JPWO2006046273A1 - Brake device for automobile - Google Patents

Abstract

In order to realize an automobile brake device having a parking brake function, the brake force at that time is maintained in response to the brake pedal 1 being depressed more than a predetermined rotation angle and the vehicle speed becoming zero. At this time, in order to make the driver recognize that the brake is applied, a motor 2 for driving the brake pedal 1 is provided to maintain the stepping rotation angle. The brake caliper 6-9 is configured to obtain a braking force by supplying hydraulic pressure from the hydraulic units 5a and 5b. During the braking force holding mode, particularly during parking brake, the secondary battery In order to reduce consumption, the on / off solenoid valves 23 and 24 of the on-off valve built-in calipers 6 and 7 are closed to confine the hydraulic pressure in the caliper and maintain the braking force. This makes it possible for the driver to intuitively recognize that the brake is applied, and realizes an integrated brake that is easy to use and consumes less energy without relying on engine negative pressure.

Description

  The present invention relates to an automobile brake device that integrates a normal brake function and a parking brake function.

  Patent Document 1 discloses a technique for retaining a braking force at that time even when the brake pedal is returned at the time of a temporary stop of the automobile, and providing a stop holding function for releasing the brake at the time of start. Specifically, the stop holding control is started when the vehicle is stopped and the normal brake is not operated, and the stop holding control is stopped when the accelerator is turned on or the normal brake is turned on. Further, during the stop holding control, the braking force is controlled so as to stop when the vehicle starts to move.

  Patent Document 2 discloses a brake device that holds or releases a brake pedal position in synchronization with automatic stop or restart of an automobile engine. That is, on condition that the vehicle speed is zero and the accelerator pedal is not depressed, the engine is automatically stopped and the brake pedal position is maintained. When the accelerator pedal is depressed, the engine is restarted and at the same time the brake pedal is depressed. The position is released.

Japanese Patent Laid-Open No. 11-321629 JP 2001-59436 A

  In the brake force holding device disclosed in Patent Document 1, energy is required for the brake pressure generating device throughout the holding period.

  Further, the brake force holding device disclosed in Patent Document 2 relies on engine suction negative pressure, and an automobile using a diesel engine or a motor as a main power source cannot use the engine suction negative pressure. There are restrictions on the power system.

  SUMMARY OF THE INVENTION An object of the present invention is to realize an automobile brake device that has no restrictions on the power system of an automobile, consumes less energy other than engine fuel, and integrates a normal brake function and a parking brake function.

  Another object of the present invention is to provide an automobile brake device having a brake force holding function that is easy to use by making the driver intuitively recognize that the brake force holding function is acting. is there.

  In a preferred embodiment of the present invention, in a brake device for an automobile having a brake force holding mode for holding a brake force according to a predetermined condition when the vehicle is stopped, a built-in holding mechanism that has a built-in mechanical holding mechanism that holds the brake force. A brake caliper is provided, and the mechanical holding mechanism built in the brake caliper is operated in the brake force holding mode.

  Here, as a preferable specific example of the brake caliper with a built-in holding mechanism, first, there is a brake caliper with a built-in open / close solenoid valve. That is, a brake caliper that receives the supply of brake fluid pressure from a hydraulic unit, and has a built-in on-off solenoid valve that can hold the brake force by confining the brake fluid pressure inside the caliper by closing the built-in on-off solenoid valve. It is a caliper. It is also desirable to use an electric brake caliper with a clamping force holding mechanism. That is, an electric brake caliper that receives the drive of the built-in motor from the electronic control module according to the brake force to be generated, and the clamp force holding mechanism that holds the brake force by fixing the built-in motor by the built-in clamp force holding mechanism This is an electric brake caliper.

  In a preferred embodiment of the present invention, a motor for driving the brake pedal is provided, and the brake pedal is held at the brake pedal depression position immediately before the brake force holding mode. As a result, it is desirable to generate a braking force according to the held brake pedal depression position.

  According to a preferred embodiment of the present invention, there is no restriction on the power system of the automobile without depending on the engine negative pressure, the energy consumption of the secondary battery other than the power fuel is reduced, the normal brake function and the parking brake function, Can be provided.

  In addition, according to a preferred embodiment of the present invention, the driver can intuitively recognize that the brake force holding function is operating depending on the position where the brake pedal is held, and the brake force holding function with excellent usability is provided. An automobile brake device can be provided.

  Other objects and features of the present invention will become apparent from the following description of embodiments.

