JPS59145658A - Electrically-driven parking-brake apparatus - Google Patents

Abstract

PURPOSE:To obtain a proper parking-brake operation force in accordance with the inclination state of a car by controlling the parking-brake operation force in accordance with inclination by an operation force varying means when parking-brake operation is controlled. CONSTITUTION:When an electrically-driven parking-brake apparatus is in operation state in accordance with the operation state of a car, the parking-brake operation force required for the inclination at that time is set into a CPU 24 on the basis of the output signal of an inclination sensor 16. Then, a motor-lock detection control circuit 40 sets the standard voltage corresponding to the lock-state of the motor 5 for brake operation, and the motor 5 is normally driven. The voltage corresponding to the torque force of the motor 5 is compared with the standard voltage of the above-described circuit 40 in a motor-lock detection circuit 41, and the operation of the motor 5 is continued until at least the standard voltage is reached, and when the standard voltage value is reached, the operation of the motor 5 is suspended, and the parking brake is put into operation-lock state.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an electric parking brake device that automatically controls the activation and release of the parking brake of a vehicle according to the driving condition of the vehicle. This relates to a system in which the actuation force of the brake is variably controlled.

Conventionally, as this type of electric parking brake device, as disclosed in Utility Model Application Publication No. 54-105429, for example, the parking brake of a vehicle is controlled to be actuated and released by an electric motor, and this control is performed by changing the changeover switch. There is also known a device that can be switched between an automatic control mode and a manual control mode. In the above publication, the parking brake is automatically controlled by automatically operating the parking brake based on both the foot brake depression signal and the push button switch depression signal.
The parking brake is automatically released in response to an accelerator pedal or clutch pedal depression signal.

Furthering this idea, we have developed an electromagnetic means for controlling the activation and release of the parking brake of the vehicle, a group of sensors for detecting the driving state of the vehicle, and a sensor group for detecting the driving state of the vehicle. By including a controller that issues a command signal and a brake release command signal, the activation and release of the parking brake is automatically controlled according to the driving state of the vehicle, and the parking brake is automatically activated when the vehicle is stopped. It is possible that

However, in this case, if the operating force of the parking brake is set in advance to a predetermined value corresponding to a flat road, there is a risk that the vehicle will move downward due to insufficient operating force of the parking brake when stopped on a steep slope. be. For this reason, conversely, if Jj < is set in correspondence with a steep slope, the problem arises that the operating force becomes too strong, which is undesirable in terms of maneuverability.
In view of this, the present invention is designed to variably control the parking brake operating force according to the vehicle's inclination state, thereby always obtaining an appropriate parking brake operating force and improving the performance of the vehicle when stopped. The purpose is to ensure safety.

To achieve this objective, the configuration of the present invention is as described above.
An electromagnetic means for controlling activation and release of a parking brake of a vehicle, a sensor group for detecting the driving state of the vehicle, and a controller for receiving signals from the sensor group and issuing a brake activation command signal and a brake release command signal to the electromagnetic means. [~ In addition to the configuration consisting of rollers, there is also an inclination sensor that detects the inclination state of the vehicle, and a system that receives a signal from the inclination sensor and adjusts the brake operating force of the electromagnetic means according to the inclination when controlling the parking brake operation. When the vehicle is stopped, the 11 cars are controlled according to the inclination by variable control of the parking brake actuation force according to the inclination by the parking brake actuation force variable control means. The parking brake actuation horn is used to stop the vehicle.

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows the basic configuration of an embodiment of the present invention, in which 1 is a rear disc brake provided on the left and right rear wheels, 2 is a parking brake cable connected to the rear disc brake 1.1, and 2 is a parking brake cable connected to the rear disc brake 1.1. A parking brake A is constructed in which the rear disc brake 1.1 is actuated and released by suction and release of the brake cable 2. Reference numeral 3 denotes a flexible hose that supplies pressure oil to the rear disc brake 1.1, and the pressure oil generated when the brake pedal (not shown) is depressed is passed through the flexible hose 3 to the rear disc brake 1.1. A main brake (foot brake) 4 is supplied to the main brake 1 to actuate and release the brake.

