7. In the case of 5, the vehicle 1 will be kept stopped by the parking brake.
The operation release controller 53 determines that it is not necessary to stop the vehicle 1 by containing the brake fluid pressure, and sets a control signal for releasing the operation of the slope start assist device 50. In this case, if another predetermined condition is satisfied, the parking brake safety device 60 described above operates to reliably keep the vehicle 1 in the stopped state, which will be described later.

As described above, when any one of the above conditions 4 and 5 is satisfied, the operation release signal set by the operation release controller 53 is set to the driver 55.
Is output to the magnet valve 7, and thereby the magnet valve 7 is switched off. Therefore, when the vehicle 1 is started, the driver can start the vehicle 1 by operating the accelerator pedal and the clutch pedal without operating the brake pedal 4. At times, the vehicle 1 can be easily started.

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

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

6. When it is detected by the parking switch 16 and the door switch 17 that the door is opened without pulling the parking brake lever. 7. When the parking switch 16 and the key switch 18 detect the stop of the engine without pulling the parking brake lever. In the case of the above item 6, the deactivation controller 53 determines that the driver is leaving the vehicle 1 without setting the parking brake and sets an alarm signal, and the driver 56 causes the alarm lamp 20 and the alarm buzzer 21 to operate. This alarm signal is output. Then, the alarm lamp 20 and the alarm buzzer 21 are activated by this, and the driver is alerted.

In addition to the above cases 6 and 7, when it is detected that an abnormality has occurred in the slope start assist device 50, the alarm lamp 20 and the alarm buzzer 21 are activated in the same manner as above. , To alert the driver. As described above, by providing the vehicle 1 with the slope start assist device 50, it is possible to greatly reduce the fatigue of the driver when the start and stop are frequently repeated.
It becomes possible to safely and reliably start on a slope.

Next, the parking brake safety device control means 61
As described above, the parking brake safety device control means 61 includes the operation start controller 6 as described above.
2, deactivation controller 63, timer (timer means)
65 and drivers 66 and 67. The above-described operation start controller 62 is a control unit for controlling the start of operation of the parking brake safety device 60, and the operation release controller 63 is a control unit for canceling the operation. The timer 65 will be described later.

As shown in FIG. 3, the parking brake safety device control means 61 is connected to a brake actuator (fluid pressure increasing mechanism) 19 and a parking brake lamp 33 which lights up when the parking brake operates. The operation of the brake actuator 19 and the parking brake lamp 33 is controlled based on the control signals output from the drivers 66 and 67.

Here, the parking brake safety device control means 6
The operation start controller 62 of No. 1 will be described. The operation start controller 62 sends a control signal for operating the parking brake safety device 60 when a predetermined vehicle speed is detected although the parking brake is in operation. It is supposed to be set. Specifically, as shown in FIG. 3, a vehicle speed sensor 13, a neutral switch 14, a parking switch 16, and a key switch 18 are connected to the operation start controller 62, and the operation start controller 62 uses the sensors 13, 14,
When any of the following vehicle states 8 and 9 is detected from 16 and 18, the brake actuator 19 is operated to increase the hydraulic pressure of the brake oil.

8. Even if the parking switch 16 detects that the parking brake is operating, when the vehicle speed sensor 13 detects a predetermined vehicle speed, the key switch 18 operates the engine. Is detected, and the neutral switch 14 detects that the shift position is the neutral position. 9. When the parking switch 16 detects that the parking brake is in operation, but the vehicle speed sensor 13 detects a predetermined vehicle speed, the key switch 18 indicates that the engine is not operating. When detected.

In the cases 8 and 9 described above, the operation start controller 62 determines that the vehicle 1 has started to move naturally due to the slope of the slope, etc., even though the vehicle is stopped by the parking brake. Parking brake safety device 60 from driver 66 to brake actuator 19
The control signal for operating the is output.

As a result, the brake actuator 19 provided on the path of the brake fluid pressure supply system 6 on the rear wheel side is activated, and the brake fluid pressure is increased to increase the braking force of the vehicle 1 to stop the vehicle 1. It is like this. As described above, in the parking brake safety device 60, when the vehicle 1 naturally moves during parking on a slope or the like, the brake actuator 19 is operated to increase the brake fluid pressure, thereby ensuring the safety of the parked vehicle 1. Of.