1 is an overall configuration diagram of an automobile brake device according to a first embodiment of the present invention. The brake mode transition diagram of the brake device shown in FIG. The processing flow until the brake mode setting of the brake control unit of 1st Example. The operation | movement time chart of the Example of FIG. 1 based on the brake mode transition diagram of FIG. The processing flow of the normal brake mode in the brake control unit of 1st Example. Similarly, the processing flow of the normal brake mode of the controller with built-in hydraulic unit. The state diagram of the brake device in the normal brake mode of the first embodiment. The processing flow of the brake force holding mode in the brake control unit. Similarly, the processing flow of the brake force holding mode with the controller built in the hydraulic unit. The state diagram of the brake device in the brake force holding mode of the first embodiment. The processing flow of the parking processing mode in the brake control unit. Similarly, the processing flow of parking brake mode by the controller with built-in hydraulic unit. The state figure of the brake device in the parking mode first half (during energization) of the 1st example. The state diagram of the brake device in the parking mode second half (during power failure) of the first embodiment. The state diagram of the brake device in the brake force holding mode (re) of the first embodiment. FIG. 6 is a state diagram of the brake device when returning from the holding of the first embodiment to the normal mode. The whole block diagram of the brake device for motor vehicles provided with the four electric calipers by the 2nd Example of this invention. The operation | movement time chart of the Example of FIG. 17 based on the brake mode transition diagram of FIG. The processing flow in the brake control unit in the normal brake mode of the second embodiment. Similarly, the processing flow in the electronic control module in the normal brake mode. The processing flow in the brake control unit in the same brake force holding mode. The processing flow in the electronic control module in the same brake force holding mode. The processing flow in the brake control unit in the parking brake mode. The processing flow in the electronic control module in the parking mode.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Brake pedal, 2 ... Pedal drive motor, 28 ... Rotation angle sensor, 3 ... Master cylinder, 4 ... Brake fluid tank, 5a, 5b ... Hydraulic unit, 6, 7 ... Brake caliper with open / close solenoid valve (for rear wheel) , 8, 9 ... Brake caliper (for front wheels), 15 ... Pump, 17, 19 ... Proportional solenoid valve, 18, 20 ... Open / close solenoid valve, 23, 24 ... Open / close solenoid valve with built-in caliper, 25 ... Ignition switch, 26 , 261 ... Brake electronic control unit, 27 ... Accelerator pedal switch, 34 ... Seating switch, 35 ... Door switch 30, 37, 41, 44 ... Electronic control module, 31, 32 ... Electric brake caliper with built-in clamping force holding mechanism, 29 , 33 ... Clamping force holding mechanism with built-in caliper, 40, 42 ... Electric brake caliper.

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

  First, the outline of the first embodiment of the present invention will be described.

  In this embodiment, in order not to depend on the engine negative suction pressure, a hydraulic unit incorporating a pump, a solenoid valve and an electronic control circuit, a brake caliper incorporating an on-off solenoid valve (hereinafter simply referred to as an on-off valve), and these And a brake control unit for controlling the brake caliper. In addition, in order to intuitively inform the driver that the brake is applied, a motor for driving the pedal is provided, and this motor is controlled by the brake control unit.

  First, in the normal brake mode, the hydraulic unit applies hydraulic pressure to the brake caliper and applies the brake based on the driver's brake pedal operation amount.

  If the brake pedal operation amount is equal to or greater than the predetermined value when the vehicle speed becomes zero, the mode shifts to the brake force holding mode, the brake pedal position is held at the previous brake pedal operation amount, and the braking force corresponding to this is applied. Hold. This holding of the braking force is ensured by closing an on-off valve built in the brake caliper. However, the hydraulic unit continues to apply the brake hydraulic pressure according to the holding position of the brake pedal to the brake caliper so that the normal brake mode may be returned at any time.

  The brake force holding mode is canceled when the accelerator pedal is depressed or when the brake pedal is depressed at a rotation angle change rate equal to or greater than a predetermined value.

  Now, a case where the driver leaves the vehicle in the brake force holding mode will be described. When leaving the car, the driver turns off the ignition switch, opens the driver's seat door, stands up, and closes the door. At this time, the mode is shifted to the parking brake mode in response to the ignition switch being turned off, the door of the driver's seat being opened, and / or the driver's seat being vacant. When the parking brake mode is entered, the brake pedal position holding is stopped while the brake force is maintained on the brake caliper side with the open / close valve, and the application of the brake fluid pressure to the brake caliper by the hydraulic unit is also stopped. Therefore, in this parking brake mode, the energy consumption is minimal.

  Next, the operation when the driver returns to the car will be described. The driver returning to the car opens the door, sits down, closes the door, and turns on the ignition switch. At this time, in response to the opening / closing of the door, the occurrence of a seating signal for the driver's seat, and / or the turning on of the ignition switch, the mode again shifts to the brake force holding mode. Therefore, the position holding of the brake pedal by the motor is resumed while the on-off valve built in the brake caliper is held in the closed state, and the hydraulic pressure supply from the hydraulic unit to the brake caliper is resumed according to the holding position.

  Finally, when the brake pedal is depressed and the rotation angle increment exceeds a predetermined value or the accelerator pedal is depressed, the brake force holding mode is canceled and the normal brake mode is entered.

  FIG. 1 is an overall configuration diagram of an automobile brake device according to a first embodiment of the present invention. As an automobile brake device, first, a brake pedal 1, a motor 2 incorporating a rotation angle sensor 28, a master cylinder 3, and a brake fluid tank 4 are provided. The two hydraulic units 5a and 5b transmit the hydraulic pressure (hydraulic pressure) transmitted to the brake calipers 6 and 7 for the rear wheels that incorporate the on-off valves 23 and 24 and the brake calipers 8 and 9 for the front wheels that do not incorporate the on-off valves. Manipulate. The on-off valves 23 and 24 and the motor 2 built in these hydraulic units 5a and 5b, brake calipers 6 and 7 are controlled by the electronic brake control unit 26. If the rear wheel brake caliper 6 is for the right rear wheel, the rear wheel brake caliper 7 is for the left rear wheel, the brake caliper 8 is for the left front wheel, and the brake caliper 9 is for the right front wheel. desirable.

  The electronic brake control unit 26 is connected to the ignition switch 25, the driver's seating switch 34 and the door switch 35, and is connected to the two hydraulic units 5a and 5b via the communication lines 10 and 11 for digital communication. ing. Hereinafter, it is simply referred to as a brake control unit. The hydraulic units 5a and 5b connected to each other via the communication line 12 include pressure sensors 13, 21 and 22, a stroke simulator 14, a pump 15, a safety valve 16, and a proportional solenoid valve (hereinafter simply referred to as a proportional valve) 17. 19 and open / close solenoid valves (hereinafter simply referred to as open / close valves) 18 and 20 are incorporated. In the figure, these symbols are shown only for one hydraulic unit 5a, and in the following description, both units operate in the same manner, so only one hydraulic unit 5a will be described.

