WO2006046273A1 - 自動車用ブレーキ装置 - Google Patents
自動車用ブレーキ装置 Download PDFInfo
- Publication number
- WO2006046273A1 WO2006046273A1 PCT/JP2004/015683 JP2004015683W WO2006046273A1 WO 2006046273 A1 WO2006046273 A1 WO 2006046273A1 JP 2004015683 W JP2004015683 W JP 2004015683W WO 2006046273 A1 WO2006046273 A1 WO 2006046273A1
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- WIPO (PCT)
- Prior art keywords
- brake
- pedal
- mode
- control unit
- depressed
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
- B60T11/103—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic in combination with other control devices
- B60T11/105—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic in combination with other control devices with brake locking after actuation, release of the brake by a different control device, e.g. gear lever
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/06—Disposition of pedal
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/3255—Systems in which the braking action is dependent on brake pedal data
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4077—Systems in which the booster is used as an auxiliary pressure source
Definitions
- the present invention relates to an automobile brake device in which a normal brake function and a parking brake function are integrated.
- Patent Document 1 discloses a technique for holding a brake at that time even when the brake pedal is returned at the time of a temporary stop of the automobile, and adding a stop holding function for releasing the brake at the time of start. ing. 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. In addition, during this 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. In other words, on the condition that the vehicle speed is zero and the accelerator pedal is not depressed, the engine is automatically stopped, the brake pedal position is maintained, the engine is restarted when the accelerator pedal is depressed, and at the same time Releases the brake pedal position.
- Patent Document 1 Japanese Patent Laid-Open No. 11-321629
- Patent Document 2 Japanese Patent Laid-Open No. 2001-59436
- Patent Document 1 requires energy for the brake pressure generating device throughout the holding period.
- An object of the present invention is to realize an automobile brake device that integrates a normal brake function and a parking brake function that reduce energy consumption other than engine fuel, which is not limited by the power system of the automobile. .
- Another object of the present invention is to make the driver intuitively recognize that the brake force holding function is operating, and to provide a brake device for an automobile having a brake force holding function that is excellent in usability. Is to provide.
- a holding unit incorporating a mechanical holding mechanism for holding the braking force is provided in an automobile brake device having a brake force holding mode for holding a braking force according to a predetermined condition when the vehicle is stopped.
- a brake carrier with a built-in mechanism is provided, and the mechanical holding mechanism built into the brake carrier is operated in the brake force holding mode.
- the holding mechanism built-in type brake carrier there is an open / close solenoid valve built-in type brake carrier.
- it is a brake caliber that receives the supply of brake fluid pressure from the hydraulic unit, and is an open / close solenoid that can hold the brake fluid in the caliber by closing the built-in open / close solenoid valve and maintain the brake force.
- This is a brake caliper with a built-in valve.
- it is an electric brake carrier that receives the drive of the built-in motor from the electronic control module according to the braking force that should be generated.
- the built-in clamper holding mechanism fixes the built-in motor and holds the brake force. This is an electric brake carrier with a mechanism.
- a motor for driving the brake pedal is provided, and in the brake force holding mode, the brake pedal is held at the brake pedal stepping position immediately before. As a result, it is desirable to generate a braking force according to the brake pedal depression position that is held.
- the driver can intuitively recognize that the brake force holding function is acting depending on the position where the brake pedal is held, which is excellent in usability.
- An automobile brake device having a braking force holding function can be provided.
- FIG. 1 is an overall configuration diagram of an automobile brake device according to a first embodiment of the present invention.
- FIG. 2 is a brake mode transition diagram of the brake device shown in FIG.
- FIG. 3 Processing flow until the brake mode setting of the brake control unit of the first embodiment.
- FIG. 4 is an operation time chart of the embodiment of FIG. 1 based on the brake mode transition diagram of FIG.
- FIG. 5 is a processing flow of normal brake mode in the brake control unit of the first embodiment.
- FIG.6 Processing flow for normal brake mode of controller with built-in hydraulic unit.
- FIG. 7 is a state diagram of the brake device in the normal brake mode of the first embodiment.
- FIG. 8 Process flow of brake force holding mode in the brake control unit.
- FIG. 9 Process flow of brake force holding mode with controller with built-in hydraulic unit.
- FIG. 10 is a state diagram of the brake device in the brake force holding mode of the first embodiment.
- FIG. 11 Process flow of the parking process mode in the brake control unit.
- FIG.12 Processing flow of parking brake mode with controller with built-in hydraulic unit.
- FIG. 13 is a state diagram of the brake device in the first half of parking mode (during energization) in the first embodiment.
- FIG. 14 is a state diagram of the brake device in the second half of parking mode (during power failure) in the first embodiment.
- FIG. 15 is a state diagram of the brake device in the brake force holding mode (re) of the first embodiment.
- FIG. 17 is an overall configuration diagram of an automobile brake device provided with four electric carriers according to a second embodiment of the present invention.
- 18 is an operation time chart of the embodiment of FIG. 17 based on the brake mode transition diagram of FIG.
- FIG. 19 Processing flow in the brake control unit in the normal brake mode of the second embodiment.
- FIG. 20 Process flow in the electronic control module in normal brake mode.
- FIG. 21 Processing flow in the brake control unit in the same brake force holding mode.
- FIG. 22 Process flow in the electronic control module in the same brake force holding mode.
- FIG. 24 Processing flow in the electronic control module in the parking mode.