B is an electromagnetic means for controlling the activation and release of the parking brake 8, and the electromagnetic means B includes a motor 5 that can rotate in forward and reverse directions, and A- installed on the rotating shaft of the motor 5. a gear A-wheat \77 that meshes with the worm gear 6; a reduction gear ψ8 coaxially provided integrally with the worm gear A'7; and one end of the parking brake cable 2 that meshes with the reduction gear ψ8. and a sector gear 9 connected to each other, -
The parking brake cable 2 is sucked once by the motor 5 (1191) through the gears X77-9 to operate the parking brake A, while the reverse rotation of the motor 5 is caused by the reverse rotation of the motor 5. It is controlled to release the suction of the parking brake cable 2 through the brake cable 2 and release the z1 vehicle brake 1:△.The sector gear 9 is also provided with a center of rotation (pivot point) for the sector gear 9. A spring 10 is connected to rotate the sector gear V9 in a clockwise or counterclockwise direction as shown in the figure, and actuates and releases the parking brake A by driving the motor 5. I try to assist.

Furthermore, C is a controller that issues a brake activation command signal and a brake release command signal to the electromagnetic means B (motor 5), and D is a sensor group that detects various driving states of the vehicle and outputs the detection signals to the controller C. There it is,
The electromagnetic means B is operated by the controller C according to the driving state of the vehicle based on the signals from the sensor group.
(Forward or reverse rotation control of motor 5) Further, E is an indicator that displays the output state of the controller [1-RAC].

FIG. 2 shows details of the control system structure using the controller 1-roller C described above. In Fig. 2, there is a vehicle speed sensor 11 that detects the vehicle speed and issues a vehicle speed signal.
Outputs phase pulse signals, and can detect whether the vehicle is traveling at a single speed in the forward direction or in the reverse direction, depending on the phase difference between both pulse signals, that is, whether one pulse signal is ahead or behind the other pulse signal. (See Utility Model Application Publication No. 71962/1983). 12 is a foot brake sensor for detecting and determining the depression state of the brake 4, and the foot brake sensor 12 includes a stop lamp switch 12b for turning off the stop lamp 12a and a dedicated brake switch 1'. 2G are arranged in parallel, and when the foot brake 4 is depressed, both switches 12b and 12C are turned on to issue a foot brake signal. Further, reference numeral 13 denotes an accelerator sensor 1 which detects the accelerator depression state by an accelerator switch 13a which is turned on when the accelerator pedal is depressed.
Reference numeral 4 denotes an engine operating state sensor that detects the operating state of the engine through the terminal of the regulator. Reference numeral 15 indicates a gear that is turned on at each shift position of the D range, first gear range, second gear range, and reverse range of the transmission. A shift position sensor 16 detects the shift position using the position switch 15a, and a slope sensor 16 detects the tilt state (inclination) of the vehicle. The inclination at θ is - (minus) Pa, and as the inclination θ increases, it outputs a larger voltage.In addition, 17 is an engine rotation speed sensor that detects the engine rotation speed using an ignition pulse. , 18
1 is an idle-up sensor that detects an idle-up state of the engine, 1 is a brake fluid level sensor that detects an abnormal state of brake fluid, and 2o is a master back sensor that detects an abnormal state of the brake 4.

Furthermore, F is an operation switch that is manually operated, and the operation switch F is an automatic control operation switch 21 that automatically controls the controller C by ON/OFF operation by the occupant.
and a manual brake activation operation switch 22d5 and a manual brake release operation switch 2 that manually control the controller C by the ON-OFF operation by the occupant.
3 and the signals of each switch 21 to 23 are connected to the controller 1-
It is input to roller C.

On the other hand, the controller C includes a CPU 24 consisting of a micro combi coater, and the vehicle speed sensor 111.
Vehicle speed sensor interface 2 which receives the forward vehicle speed signal or reverse vehicle speed signal to CI) U24.
5 and the above foot 1 - brake sensor 12 (stop lamp switch 12b and dedicated brake switch 12C)
The foot brake sensor interface 26 receives the output from the accelerator sensor 13 and inputs the brake signal to the CPU 24.
an accelerator sensor interface 27 that inputs an accelerator signal to the engine operating state sensor 14, an engine operating state sensor interface 28 that receives the output of the engine operating state sensor 14 and inputs an engine operating state signal to the UCl-' A shift position sensor interface 2 that receives the output of the position sensor 15 (each shift position detection signal) and inputs a forward shift position signal or a reverse shift position signal to the CPU 24.
9, and the CPU receiving the output of the slope sensor 16,
24, sloper 01. +02, -θ1. −θ2 signal (1
θ21〉1θ+l), and the CPU receives the outputs of the engine rotation speed sensor 17 and the idle up sensor
An engine rotation interface 31 that inputs an engine rotation speed signal and an idle up signal to the CPU 24 receives the output of the brake fluid level sensor 19.
The brake fluid level sensor interface 32 receives the output of the master back sensor 20 and inputs the foot brake abnormality detection signal to the CPU 24. are doing.