  FIG. 2 is a mode transition diagram of the brake device shown in FIG. There are three brake modes: a normal brake mode 201, a brake force holding mode 202, and a parking mode 203. Here, the transition condition A from the normal brake mode 201 to the brake force holding mode 202 is “the vehicle speed is substantially zero, the brake pedal rotation angle is larger than a predetermined value, and the transmission is not in the R (reverse) range. " However, “the vehicle speed is substantially zero and the brake pedal and the accelerator pedal are not depressed” may be used. Further, the transition condition B from the brake force holding mode 202 to the normal brake mode 201 is “the accelerator pedal depression or the brake pedal rotation angle increment is a predetermined value or more”, but here, “the accelerator pedal or the brake pedal is depressed. It can also be changed to

  Next, the transition condition C from the brake force holding mode 202 to the parking mode 203 is “(1) the ignition switch is off, (2) the driver's seat is not seated, and (3) the driver's seat door is opened or closed. The combination of one or a plurality of operations among the three ”. And, the transition condition D from the parking mode 203 to the brake force holding mode 202 is “of (1) opening / closing the door of the driver's seat, (2) sitting on the driver's seat, and (3) the ignition switch is on” "Combination of one or more operations". As described above, the mode transition conditions C and D are defined as “(1) ignition switch on / off, (2) driver seat on / off switch, and (3) driver seat door open / close switch on / off”. The combination of one or a plurality of operations among the three off states. That is, for example, if only the seating switch 34 and the door switch 35 are used and the ignition switch 25 is ignored, the parking mode 203 is shifted to when the driver leaves the vehicle regardless of whether or not the ignition switch 25 is turned off. be able to.

  FIG. 3 is a processing flow for setting the brake control mode in the brake control unit 26. In step 3001, the vehicle speed is acquired. In step 3002, the brake pedal rotation angle is acquired. In step 3003, the transmission range (shift lever position) is acquired. In step 3004, the state of the accelerator pedal switch is acquired. In step 3005, the state of the ignition switch 25 is acquired. In step 3006, the state of the door switch 35 is acquired. In step 3007, the state of the seating switch 34 is acquired. In step 3008, the previous mode is saved. As described with reference to FIG. 2, the previous mode is one of three modes: a normal brake mode 201, a brake force holding mode 202, and a parking mode 203. In step 3009, it is determined whether or not the previous mode is the normal brake mode 201. In the case of the normal brake mode, in step 3010, the mode transition condition A described in FIG. 2, that is, “the vehicle speed is zero, the brake pedal rotation angle is larger than a predetermined value, and the transmission is not in the R (reverse) range. Is determined. If the transition condition A is not satisfied, in step 3011 the current mode is reset to the normal brake mode. Then, the normal brake process in step 3012 is performed. If the transition condition A is satisfied in step 3010, the brake force holding mode 202 is processed in steps 3016 and 3017 described later. If it is determined in step 3009 that the brake mode is not the normal brake mode 201, it is determined in step 3013 whether or not the brake force holding mode 202 is set. In the case of the brake force holding mode 202, in Step 3014, it is determined whether or not the transition condition B described in FIG. 2, that is, “accelerator pedal depression or brake pedal rotation angle increment is greater than or equal to a predetermined value” is satisfied. . If the transition condition B is satisfied, the process of step 3011 is performed. If the transition condition B is not satisfied, in step 3015, the transition condition C in FIG. 2, that is, “(1) the ignition switch is off, (2) the driver's seat is not seated, and (3) the driver's seat door is closed. It is determined whether or not “a combination of one or more of the three open / close operations” is established. When the transition condition C is satisfied, the process of step 3019 described later is performed. If the transition condition C is not satisfied, in step 3016, the current mode is reset to the brake force holding mode. In step 3017, a brake force holding mode process is performed.

  Returning to step 3013, if it is determined that the brake force holding mode is not selected, it is determined that the parking brake mode 203 is the remaining one of the three modes. In this case, in step 3018, one or a plurality of transition conditions D of FIG. 2, that is, “(1) Open / close door of driver's seat, (2) Seat on driver's seat, and (3) Ignition switch is on” It is determined whether or not the “combination of operations” is established. When the transition condition D is satisfied, the brake force holding mode process in steps 3016 and 3017 described above is performed. If the transition condition D is not satisfied, the current mode is reset to the parking brake mode in step 3019, and the parking brake mode 203 is processed in step 3020.

  4 is an operation time chart when the brake device of FIG. 1 is operated according to the processing flow described in FIG. 3 based on the mode transition diagram shown in FIG. As items that change depending on the operation and operation of the driver, on / off of the seat switch 34, the door switch 35, the ignition switch 25, and the accelerator pedal switch 27, the transmission range position, the pedal depression force, and the pedal rotation angle are illustrated. Further, as items indicating the state of the brake device, the brake mode, the operation of the pump 15 in the hydraulic unit 5a, the opening and closing of the proportional valves 17 and 19, the on-off valves 18 and 20, and the output of the brake fluid pressure sensor 22 are illustrated. . Furthermore, the opening / closing of the on-off valve 23 built in the caliper 6 and the brake fluid pressure in the caliper 6 are illustrated.

  The hydraulic units 5 a and 5 b are operated by a built-in controller, while the motor 2 for driving the brake pedal 1 and the on-off valves 23 and 24 built in the calipers 6 and 7 are operated by the brake control unit 26. Yes.

  The operation of each unit will be described in order. First, it is assumed that the transmission range position is the drive (D) range and the mode is the normal brake mode 201.