At this time, the driver 67 outputs a signal for blinking the parking brake lamp 33 to inform the driver that the parking brake safety device 60 is in operation. In the case of 9. above,
When the key switch 18 detects that the engine is not operating, the timer 65 is triggered and the timer 65 starts counting.

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

As a result, the monitoring posture of the vehicle 1 by the operation start controller 62 is released. Further, in this case, the parking brake lamp 33 from the driver 67
The blinking signal of is also turned off to inform the driver that the operation of the parking brake safety device 60 has been turned off. When the timer 65 detects that the stopped state of the vehicle 1 has continued for a predetermined time after the engine is deactivated, the power supply to the vehicle speed sensor 13 is cut off, and the parking brake safety is further increased. The device control means 61 is turned off for the following reason.

That is, since the vehicle speed sensor 13 is an active type vehicle speed sensor that always requires electric power, it is considered that the battery will rise if the operation start controller 62 is left in the on state during long parking. Is. In addition, the vehicle 1
If it is not detected that the vehicle has started moving, that is, if the stopped state of the vehicle 1 continues for one hour in this example, it means that the parking brake is sufficiently operated and the parking safety is secured. Because it can be considered.

In the timer 65, the timer 65 is reset by the timer reset means (not shown) while the engine is operating by the key switch 18. In addition, the operation start controller 62
Similarly to the operation start controller 52 of the slope start assist device control means 51, the operation switch 10 is also connected, and by turning off this operation switch, the control signal also set by the operation start controller 62 is transmitted. It is possible to cancel.

On the other hand, parking brake safety device control means 61
The stop lamp switch 15 and the parking switch 16 are connected to the operation release controller 63 of FIG.
Based on the detection information from 5, 16 below, 10.
When any one of the vehicle states is detected, a control signal for releasing the operation of the parking brake safety device 60 is set.

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

That is, in order for the parking brake safety device 60 to be in the operating state, it is necessary to operate the parking brake as described in detail in Sections 8 and 9 above. It is a prerequisite that the parking brake is released as shown in 11. Here, the above 10 will be described. When the parking brake safety device 60 is released while the brake actuator 19 is operating to increase the brake fluid pressure, the driver must consciously do this. The parking brake safety device 60 is released when the parking brake is repeatedly released a plurality of times.

As a result, even if the driver unconsciously releases the parking brake, the brake actuator 19 does not operate to reduce the brake fluid pressure, and the safety of the vehicle 1 during parking is ensured. Is there.

The vehicle speed is detected when the parking brake is operating and the engine is operating and the shift position is in the neutral position, or when the parking brake is operating and the engine is not operating. And actuator 1
The parking brake safety device 60 is in a standby state such that 9 is activated (above, 8 and 9), but while the vehicle speed is not detected in this standby state, the parking brake is released by one operation. Brake safety device 6
The standby state of 0 is released to allow normal running.

Further, in the case of the above 11., the operation release controller 63 determines that the driver is going to start the vehicle 1 and releases the operation of the brake actuator 19. And these one
In the cases of 0, 11, the operation release signal is set by the operation release controller 63, and the operation release signal is output from the driver 66 to the brake actuator 19.

Since this embodiment is constructed as described above, the parking brake safety device 60 is operated by operating the brake actuator 19 in accordance with the flowchart shown in FIG. 4, for example. Here, the flowchart shown in FIG. 4 will be briefly described. First step S
When the stop of the vehicle 1 is detected by the vehicle speed sensor 13 at 1, the process proceeds to step S2, and the parking switch 16 detects the operation of the parking brake. When the vehicle speed sensor 13 detects that the vehicle 1 has started to move in step S3, the key switch 18 detects that the engine is operating in step S4.
The operating condition that the neutral switch 14 detects that the shift position is the neutral position or that the key switch 18 detects that the engine is not operating (the transmission shift position is arbitrary) in step S5. If the above condition is further satisfied, the brake actuator 19 is operated to increase the brake fluid pressure in step S6.

Then, the rear wheel brake 3 is operated in step S7, and the parking brake lamp 33 is operated in step S8 to notify the driver of the operation of the parking brake safety device 60. The operation of the brake actuator 19 when the parking brake safety device 60 operates will be described with reference to FIG. That is, when an operation signal is set to the brake actuator 19 by the operation start controller 62 and this signal is output from the driver 66, the motor 22 first rotates to rotate the male screw portion 22A of the screw mechanism 28.