Further, the controller C receives the output of the operation switch F (automatic control operation switch 21, manual brake activation operation switch 22, and manual brake release operation switch 23) and sends an automatic control signal, a manual brake activation signal, or a manual brake to the CPU 24. It has an operation switch interface 34 for inputting a release signal, and the CPU 24 & 3 is configured to process the manual brake activation signal or manual brake release signal with priority regardless of whether the automatic control signal described in F is input. I'm sipping. Further, the controller C receives the forward and reverse shift position signals from the shift position sensor interface 29 and the slope→-02 and 102 signals from the slope sensor interface 30, and sends automatic control to the CPU 24. An automatic control prohibition circuit 35 inputting a prohibition signal is provided to prohibit automatic control when the vehicle is reversing J5 and when the vehicle is starting on a steep downhill or uphill slope C.

In general, the controller C has tiL, the CPU 24 has
an indicator driving circuit 38 that receives an automatic control state signal and a parking brake operating state signal from the CPU 24, and displays and operates an automatic control state indicator 36 and a parking brake operating state indicator 37 provided in the indicator;
A motor drive circuit 39 is provided for driving the motor 5 of the electromagnetic means B in forward or reverse rotation in response to a brake activation command signal or a brake release command signal from the electromagnetic means B.

In addition, for Controller 1 to Roller C, as detailed later,
A motor lock detection control circuit 40 is provided which sets a reference voltage corresponding to the locked state of the motor 5 according to the output of the CPU 24 (parking brake operating force signal corresponding to the slope signal), and also includes a motor lock detection control circuit 40 that sets a reference voltage corresponding to the locked state of the motor 5. Control circuit 40
A motor lock detection circuit 41 is provided which receives a reference voltage from the motor 5 and an output voltage from the motor drive circuit 39, determines the locked state of the motor 5, and issues a motor lock detection signal to the CPU 2/l. When the parking brake enters the cocked state, the output of the parking brake operation command signal from the CPU 25 is stopped.

Next, the main flow executed by the CPU 25 will be described with reference to FIG. 3. First, it is determined whether the foot brake 4 is normal or not. This determination is made based on the presence or absence of a brake fluid abnormality detection signal from the brake fluid level sensor interface 32 and a foot brake abnormality detection signal from the mask back sensor interface 33. If YES indicates that the brake 1-brake 4 is normal, the vehicle speed signal from the vehicle speed sensor interface 25 determines whether the vehicle speed is below a predetermined value vkm/h and whether the deceleration rate of the vehicle speed is normal. Y E'
In the case of S, it is determined that the vehicle speed is such that the parking brake Δ can be operated, while in the case of No in each case, the process returns to the start.

Next, if the vehicle speed is such that parking brake A can be activated,
Whether the ignition power supply IO is in the ON state or not is determined based on the presence or absence of the engine operating state signal from J3 and the engine operating state sensor interface 28, and if both are YES, it is determined whether the regulator terminal is in the ON state or not. It is determined that the engine is in the operating state, and furthermore, the actual traveling direction of the vehicle matches the intended direction based on the forward or reverse vehicle speed signal from the vehicle speed sensor interface 25 and the forward or reverse shift position signal from the shift position sensor Intano Ace 29. It is determined whether the If YES, as well as the case when the foot brake 4 is abnormal, whether or not the manual brake activation operation switch 22 is turned on is determined based on the presence or absence of the manual brake activation signal from the operation switch interface 3/1. be done.