  FIG. 5 is a processing flow in the normal brake mode in the brake control unit 26. In step 501, a brake pedal rotation angle is acquired. In step 502, the target brake fluid pressure is set from the brake pedal rotation angle. In step 503, it is determined whether the target brake fluid pressure is zero or more. If the target brake fluid pressure is not zero, it is determined in step 504 whether or not the on-off valve 23 built in the caliper 6 is open. If the caliper built-in open / close valve 23 is closed, in step 505, the caliper built-in open / close valve 23 is energized and opened. If the caliper built-in open / close valve is open, the current state is continued (energization is continued), and the process is terminated. Even when the target brake fluid pressure is zero, the current state is continued and the process is terminated.

  FIG. 6 is a processing flow by the built-in controller of the hydraulic unit (HU) 5a in the normal brake mode 201. In step 601, the target brake fluid pressure Pcmd is acquired from the brake control unit. In step 602, a built-in brake fluid pressure sensor value Pm is acquired. In step 603, it is determined whether or not the target brake fluid pressure Pcmd is zero. If the target brake fluid pressure Pcmd is not zero, it is determined in step 604 whether the built-in pump is on (operated). If not, in step 605, the built-in pump is turned on. In step 606, the operation current I of the HU built-in proportional valve is calculated. In step 607, the operation current I is supplied to the HU built-in proportional valve to achieve the target brake fluid pressure.

  FIG. 7 is a state diagram of the brake device showing the state of the solenoid valve and the flow of the brake fluid in the normal brake mode 201. The operation will be described with reference to this figure with thick arrows.

  Consider a case where the accelerator pedal is released at time t1 in FIG. 3 and the brake pedal 1 is depressed at time t2 immediately after that. As a result, when the pedal effort increases, the pedal rotation angle increases accordingly. When an increase in the pedal effort is detected, the proportional valves 17 and 19 are closed and the on-off valve 23 built in the caliper 6 is opened. Thereafter, the pump 15 is energized to serve as a hydraulic pressure source, the current of the proportional valves 17 and 19 is controlled while monitoring the pressure sensors 21 and 22, and the brake fluid pressure corresponding to the pedal rotation angle is applied to the calipers 6 and 8. Activate the brake.

  By operating the brake, the vehicle speed decreases and eventually becomes zero (stopped) at time t3. At this time, since the transition condition A “wheel speed is zero, the brake pedal rotation angle is larger than a predetermined angle, and the transmission is not in the R range” in FIG. 2 is satisfied, the brake device transits to the brake force holding mode 202. . A processing flow of the controller in the brake control unit 26 and the hydraulic unit 5a in the brake force holding mode 202 will be described.

  FIG. 8 is a processing flow in the brake force holding mode 202 in the brake control unit 26. In step 801, the pedal rotation angle θm is acquired. In step 802, it is determined whether or not the previous mode is a brake force holding mode. If it is not the brake force holding mode, it is determined in step 803 whether or not the previous time is the normal brake mode. If it is the normal brake mode, the target pedal rotation angle θcmd is set to the pedal rotation angle θm in step 804. If it is not the normal brake mode, that is, if it is determined that it is the remaining one parking brake mode, in step 805, the recorded target pedal rotation angle is read out. In step 806, the target pedal rotation angle θcmd is set. In step 807, a holding current I to be supplied to the motor 2 for setting the target pedal rotation angle is set. Step 808 determines whether or not the caliper built-in on-off valve 23 is closed. If not, the caliper built-in on-off valve 23 is closed at step 809. In step 810, the target brake fluid pressure Pcmd is set from the pedal rotation angle θm.

  FIG. 9 is a processing flow in the brake force holding mode 202 in the controller with a built-in hydraulic unit (HU). In step 901, the previous mode is acquired. In step 902, it is determined whether or not the previous mode is a brake force holding mode. If it is not the brake force holding mode, it is determined in step 903 whether or not the previous mode is the normal brake mode. If the previous mode is the normal brake mode, the pump is turned off (stopped) in step 904. If the previous mode is not the normal brake mode, that is, if it is determined that it is the remaining one parking brake mode, the pump 15 is turned on (operated) in step 905. In step 906, the target brake fluid pressure Pcmd is acquired from the brake control unit. In step 907, the brake fluid pressure is acquired. In step 908, the operation current I of the proportional valves 17 and 19 in the hydraulic unit (HU) is calculated so as to achieve the target brake fluid pressure. In step 909, the operation current I of the proportional valves 17 and 19 in the HU is supplied.

  FIG. 10 is a state diagram of the solenoid valve of the brake device in the brake force holding mode 202, and the description will proceed with reference to this figure as well.

  With the transition to the brake force holding mode 202, the motor 2 that drives the pedal 1 is energized and the current pedal position is held. By this operation, even if the driver removes his / her foot from the pedal and the pedaling force applied to the pedal becomes zero, the pedal rotation angle is maintained. In addition, the energization of the on-off valve 23 with a built-in caliper is stopped and closed. As a result, the pressure remains confined in the caliper 6, and the braking force continues to be maintained. With this operation, even if the driver removes his / her foot from the pedal and the pedaling force applied to the pedal becomes zero, the rotation angle of the pedal 1 is maintained, and the brake fluid pressure corresponding to the pedal rotation angle is applied to each brake caliper 6. ~ 9 applied.

  Thereafter, at time t4, it is assumed that the driver sets the transmission range to the parking range (P range), turns off the ignition switch 25, opens the door, stands up, and closes the door. With this operation and operation, the mode transition condition C in FIG. 2 is established, and the brake device transitions to the parking mode 203.