As a result, the spacer 27 with the female screw 27A screwed into the male screw portion 22A advances while compressing the first spring 26, and comes into contact with the piston 25. Then, after this, the spacer 27 abuts on the piston 25 and integrally moves forward to reduce the volume of the hydraulic chamber 24. At this time, it is possible to supply the brake oil to the hydraulic chamber 24 by communicating with the hydraulic pressure supply system 6 on the master cylinder 5 side.
The communication port 29 is closed by the valve mechanism 32. That is, when the piston 25 moves forward, the valve 32B in the valve mechanism 32
The upper end of the valve responds to the movement of the piston 25, and the valve 32B becomes substantially vertical.
The vertical movement of the valve 32B is restricted by A and
The communication port 29 is blocked by the check ball 32A, and the brake oil is no longer supplied.

Therefore, when the piston 25 moves forward,
As the first communication port 29 is closed and the volume of the hydraulic chamber 24 is reduced, the hydraulic pressure between the brake actuator 19 and the brake operating member side in the brake hydraulic pressure supply system 6 increases, and the vehicle 1 Therefore, a larger braking force acts. Then, after that, the hydraulic reaction force acting on the motor 22 increases, which increases the current of the motor 22, and when this current value exceeds a predetermined value, the controller 9
Turns off the power supply to the motor 22. In this way, even if the operation of the motor 22 is stopped, after that, the position of the piston 25 is fixed by the frictional force between the female screw 27A of the spacer 27 and the male screw portion 22A and the contact portion. Can be easily held.

As described above, at this time, the driver 67 outputs a signal for blinking the parking brake lamp 33 to inform the driver that the parking brake safety device 60 is in operation. The operation of the brake actuator 19 when the parking brake safety device 60 is deactivated will be described with reference to FIG.

That is, when an operation release signal is set in the brake actuator 19 by the operation release controller 62 and this signal is output from the driver 66, in the brake actuator 19, the motor 22 reversely rotates and the male screw of the screw mechanism 28 is rotated. The part 22A is rotated in the reverse direction. As a result, the spacer 27 with the female screw 27A retracts while receiving the biasing force of the first spring 26. At this time, the piston 25 retracts due to the action of the hydraulic reaction force in the hydraulic chamber 24 and the urging force of the return spring 31 arranged in the hydraulic chamber 24, and the piston 25 and the brake actuator 19 in the brake hydraulic pressure supply system 6 The hydraulic pressure between the brake operating member side is reduced.

At this time, the first communication port 29 and the hydraulic chamber 24 are in communication with each other. That is, when the piston 25 retracts, the upper end of the valve 32B is locked by the tip of the piston 25 and tilts to the right in the figure. In such a case, the brake oil in the hydraulic chamber 24 should be checked. The ball 32A, the valve 32B, and the communication hole 25A formed at the tip of the piston 25 communicate with the first communication port 29.

Therefore, the brake fluid pressure to the brake operating member side of the rear wheel brake 3 is released, and the braking force is not exerted. When the brake fluid pressure is released, the motor 22 is turned off. As described above, in the braking device using the brake actuator 19 of the present invention, the braking force is maintained even when the foot is released from the brake pedal 4 by operating the slope start assisting device 50 at the time of a temporary stop such as a signal waiting or a traffic jam. By so doing, it is possible to reduce the fatigue of the driver and also to easily start on a slope.

On the other hand, when the parking brake is actuated to park and stop the vehicle 1, the engine is in operation and the gear shift position is in the neutral position, or the engine is not in operation and the gear shift position is arbitrary. And the parking brake safety device 60 is activated. As a result, when the vehicle 1 starts to move despite no operation on a slope or the like, the brake actuator 19 is activated to increase the brake fluid pressure, and the safety of the vehicle 1 parked and stopped is ensured.