Next, the manual brake operation switch 22
If YES is turned on, the engine operation is stopped (the ignition power source g is OFF and the regulator terminal 1 is OFF), and the direction of travel of the vehicle does not match the intended direction. , a brake operation command signal is issued, and the operation of the parking brake A is controlled as will be described in detail later.

On the other hand, if the manual brake activation operation switch 22 is turned OFF (No), whether the manual brake release operation switch 23 is turned ON or not is determined depending on the presence or absence of a manual brake release signal from the operation switch interface 34. If the determination is YES, a release command signal is issued and release control to the parking brake is performed as will be described in detail later.

On the other hand, the manual brake release operation switch 2
3 is also turned off, the automatic control operation switch 21 is turned off depending on whether or not an automatic control prohibition signal is sent from the automatic control prohibition circuit 35 and whether or not there is an automatic control signal from the operation switch interface 34. It is determined whether or not the ON operation has been performed, and if both are YES, it is determined that the automatic control state is in effect.

In each case, return to the start.

Next, in the automatic control state described above, it is first determined based on the medium speed signal whether the vehicle speed is approximately zero or not, and if the answer is NO, the process returns to the start, while if the answer is YES, the accelerator depression state is changed to the accelerator sensor. It is determined by the presence or absence of an accelerator signal from the Tough Ace 27, and if the answer is No, indicating that the accelerator is not in the depressed state, the foot brake sensor (Nine Ink T Ace 26) determines the depressed state of the foot brake 4.
It is determined by the presence or absence of a foot brake signal from foot brake 4, and in the case of YES, foot brake 4 is depressed, it is determined that the vehicle speed is such that foot brake 1 to brake 4 are depressed and the vehicle is stopped, and a brake activation command signal is issued. Similarly, automatic operation control of parking brake A is performed. Incidentally, if the foot brake 4 is not in the depressed state and the answer is No, the process returns to the start.

On the other hand, if the accelerator is depressed (YES), whether or not the forward shift position is present is determined by the presence or absence of forward shift position signals from the two shift position sensor interfaces, and if NO, the process returns to the start. On the other hand, in the case of YES, it is further determined whether or not the foot brake 4 is depressed based on the presence or absence of the foot brake signal.
If the answer is No, the brake 1 to brake 4 is not in the depressed state, a brake release command signal is issued, and the automatic release control of the parking brake Δ is performed in the same way as above. Incidentally, in the case of YES, which means that the foot brake 4 is depressed, the process returns to the start.

Next, FIG. 4 shows a subflow of the operation control of the parking brake A at J5 in FIG. 3. In the parking brake operation control subflow, first, the slope sensor interface 30
After measuring the inclination using the inclination signal from the incline and setting the parking brake operating force required for this inclination based on the characteristics shown in FIG. 8, the motor lock detection control circuit 401'
A reference voltage corresponding to the locked state of the motor 5 (that is, a state in which the torque force of the motor 5 is equal to the set parking play 1 operating force value) is set, and a brake operation command signal is transmitted to the electromagnetic means 13. The motor lock detection circuit 41 generates a voltage corresponding to the torque force of the motor 5 (generated by the current supplied to the motor 5) as shown in FIG. Voltage) is compared with the reference voltage of the motor lock detection control circuit 40, and the motor 5 continues to operate until the voltage exceeds the reference voltage value. When the voltage exceeds the reference voltage value, the motor 5 enters the locked state 41. It is determined that this is the case, and stops issuing the brake operation command signal, stops the operation of the motor 5, and operates the parking brake △ to cock the parking brake A. During control, parking brake operating force variable control means G is configured to variably control the brake operating force of electromagnetic means B (motor 5) according to the slope.

Furthermore, FIG. 5 shows a subflow of control for releasing the parking brake △ in FIG. After setting the engine speed required to release △ and determining from the engine speed signal that the actual engine speed has exceeded the set value, the release speed of parking brake A is determined according to the slope. At the same time, the brake release command signal is sent to electromagnetic means B.
(motor 5) to operate the motor 5 in reverse rotation at the above-mentioned set release speed, and continue operating the motor 5 until the parking bar is completely released. The parking brake A is controlled to be released by stopping the transmission of the brake release command signal and stopping the operation of the motor 5.