  FIG. 11 is a processing flow in the parking brake mode in the brake control unit 26. In step 111, the brake fluid pressure sensor value is acquired from the HU controller. Step 112 determines whether or not the previous mode is the parking mode. If the previous mode is not the parking mode, the target brake fluid pressure is set to the acquired brake fluid pressure sensor value in step 113. In step 114, the target pedal rotation angle θcmd is written. The written target pedal rotation angle θcmd is read in step 805 in FIG. 8 described above. If the previous mode is the parking mode, it is determined in step 115 whether or not the target brake fluid pressure is zero. If the target brake fluid pressure is not zero, in step 116, the target brake fluid pressure is gradually reduced by δP and finally set to zero.

  FIG. 12 is a processing flow in the parking brake mode in the HU controller. In step 121, the target brake fluid pressure is acquired from the brake control unit. Next, in step 122, a brake fluid pressure sensor value is acquired. In step 123, it is determined whether or not the brake fluid pressure sensor value is zero. If it is not zero, in step 124, the on-off valves 18 and 20 in the HU are opened. In step 125, the operation current I of the proportional valves 17 and 19 in the HU is calculated. Further, in step 126, an operating current I is passed through the proportional valves 17 and 19 in the HU. When the brake fluid pressure sensor value is zero, in step 127, the proportional valves 17 and 19 in the HU are closed. Further, in step 128, the operation current of the proportional valves 17 and 19 in the HU is set to zero, and these proportional valves are opened.

  Now, in the parking brake mode 203, electricity supply to the motor 2 that drives the brake pedal 1 is stopped, and the pedal rotation angle is changed to the initial value (zero). At the same time, the brake fluid pressure is released by energizing the open / close valves 18 and 20 in the hydraulic unit 5a and opening them.

  FIG. 13 is a state diagram showing the state of the solenoid valve of the brake device and the flow of brake fluid in the first half of the parking brake mode 203 so far (during energization).

  Thereafter, after the brake fluid pressure becomes zero, the energization of the proportional valves 17 and 19 and the on-off valves 18 and 20 is stopped.

  FIG. 14 is a state diagram of the solenoid valve of the brake device in the second half (non-energization) of the parking brake mode 203 after the energization is stopped.

  Next, at time t5, it is assumed that the driver returning to the car opens the door, gets into the driver's seat, closes the door, and turns on the ignition switch 25. With this operation and operation, the mode transition condition D in FIG. 2 is established, and the brake device transitions to the brake force holding mode 202. In the brake force holding mode 202, the motor 2 that drives the pedal 1 is energized to return to the initial pedal rotation angle of the parking brake mode 203 that is the previous brake mode. At the same time, the proportional valves 17 and 19 are energized, and after closing them and operating the pump 15, the energization to the proportional valves 17 and 19 is controlled while the pressure sensors 21 and 22 are monitored, and the pedal rotates. A brake fluid pressure corresponding to a corner is generated.

  FIG. 15 is a state diagram of the brake device showing the state of the solenoid valve and the flow of the brake fluid in the brake force holding mode (re-).

  After that, at time t6, when the driver steps on the brake pedal 1 with a strong depression force and the pedal rotation angle becomes larger than a predetermined increment, the mode transition condition B in FIG. 2 is satisfied, and the brake device transitions to the normal brake mode 201. . In the normal brake mode 201, energization to the motor 2 that drives the pedal 1 is stopped, and the pedal rotation angle is returned to the initial position. At the same time, the on-off valve 23 built in the caliper 6 is opened, the proportional valves 17 and 19 are closed, the pump 15 is stopped, and the on-off valves 18 and 20 are opened. By this series of operations, the hydraulic pressure applied to the on-off valve built-in caliper 6 is released.

  FIG. 16 is a state diagram of the brake device showing the state of the solenoid valve and the flow of brake fluid when returning to the normal brake mode.

  When the rotation angle of the brake pedal 1 returns to the initial position at time t7, the hydraulic unit 5a opens the proportional valves 17 and 19 and closes the on-off valves 18 and 20. As a result, the brake fluid pressure is applied in accordance with the pedal rotation angle, and the brake is returned to the normal operation state.

  In this manner, the brake control unit 26 executes the processing flows of FIGS. 3, 5, 8, and 11, and the processing flows of FIGS. 6, 9, and 12 are performed by the controllers in the hydraulic units 5a and 5b. By executing, the operation time chart of FIG. 4 of the first embodiment can be realized.

  As a result, when the vehicle speed becomes substantially zero, the stop valve 23, 24 built in the brake caliper is closed, so that the vehicle can be held while the energy consumption is reduced. In addition, a hydraulic unit including a pump, a solenoid valve, and an electronic control circuit can continue to apply pressure to the brake caliper, thereby realizing a quick transition to the normal brake.

  Furthermore, when the driver leaves the vehicle, by stopping the application of hydraulic pressure from the hydraulic unit to the brake caliper, the vehicle is kept stopped while minimizing energy consumption of secondary batteries other than engine fuel. be able to. At this time, by using a door switch or a seating switch, even when the driver leaves the vehicle without turning off the ignition switch, it is possible to hold the vehicle while reducing the consumption of the energy source to a minimum. .

  Moreover, the pedal position can be arbitrarily moved or held by controlling the motor for driving the pedal with the brake control unit. As a result, by holding the pedal position correlated with the hydraulic pressure applied to the brake caliper, it becomes possible for the driver to intuitively recognize that the brake is applied.

  Next, a second embodiment of the present invention that employs an electric caliper will be described.

  First, the outline will be described. In order not to rely on the engine negative suction pressure, an electric brake caliper with a built-in holding mechanism that incorporates a holding mechanism that holds a braking force is provided, and an electronic control module that controls these electric brake calipers and its A host brake control unit is provided. Further, as in the first embodiment, the motor for driving the pedal is controlled by the brake control unit in order to inform the driver intuitively that the brake is applied.

  First, in the normal brake mode, the electronic control module drives the brake caliper built-in motor and applies the brake based on the driver's brake pedal operation amount.