When the depression of the brake pedal 4 is detected, the driver judges that the driver is about to start the vehicle, and releases the parking brake safety device 60. It is executed by operating in the opposite manner to the above to reduce the brake fluid pressure. Since the first spring 26 is interposed between the piston 25 and the spacer 27 in the brake actuator 19 as described above, when the piston 25 is moved forward (when the brake fluid pressure increases), Male screw part 22
The engagement between A and the female screw 27A is prevented, so that even when the motor 22 is reversely rotated in order to reduce the brake fluid pressure, the motor 22 smoothly reversely rotates to ensure the piston 25 and the spacer 27. Can be retracted.

In the hydraulic chamber 24 of the brake actuator 19, the piston 2 is resisted against the urging force of the first spring 26.
By providing the second spring 31 for urging the piston 5, the piston 25 can be quickly retracted without generating residual pressure in the hydraulic chamber 24 when the spacer 27 is retracted. Further, when the operation of the motor 22 is stopped, a hydraulic reaction force that pushes back the piston 25 is generated in the hydraulic chamber 24 to generate reverse torque in the motor 22, but by moving the piston 25 back and forth by the screw mechanism 28, Since the position of the piston 25 is fixed by the frictional force between the female screw 27A and the male screw portion 22A of the spacer 27 and the contact portion, the hydraulic pressure of the brake oil can be easily maintained.

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

As a result, it is possible to suppress unnecessary power consumption by the vehicle speed sensor 13 and prevent the battery from running down. Further, in the timer 65, the timer 65 is reset by the timer reset means (not shown) while the engine is operating by the key switch 18, so that the predetermined time can be reliably counted only when the engine is inactive. be able to.

Further, when the parking brake safety device 60 is in operation, the parking brake lamp 33 blinks based on the output signal from the driver 67, so that the parking brake safety device 60 can surely inform the driver of the operation. it can. Further, even when the parking brake safety device 60 is in operation, the operation of the parking brake safety device 60 is released even when the release operation of the parking brake lever is detected a predetermined number of times (for example, twice). This is because the driver deliberately judges that the parking brake has been positively actuated to safely park the vehicle 1, whereby the unnecessary operation of the parking brake safety device 60 is released, and the battery 1 is released. It is possible to reduce the burden of.

The brake actuator 19 may have a structure shown in FIG. 7, for example, instead of the structure shown in FIG. In the actuator 19 shown in FIG. 7, the screw mechanism 28 includes a collar member 34 with a female screw, a piston 25A with a female screw, and a male screw portion 22A. The motor 22 is rotated to rotate the male screw portion 22A. As a result, the collar member 34 and the piston 25A are directly moved forward and backward. That is, here, the first spring 26 as shown in FIG. 1 is abolished, and the responsiveness of the actuator 19 can be increased by moving the piston 25A forward and backward directly by the motor 22.

Further, since the piston 25A can be directly retracted by rotating the motor 22 in the reverse direction,
It is not necessary to provide a return spring (see reference numeral 31 in FIG. 1) in the hydraulic chamber 24, and the number of parts is reduced. The configuration other than the above is the same as that shown in FIG. 1, and the description of the same reference numerals as those in FIG. 1 is omitted.

By the way, the brake actuator 19 does not necessarily have to be provided in the brake fluid pressure supply system 6 on the rear wheel side, but may be provided in the brake fluid pressure supply system 6 on the front wheel side, for example. Furthermore, the front wheel brake actuator and the rear wheel brake actuator, which are independently configured, may be provided in the front wheel side and rear wheel side brake fluid pressure supply systems 6, respectively. With such a configuration, it is possible to more reliably ensure safety when the vehicle is parked.

[0086]

As described in detail above, according to the brake actuator of the present invention as defined in claim 1, the hydraulic pressure is interposed between the actuating portion and the incompressible fluid supply system for vehicle brake operation. Section, and a pressure increasing member that receives the power generated in the actuating section to change the volume in the hydraulic pressure generating section and increase the hydraulic pressure to the brake operating member side in the brake operating non-compressed fluid supply system. With the simple configuration of providing the above, there is an advantage that the hydraulic pressure of the incompressible fluid for brake operation can be reliably increased.