Next, FIG. 7 shows a specific circuit of the motor drive circuit 39, motor lock detection control circuit 40, and motor lock detection circuit 41 shown in FIG. In FIG. 7, the motor drive circuit 39 transmits the rLJ level play main operation command signal from the CPU 24 to the inverter 1.
an operation control transistor Tr+ that is turned on upon receiving the signal through the operation control transistor Tr+, and an operation control relay 44 that is turned on when the operation control transistors 1 to 1-r+ are turned on;
A release control transistor Trz that is turned on by receiving a brake release command signal at the I' L J level from the CPU 24 via an inverter I2, and a release control transistor Trz that is turned on when the release control transistor Tr2 is turned on. relay 45, and both relays 44, /1.5 switching contacts 44. a and /1.5a are respectively interposed in series with the power supply circuit 5a of the motor 5, and when the brake operation command signal is issued from the CPU 24, the operation control relay 44 is activated by turning ON operation control transistors 1 to 1-rl. When the switching contact 44a is turned on, the switching contact 44a is switched to the ON side, thereby supplying power to the motor 5 from the battery power supply Bat and causing the motor 5 to operate in the forward direction.When the brake release command signal is issued from the CPU 24, the switching contact 44a is switched to the ON side. O of release control relay 45 due to ON operation of transistor Tr2
When the switching contact 4-58 is switched to the ON side by the N operation, power is supplied to the motor 5 from the ignition power source 9, and the motor 5 is operated in reverse. Further, the motor lock detection control circuit 40 controls the A of the CPU 21.
- Brake operating force signal (digital, total value) according to the slope from the D terminal to resistors R1 to RgJ: Rinaru ladder circuit 46
It consists of a D-A converter which performs D-A conversion and sets a reference voltage corresponding to the locked state of the motor 5. Furthermore, the motor lock detection circuit 41 compares the voltage generated across the resistor R9 when the motor 5 operates in the forward or reverse direction with the reference voltage of the lock detection control circuit 40, and outputs the voltage when the reference voltage section is -[. When the comparator 47 outputs the rl-IJ level, a motor lock detection signal of the "I" level is input to the a terminal of the CPU 24 via the inverter 13. Zuru level converter 4
It consists of 8. J: So, the comparator 470 reference voltage of the motor lock detection circuit 41 is set to the motor lock detection control circuit 40.
By changing the setting parking brake operating force signal according to the slope from CP LJ24, the upper limit value of the power supply current to the motor 5 is regulated and the torque of the motor 5, that is, the parking brake operating force is adjusted. It is controlled variably according to the slope.

In the above embodiment, the manual actuation control of the parking brake A is performed based on the sub-flow shown in FIG. 4, using the same method as the automatic actuation control, but it is also possible to control the actuation by other methods. For example, as shown in the subflow of Fig. 6, the parking brake operating force is variably controlled based on the length of the ON operation time of the manual brake operation switch +22, and if the ON operation time is shorter than the predetermined time t, it corresponds to a flat road. On the other hand, if the ON operation time is longer than a predetermined time, a predetermined parking brake operating force higher than that on a flat road may be set. However, in the manual control of the parking brake (knob flow) shown in FIG. After clearing the counter, return O
In the case of YF, S which is operated by N, the above color], ・
It is determined whether or not the brake is in operation, and if the answer is YES that it is in operation, the counter is operated immediately, and if the answer is NO that it is not in operation, the counter is operated and then a brake operation command signal is output to correct the motor 5. Activate rotation. Then, the motor 5 is operated in forward rotation until the torque force of the motor 5 reaches the set parking brake operating force value, and when the set value is reached, the predetermined time t has elapsed depending on whether or not the measurement of the predetermined time t is completed by the counter. If the answer is No, the brake operation command signal is stopped to stop the operation of the motor 5, and then the process returns to complete the parking brake operation control. On the other hand, in the case of YES that the predetermined time t has elapsed, it is determined whether the tp fixed parking brake operating force value is equal to the upper limit value, and in the case of No, which is smaller than the upper limit value, the set parking brake operating force is updated. The forward rotation of the motor 5 is continued until the torque force increases by a predetermined amount by setting the torque force to be higher than that of the flat ground by a predetermined amount, and when the parking brake operating force value reaches the set parking brake operating force value which is higher by the predetermined amount. Set the parking brake operating force again to a new predetermined amount (repeat setting it higher to increase the parking brake operating force of the motor 5, and when this set parking brake operating force value reaches the upper limit value, a brake operation command signal is sent. After stopping the transmission of the signal and stopping the operation of the motor 5, the control returns to complete the operation control of the parking brake Δ, and the parking brake operation force is variable controlled.