  When the vehicle speed becomes zero and the brake pedal operation amount is equal to or greater than a predetermined value, the mode is shifted to the brake force holding mode, the brake pedal position is held at the immediately preceding brake pedal operation amount, and the brake force corresponding to this is held. This holding of the braking force is realized by blocking the movement of the built-in motor by a clamping force holding mechanism built in the brake caliper. However, unlike the first embodiment, the electronic control module is stopped, the brake caliper built-in motor is stopped, and the energy consumption is minimized.

  As in the first embodiment, the brake force holding mode is canceled when the accelerator pedal is depressed or when the brake pedal is depressed at a rotation angle change rate equal to or greater than a predetermined value.

  Now, a case where the driver leaves the vehicle in the brake force holding mode will be described. When leaving the car, the driver turns off the ignition switch, opens the driver's seat door, stands up, and closes the door. At this time, as in the first embodiment, the mode is shifted to the parking brake mode in response to the ignition switch being turned off, the driver's seat door being opened, and / or the driver seat becoming empty. When shifting to the parking brake mode, the operation of the electric brake caliper clamping force holding mechanism is held, and the brake pedal position holding is stopped while holding the brake force on the brake caliper side.

  Next, the operation when the driver returns to the car will be described. The driver returning to the car opens the door, sits down, closes the door, and turns on the ignition switch. At this time, in response to the opening / closing of the door, the occurrence of a seating signal for the driver's seat, and / or the turning on of the ignition switch, the mode again shifts to the brake force holding mode. Therefore, the brake pedal position holding by the motor is resumed. At this time, needless to say, the clamping force holding mechanism built in the brake caliper remains operating.

  Finally, as in the first embodiment, when the brake pedal is depressed and the rotation angle increment exceeds a predetermined value, or the accelerator pedal is depressed, the brake force holding mode is canceled, Transition to normal brake mode.

  FIG. 17 is an overall configuration diagram of an automobile brake device according to a second embodiment of the present invention using four electric calipers. As an automobile brake device, first, a brake pedal 1, a pedal drive motor 2 incorporating a rotation angle sensor 28, and a stroke simulator 36 are provided. Further, as the electric calipers, two electric calipers 40 and 42 for the front wheels and electronic control modules 41 and 43 for controlling the electric calipers for the front wheels are provided. Furthermore, electric calipers 31 and 32 with a clamping force holding mechanism for rear wheels provided with clamping force holding mechanisms 29 and 33 and electronic control modules 30 and 37 for controlling these are provided. In this embodiment, the rotation angle (stroke) of the brake pedal 1 recognized by the stroke simulator 36 is transmitted to the electronic control modules 30, 37, 41, 43 which are terminals through signal lines 38, 39, 44, 45. The That is, the brake control unit 261 receives signals from the brake pedal rotation angle detector 28, the accelerator pedal switch 27, the ignition switch 25, the seating switch 34, and the door switch 35. Then, the four electronic control modules 30, 37, 41, 43 and the motor 2 are controlled. The electric calipers 31 and 32 with a clamping force holding mechanism include a motor, a speed reducer, a rotation / linear motion converter, and a clamping force holding mechanism as disclosed in, for example, Japanese Patent Application Laid-Open No. 2003-222172.

  18 is an operation time chart when the brake device of FIG. 17 is operated according to the processing flow described in FIG. 3 based on the mode transition diagram described in FIG. As items that change depending on the operation and operation of the driver, on / off of the seat switch 34, the door switch 35, the ignition switch 25 and the accelerator pedal switch 27, the transmission range position, the pedal depression force, and the pedal rotation angle are illustrated. In addition, as items indicating the state of the brake device, the brake mode, the torque of the built-in motor of the electric caliper, the on / off state of the clamping force holding mechanisms 29 and 33, and the clamping force of the calipers 31 and 32 with the clamping force holding mechanism are illustrated. Show.

  A processing flow for realizing this time chart will be described with reference to FIGS.

  First, in the configuration of the brake device of FIG. 17, the processing flow up to the brake mode setting by the brake control unit 261 when implementing the mode transition diagram of FIG. 2 can be used as it is. The processing in the normal brake mode 201 in step 3012 in FIG. 3 is the same as that in FIG. 19 and FIG. 20, and the processing in the brake force holding mode 202 in step 3017 is the same as that in the parking brake mode 203 in step 3020 in FIG. The process will be described with reference to FIGS.

  FIG. 19 is a processing flow in the normal brake mode in the brake control unit 261. In step 191, the pedal rotation angle is acquired. In step 192, a target clamping force Fcmd is set from the acquired pedal rotation angle.

  FIG. 20 is a processing flow in the electronic control modules 30 and 37 in the normal brake mode 201. In step 2001, a target clamping force Fcmd is acquired. In step 2002, the clamping force sensor value built in the electric calipers 31 and 32 with the clamping force holding mechanism is acquired. In step 2003, it is determined whether or not the target clamping force Fcmd is greater than zero. If it is not zero, in step 2004, the operation current Iq of the built-in motor is calculated and set. If zero, in step 2005, the operation current Iq of the built-in motor is set to zero. In step 2006, an operation current Iq is supplied to the built-in motor.

  FIG. 21 is a processing flow in the brake force holding mode 202 in the brake control unit 261. In step 2101, the pedal rotation angle θm is acquired. In step 2102, it is determined whether or not the previous mode is a brake force holding mode. If it is not the brake force holding mode, it is determined in step 2103 whether or not the previous mode is the normal brake mode. If the normal brake mode is set, in step 2104, the target pedal rotation angle θcmd is set to the pedal rotation angle θm. If it is not the normal brake mode, that is, if it is the parking brake mode, in step 2105, the recorded target pedal rotation angle is read. In step 2106, the target pedal rotation angle θcmd is set. In step 2107, a holding current I to be supplied to the motor 2 for setting the target pedal rotation angle is set. In step 2108, it is determined whether or not the clamping force holding mechanism is operating. If not, in step 2109, the clamping force holding mechanism is activated. In step 2110, the target clamping force Fcmd is set from the pedal rotation angle θm.