According to the brake actuator of the present invention as defined in claim 2, the actuating portion for generating a rotational force, the actuator housing portion to which the actuating portion is attached, and the space inside the actuator housing portion are provided. A hydraulic pressure generation chamber that is formed and is interposed in a vehicle brake actuation incompressible fluid supply system, and a rotational force that is disposed in a space portion inside the actuator housing portion and that is generated in the actuate portion. A piston member that receives and moves forward and backward to change the volume in the hydraulic pressure generating portion to increase the hydraulic pressure to the brake operating member side in the brake operating incompressible fluid supply system; and the actuating portion. And a screw mechanism that is interposed between the piston member and receives the rotational force generated in the actuating portion to move the piston member forward and backward. The Do arrangement, the piston member is operated by actuating the actuating unit, thereby being boosted incompressible fluid brake operation hydraulic pressure generating chamber,
There is an advantage that the braking force can be increased. Also, by moving the piston member forward and backward through the screw mechanism, even if the actuation of the actuate section is turned off after increasing the hydraulic pressure in the hydraulic chamber, the piston member receives the reaction force of the hydraulic pressure and retracts. The brake fluid pressure can be reliably retained without causing this.

According to the brake actuator of the present invention described in claim 3, in addition to the configuration described in claim 2, the hydraulic pressure generating chamber is provided on the master cylinder side in the non-compressed fluid supply system for brake operation. And a second communication port communicating with the non-compressed fluid supply system on the brake operating member side of the brake operation non-compressed fluid supply system, and By moving the piston member forward and backward by receiving the rotational force generated in the actuate portion, the volume in the hydraulic pressure generating portion is changed and at the same time, the first communication port is closed to close the brake operating member side. By increasing the hydraulic pressure of the non-compressed fluid supply system, it is possible to cut off the supply of non-compressed fluid from the master cylinder side by rotating the actuating part and moving the piston member forward and backward. Rk in the hydraulic pressure between the brake actuator and the brake actuating member side in the non-compressed fluid supply system can be increased reliably for operation, it is possible to apply a large braking force to the vehicle.

According to the brake actuator of the present invention described in claim 4, in addition to the structure described in claim 2, the two are screwed together and one of them is attached to the rotating part of the actuate part, and By forming the screw mechanism with the male screw and the female screw attached to the piston member on the other side, the position of the piston member can be fixed by the frictional force between the female screw and the male screw and the contact portion. There is an advantage that the hydraulic pressure of the incompressible fluid for operation can be easily maintained.

According to the brake actuator of the present invention described in claim 5, in addition to the configuration described in claim 2, the screw mechanism includes a male screw attached to the rotating portion of the actuate portion, When the actuating portion is actuated by the structure in which the spacer with a female screw that is screwed into the male screw and the first spring interposed between the spacer and the piston member are provided, The threaded spacer with the female screw moves forward while compressing the first spring and contacts the piston member. After that, the spacer moves forward integrally while contacting the piston, reducing the volume of the hydraulic pressure generating chamber. To be done. Therefore, there is an advantage that the force acting on the screw mechanism can be reduced and the male screw and the female screw can be prevented from being caught. Further, as a result, even when the actuating portion is rotated in the reverse direction to reduce the incompressible fluid for brake operation, the actuating portion can be smoothly rotated in the reverse direction, and the piston member and the spacer can be reliably retracted. is there.

Further, in the brake actuator of the present invention according to claim 6, in addition to the structure according to claim 5, a second spring for urging the piston member against the urging force of the first spring is provided. With the configuration provided, there is an advantage that when the spacer is retracted, the piston member can be quickly retracted without generating a residual pressure in the hydraulic pressure generation chamber.

Further, the brake actuator of the present invention according to claim 7 is the same as the brake actuator according to claim 2 above.
The structure in which the actuating portion is an electric motor has an advantage that the actuator can be manufactured easily and at low cost. Further, there is an advantage that the reliability of operation is sufficiently ensured.

[Brief description of drawings]

FIG. 1 is a schematic cross-sectional view showing a main configuration of a brake actuator as an embodiment of the present invention.

FIG. 2 is a schematic configuration diagram showing an overall configuration of a brake device using a brake actuator as an embodiment of the present invention.

FIG. 3 is a schematic control block diagram showing an overall configuration of a control system in a brake device using a brake actuator as an embodiment of the present invention.

FIG. 4 is a flowchart for briefly explaining the operation of a brake device using a brake actuator as an embodiment of the present invention.

FIG. 5 is a diagram for briefly explaining the operation of the brake actuator as one embodiment of the present invention.

FIG. 6 is a diagram for briefly explaining an operation releasing operation in the brake actuator as one embodiment of the present invention.