Further, in the above embodiment, a method of variably controlling the output torque of the motor 5 itself was adopted as a method of variable control of the parking brake operating force, but the present invention can employ various other methods. For example, a spiral gear or an eccentric circular gear is interposed between the motor 5 and the parking brake cable 2 to create teeth as shown in FIG.

If a characteristic is obtained in which the parking brake operating force gradually increases as the intermediate rotation angle θ increases, the parking brake operating force can be variably controlled while keeping the output torque of the motor 5 constant. In this case, the characteristics shown in FIG. 11 can be made to substantially match the parking brake actuation force characteristics with respect to the parking brake cable pulling distance shown in FIG. 10, which is reasonable. Further, as shown in FIG. 12, a transmission mechanism 49 may be interposed between the motor 5 and the rectifier gear 9 to increase or decrease the output torque of the motor 5, thereby variably controlling the parking brake operating force. .

Furthermore, the present invention is not limited to the above embodiments, but also includes various other modifications. For example, in the above embodiment, the parking brake A is such that the rear disc brakes 1, 1 are actuated and released by the suction a5 of the parking brake couple 2 and its release. -b is applicable to various types of parking brakes, such as those based on mutual engagement and release thereof.

Further, as the electromagnetic means B for controlling the actuation and release of the parking brake Δ, various electromagnetic actuators such as a solenoid valve can be used, in addition to the one based on the driving force of the motor 5 as in the above embodiment.

As explained above, according to the present invention, the parking brake is automatically activated and released by issuing the parking brake activation and parking brake release command signals from the controller according to the driving state based on the signals from the sensor group. In the electric parking brake device, when controlling the parking brake operation, the parking brake operation force is variably controlled according to the slope by the parking brake operation force variable means, so that when the vehicle is stopped, the parking brake operation force is variably controlled according to the slope of the vehicle. Accordingly, it is possible to provide an electric parking brake device that can obtain an appropriate parking brake operating force according to the vehicle's needs and has excellent vehicle safety.

[Brief explanation of drawings]

The drawings illustrate an embodiment of the present invention; FIG. 1 is a general schematic diagram, FIG. 2 is a detailed diagram of the entire system configuration, and FIG. 3 is a main flowchart of the operation of the CPU in the controller.
1] - Flowchart 1 to Figure 4 shows the parking brake activation control 1 knob flow; Figure 7 shows a modification of the parking brake manual operation control 1 nub flow.
FIG. 8 is an electronic circuit diagram showing specific configurations of the parking drive circuit, motor lock detection control circuit, and motor lock detection circuit; FIG. 8 is a diagram showing an example of parking brake operating force characteristics with respect to slope;
Fig. 9 shows the motor torque force characteristics with respect to the voltage generated by the motor's power supply current, Fig. 10 shows the parking brake operating force characteristics with respect to the parking brake cable pulling distance, and Fig. 11 shows the parking brake actuation force characteristics with respect to the gear rotation angle. FIG. 12, which is a diagram showing an example of brake operating force characteristics, is a side view when a transmission mechanism is used as means for varying the parking brake operating force. A...Parking brake, B...Electromagnetic means, C...Controller, D...Sensor group, G...Parking brake operating force variable control means, B...Motor, 16...Slope Sensor, 24... CPtJ130... Inclination sensor interphase, 39... Motor drive circuit, 4o... Motor lock detection control circuit, 41... Motor lock detection circuit. Figure 4 Figure 5-325- Figure 6 Figure '7 Figure 12

Claims (1)

[Claims] (1) A sensor group that detects the driving state of the vehicle, including an electromagnetic means that controls the activation and release of the parking brake of the vehicle, and an inclination sensor that detects at least the state of inclination of the vehicle;
a controller that receives signals from the sensor group and sends a brake activation command signal and a brake release command signal to the electromagnetic means; 1. An electric parking brake device comprising: parking brake operating force variable control means for variably controlling the brake operating force of the electromagnetic means according to the slope during control.