  FIG. 22 is a processing flow in the brake force holding mode 202 in the electronic control modules 30 and 37. In step 221, a target clamping force command value is acquired. In step 222, a clamping force sensor value is acquired. In step 223, it is determined whether or not the pre-transition mode is normal braking. If the pre-transition mode is not normal braking, the operation current Iq of the built-in motor is calculated in step 225. In step 226, operating current Iq is passed through the built-in motor. Returning to step 223, if the pre-transition mode is the normal brake, in step 224, the operation current I of the built-in motor is set to zero.

  FIG. 23 is a processing flow in the parking brake mode 203 in the brake control unit 261. In step 231, a clamping force sensor value is acquired. In step 232, it is determined whether or not the previous mode is a parking mode. If the parking mode is not set, a target clamping force is set in step 233. In step 234, the target pedal rotation angle is written in a non-volatile memory (not shown) to store the target pedal rotation angle. In step 235, it is determined whether or not the target clamping force Fcmd is zero. If the target clamping force Fcmd is not zero, in step 236, the target clamping force is set so as to gradually approach zero in order to make the target clamping force zero.

  FIG. 24 is a process flow of the electronic control modules 30 and 37 in the parking process 1919. In step 241, the target clamping force Fcmd is acquired. In step 242, a clamping force sensor value is acquired. In step 243, it is determined whether the clamp force sensor value is zero. If zero, in step 244, the current command of the built-in motor is set to zero. In step 244, the built-in motor current Iq is manipulated to zero. On the other hand, if the clamping force sensor value is not zero in step 243, the operation current Iq of the built-in motor is set in step 246, and the operation current Iq is supplied to the built-in motor in step 247.

  By these processes, when the vehicle speed becomes substantially zero, the mechanism for holding the brake pedal position and the clamping force holding mechanism built in the electric caliper are operated, thereby suppressing the energy consumption to a small level. The vehicle can be kept stationary. Further, even when the ignition switch is not turned off when the driver leaves the vehicle, the vehicle can be kept stopped while minimizing the consumption of energy sources such as secondary batteries other than engine fuel.

  According to this embodiment, the braking force can be held by the clamping force holding mechanism of the electric brake caliper with the clamping force holding mechanism regardless of the presence or absence of the engine suction negative pressure.

  Further, by controlling the motor that drives the pedal with the brake control unit, it is possible to intuitively notify the driver that the brake is being applied by arbitrarily moving or holding the pedal position.

  As described above, according to a preferred embodiment of the present invention, by operating the holding mechanism of the brake caliper with a built-in holding mechanism, consumption of energy sources other than engine fuel can be reduced in the brake force holding mode including the parking brake mode. .

  In the embodiment described above, the mode transition conditions C and D are defined as “(1) ignition switch on / off, (2) driver seat on / off switch, and (3) driver seat door opening / closing”. The combination of one or a plurality of operations among the three on / off switches. For example, if only the seat switch 34 and the door switch 35 are used and the ignition switch 25 is ignored, the driver can move to the parking mode 203 when the driver leaves the vehicle regardless of whether or not the ignition switch 25 is turned off. I mentioned before what I can do. In this way, even when the driver leaves the vehicle with the engine running, the energization of the hydraulic unit 5a can be cut off and the energy consumption can be further reduced. Other functions and effects can be expected by the other “combination of one or more of the three operations”.

  According to the present invention, it is possible to provide an automobile brake device that consumes less energy and integrates a normal brake function and a parking brake function.

Claims (20)