FIG. 7 is a schematic cross-sectional view showing another configuration example of the brake actuator of the present invention.

[Explanation of symbols]

1 Vehicle 2 Front Wheel Brake (Front Wheel Brake) 3 Rear Wheel Brake (Rear Wheel Brake) 4 Brake Pedal (Service Brake Operation Member) 5 Master Cylinder 6 Brake Fluid Pressure Supply System (Brake Actuating Incompressible Fluid Supply System) 7 Switching valve (magnet valve) 8 LSV (load sensing valve) 9 Controller as control means 9 10 Actuation switch 11 Adjustment switch 12 Clutch pedal stroke sensor (or clutch sensor) 13 Vehicle speed sensor (vehicle speed detection means) 14 Neutral switch (speed change) Position detecting means) 15 Stop lamp switch (service brake operating member operating state detecting means) 16 Parking switch (parking brake operating state detecting means) 17 Door switch 18 Key switch (engine operating state detection) 19 brake actuator 20 alarm lamp 21 alarm buzzer 22 motor (actuate part) 22A male screw part 23 casing (actuator housing part) 23A space part 24 hydraulic chamber (fluid pressure generating chamber) 25 piston (pressure increasing member or piston) Member) 25A Communication hole 26 First spring 27 Female threaded spacer 27A Female screw 28 Screw mechanism 29 First communication port 30 Second communication port 31 Return spring (second spring) 32 Valve mechanism 32A Check ball 32B Valve 32C Return spring 33 Parking brake lamp 50 Slope start assist device 51 Slope start assist device control means 52 Operation start controller 53 Operation release controller 54 Operation alarm controller 55, 56 Driver 60 Parking brake safety device 61 Parking brake safety device control Control means 62 Operation start controller (first control means) 63 Operation release controller (second control means) 64 Vehicle speed sensor power cutoff switch 64A System power switch 65 Timer means 66, 67 Driver 68 Battery 69 Rubber cup

Claims (7)

[Claims] 1. An actuating portion, a hydraulic pressure generating portion interposed in a brake operating incompressible fluid supply system for a vehicle, and a volume in the hydraulic pressure generating portion that receives power generated in the actuating portion. And a pressure increasing member for increasing the hydraulic pressure to the brake operating member side in the non-compressed fluid supply system for brake operating, the brake actuator. 2. A non-compressed fluid for brake operation for a vehicle, which is formed in an actuating portion that generates a rotational force, an actuator housing portion to which the actuating portion is attached, and a space portion inside the actuator housing portion. The hydraulic pressure generating chamber interposed in the supply system and the space inside the actuator housing are arranged to move forward and backward by receiving the rotational force generated in the actuating section, thereby A piston member for changing the volume to increase the hydraulic pressure to the brake operating member side in the non-compressed fluid supply system for brake operating, and the piston member interposed between the actuating portion and the piston member, A brake actuator, comprising: a screw mechanism for moving the piston member forward and backward in response to a rotational force generated in the seat portion. 3. A first communication port through which the hydraulic pressure generating chamber communicates with an incompressible fluid supply system on the master cylinder side in the incompressible fluid supply system for brake operation, and in the incompressible fluid supply system for brake operation. A second communication port communicating with the non-compressed fluid supply system on the brake operating member side, and the piston member moves forward and backward by receiving the rotational force generated in the actuate portion, whereby the hydraulic pressure is increased. It is configured to change the volume of the inside of the generating part and to close the first communication port to increase the hydraulic pressure of the non-compressed fluid supply system on the side of the brake operating member. The brake actuator according to 2. 4. The screw mechanism is constituted by a male screw and a female screw, which are screwed with each other, one of which is attached to a rotating portion of the actuate portion and the other of which is attached to the piston member. The brake actuator according to claim 2, wherein: 5. The screw mechanism includes a male screw attached to a rotating portion of the actuate portion, a spacer with a female screw threaded to the male screw, and an interposing member between the spacer and the piston member. The brake actuator according to claim 2, wherein the brake actuator is configured to include a first spring that is formed. 6. The brake actuator according to claim 5, further comprising a second spring for urging the piston member against the urging force of the first spring. 7. The brake actuator according to claim 2, wherein the actuating portion is an electric motor.