  A caliper control unit that causes the brake caliper to exert a braking force in response to the depression of the brake pedal, and a brake force holding mode that holds the braking force according to a predetermined condition when the vehicle is stopped, and a brake in this braking force holding mode A brake caliper with a built-in holding mechanism that has a built-in mechanical holding mechanism for holding a braking force in an automotive brake device having a brake control unit that releases the braking force holding mode in response to a pedal depression or an accelerator pedal depression. And the brake control unit operates the mechanical holding mechanism incorporated in a brake caliper in the brake force holding mode.   2. The motor according to claim 1, further comprising a motor that drives the brake pedal, wherein the brake control unit controls the motor so that the position of the brake pedal is held at a position immediately before the brake pedal is depressed in the brake force holding mode. Brake device for automobile characterized by the above.   3. The automobile brake device according to claim 2, wherein the caliper control unit causes the corresponding brake caliper to exert a braking force according to a holding position of the brake pedal in the brake force holding mode.   The brake control unit according to claim 2, wherein, in the brake force holding mode, the ignition switch is turned off, a driver's seat door is opened, and / or the driver's seat becomes empty. A brake device for an automobile, wherein the holding of the brake pedal is stopped and the operation of the mechanical holding mechanism is continued.   4. The brake control unit according to claim 3, wherein in the brake force holding mode, the ignition switch is turned on again, the driver's seat door is opened, and / or the driver's seat is seated. A brake device for an automobile, wherein the brake pedal is returned to the depressed position and held, and the operation of the mechanical holding mechanism is continued.   The automobile brake device according to claim 1, wherein the brake caliper for the rear wheel includes the brake caliper with a built-in holding mechanism.   A hydraulic unit that applies brake fluid pressure to the brake caliper in response to depression of the brake pedal, and a brake force holding mode that holds the braking force according to a predetermined condition when the vehicle speed is substantially zero, In an automobile brake device equipped with a brake control unit that releases the brake force holding mode in response to the depression of the brake pedal or the accelerator pedal in the brake force holding mode, the internal open / close solenoid valve is closed to close the caliper A brake caliper with a built-in open / close solenoid valve that confines the brake fluid pressure and holds the brake force, and the brake control unit closes the open / close solenoid valve built in the brake caliper within the period of the brake force holding mode. Car characterized by that Brake system.   8. The automobile brake device according to claim 7, wherein the brake control unit is configured to hold a closed path of the open / close solenoid valve until the brake pedal is depressed or the accelerator pedal is depressed.   8. The motor according to claim 7, further comprising a motor for driving the brake pedal, wherein the brake control unit is configured to hold the position of the brake pedal at a position immediately before the brake pedal is depressed when shifting to the brake force holding mode. The vehicle brake device according to claim 1, wherein the hydraulic unit is configured to apply a brake fluid pressure corresponding to a holding position of the brake pedal to the brake caliper.   The brake control unit according to claim 9, wherein, in the brake force holding mode, the ignition switch is turned off, the driver's seat door is opened, and / or the driver's seat becomes empty. The vehicle is characterized in that the holding of the brake pedal is stopped, the application of the brake fluid pressure to the brake caliper by the hydraulic unit is stopped, and the vehicle is shifted to a parking brake mode in which the open / close solenoid valve is closed. Brake device.   The brake control unit according to claim 10, wherein, in the parking brake mode, the ignition switch is turned on again, the driver's seat door is opened, and / or the driver's seat is seated. The brake for an automobile, wherein the brake pedal is returned to and held in the depressed position again, the application of the brake fluid pressure to the brake caliper by the hydraulic unit is resumed, and the open / close solenoid valve is closed. apparatus.   An electronic control module that controls the clamping force by driving the built-in motor of the electric brake caliper according to the depression of the brake pedal, and the braking force holding that keeps the braking force according to the predetermined condition when the vehicle speed is substantially zero In the automotive brake device equipped with a brake control unit that shifts to the mode and cancels the brake force holding mode when the brake pedal is depressed or the accelerator pedal is depressed in the brake force holding mode. An electric brake caliper with a clamping force holding mechanism capable of holding a brake force by a mechanism is provided, and the brake control unit operates the clamping force holding mechanism built in the electric brake caliper within the period of the brake force holding mode. Automotive blur characterized by Key equipment.   13. The automobile brake device according to claim 12, wherein the brake control unit continues the operation of the clamping force holding mechanism until the brake pedal is depressed or the accelerator pedal is depressed.   13. The motor according to claim 12, further comprising a motor that drives the brake pedal, wherein the brake control unit holds the position of the brake pedal at a brake pedal depression position corresponding to the holding brake force within the period of the brake force holding mode. The electronic control module is configured to stop and hold the motor built in the caliper regardless of the position of the brake pedal.   14. The brake control unit according to claim 14, wherein, in the brake force holding mode, the ignition switch is turned off, the driver's seat door is opened, and / or the driver's seat becomes empty. The built-in motor of the electric brake caliper is configured to shift to a parking brake mode in which holding of the brake pedal is stopped while the clamp force holding mechanism is continuously operated. Brake device for automobiles.   16. The built-in electric brake caliper according to claim 15, wherein in the parking brake mode, the ignition switch is turned on again, the driver's seat door is opened, and / or the driver's seat is seated. An automobile brake device, wherein the brake pedal is returned to and held in the depressed position again while the motor continues to stop and the clamp force holding mechanism continues to operate.   In an automobile brake device including a caliper control unit that causes a brake caliper to exert a braking force in response to depression of a brake pedal, and a brake control unit that shifts to a brake force holding mode that holds a braking force according to a predetermined condition. The vehicle speed is substantially zero, and when the brake pedal is depressed more than a predetermined rotation angle, means for shifting to a brake force holding mode for holding a braking force corresponding to the depression, and the brake force holding mode The vehicle is provided with means for releasing the brake force holding mode in response to the brake pedal being depressed at a rotation angle change rate greater than a predetermined value or the accelerator pedal being depressed. Brake device.   A motor for driving a brake pedal in an automobile brake device having a brake force holding mode for holding a brake force when the vehicle is stopped, and releasing the brake force holding mode in response to depression of a brake pedal or depression of an accelerator pedal A hydraulic unit that supplies the brake caliper with brake fluid pressure according to the position of the brake pedal, and a built-in open / close solenoid valve that traps fluid in the caliper and closes the brake. The brake caliper with built-in open / close solenoid valve that can hold the force and the open / close solenoid valve built into the brake caliper are closed during the brake force holding mode, and the brake pedal position is set to the position where the brake pedal is depressed immediately before. Previous to hold Automotive brake device being characterized in that a brake control unit for controlling the motor.   The position of the brake pedal by the motor according to claim 18, wherein, in the brake force holding mode, the position of the brake pedal by the motor in response to the ignition switch being turned off, the door being opened and closed, and / or the seating signal of the driver's seat disappeared A means for stopping the hydraulic pressure supply from the hydraulic unit to the brake caliper in response to the return to the initial position of the brake pedal based on the holding, and the open / close solenoid valve built in the brake caliper. An automobile brake device comprising means for continuing a closed circuit. 20. The brake by the motor according to claim 19, wherein the hydraulic pressure supply is stopped, the door is opened and closed, a driver seating signal is generated, and / or an ignition switch is turned on. An automobile brake device comprising means for resuming the holding of the pedal position and restarting the supply of hydraulic pressure from the hydraulic unit to the brake caliper in accordance with the holding position of the brake pedal based on the pedal position.

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