- a hydraulic unit including a pump, a solenoid valve, and an electronic control circuit, and an open / close solenoid valve (hereinafter simply referred to as an open / close valve) are incorporated.
- a brake carrier and a brake control unit for controlling these hydraulic units and brake calipers are provided.
- a motor that drives the pedal is provided, and this motor is controlled by the brake control unit.
- the hydraulic unit applies hydraulic pressure to the brake caliper and applies the brake.
- the mode shifts to the brake force holding mode, the brake pedal position is held at the previous brake pedal operation amount, and Holds braking force.
- This braking force is maintained by closing the on-off valve built in the brake caliber.
- the hydraulic unit continues to apply the brake fluid pressure corresponding to the brake pedal holding position to the brake carrier so that it can return to the normal brake mode at any time.
- This 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.
- the driver When leaving the car, the driver turns off the idle switch, opens the driver's door, stands up, and closes the door.
- the parking brake mode is entered in response to the idling switch being turned off, the driver's seat door being opened, and / or the driver seat becoming empty.
- the parking brake mode is entered, the brake pedal position holding with the open / close valve is maintained, the brake pedal position holding is stopped, and the brake fluid pressure applied to the brake carrier by the hydraulic unit is also stopped. To do. Therefore, energy consumption is minimal in this parking brake mode.
- FIG. 1 is an overall configuration diagram of an automobile brake device according to a first embodiment of the present invention.
- a brake device for an automobile first, a brake pedal 1, a motor 2 with a built-in rotation angle sensor 28, a master cylinder 3, and a brake fluid tank 4 are provided.
- the two hydraulic cuts 5a and 5b are the hydraulic pressure that is transmitted to the rear wheel brake calipers 6 and 7 with built-in on-off valves 23 and 24, and the front wheel brake calipers 8 and 9 with no built-in on-off valves. Operate (hydraulic pressure).
- the electronic brake control unit 26 controls the on-off valves 23 and 24 and the motor 2 incorporated in the hydraulic units 5a and 5b and the brake calipers 6 and 7.
- the rear wheel brake carrier 6 is used for the right rear wheel
- the rear wheel brake carrier 7 is used for the left rear wheel
- the brake carrier 8 is used for the left front wheel
- the brake carrier 9 is used for the right front wheel. It is desirable to do so.
- the electronic brake control unit 26 is connected to the idling switch 25, the driver's seat switch 34 and the door switch 35, and also connected to the two hydraulic units 5a and 5b via communication lines 10 and 11. , Doing digital communication.
- 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 and 19, and an open / close solenoid valve (hereinafter simply referred to as an open / close valve) 18, 20 are incorporated.
- 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.
- the transition condition A from the normal brake mode 201 to the brake force holding mode 202 is as follows: “The transmission with the vehicle speed substantially zero and the brake pedal rotation angle larger than the predetermined value is in the R (reverse) range. It was not. " However, “the vehicle speed is substantially zero and the brake pedal and accelerator pedal are not depressed” may be used.
- the transition condition B from the brake force holding mode 202 to the normal brake mode 201 is a force in which “the accelerator pedal is depressed or the brake pedal rotation angle increment is a predetermined value or more”. You can also change what is rare.
- the transition condition C from the braking force holding mode 202 to the parking mode 203 is as follows: "(1) ig-switch switch off, (2) not seated in the driver seat, and (3) driver seat Opening the door “A combination of one or more of the three closings”.
- the transition condition D from the parking mode 203 to the brake force holding mode 202 includes three conditions: (1) opening / closing the door of the driver's seat, (2) sitting on the driver's seat, and (3) the idling switch is on. Of these, it is a combination of one or more operations.
- the mode transition conditions C and D can be changed to “(1) ON / OFF of the idling switch, (2) ON / OFF of the seat switch on the driver's seat, and (3) of the door opening / closing switch of the driver's seat”. “A combination of one or more of the three on / off operations”. That is, for example, if only the seat switch 34 and the door switch 35 are used and the idling switch 25 is ignored, the driver switches to the parking mode 203 when the driver leaves the vehicle regardless of whether the idling switch 25 is turned off. Can be made.
- FIG. 3 is a processing flow for setting the brake control mode in the brake control unit 26.
- step 3001 the vehicle speed is obtained.
- step 3002 the brake pedal rotation angle is obtained.
- step 3003 the transmission range (shift lever position) is obtained.
- step 3004 the state of the accelerator pedal switch is acquired.
- step 3005 the state of the idle switch 25 is acquired.
- step 30 06 the state of the door switch 35 is acquired.
- step 3007 the state of the seating switch 34 is acquired.
- 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.
- step 3009 it is determined whether or not the previous mode is the normal brake mode 201.
- 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 the predetermined value, and the speed changer is R (reverse)”. It is determined whether or not “It is a range! 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 of 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.
- the brake force holding mode 202 it is described in FIG. It is determined whether or not the force satisfies the transition condition B, that is, “the accelerator pedal is depressed or the brake pedal rotation angle increment is greater than or equal to a predetermined value”. When transition condition B is satisfied, the processing 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 idle switch is off, (2) the driver's seat is not seated, and (3) the driver's seat door” is set. It is determined whether or not “combination of one or more of the three open / close operations” is established. If 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, V and brake force holding mode processing is performed.
- Step 3018 the transition condition D in FIG. 2, that is, “(1) Opening / closing the door of the driver's seat, (2) Seating in the driver's seat, and (3) The idle switch is on,” It is determined whether or not “a combination of one or more operations” is established.
- the brake force holding mode processing 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.
- FIG. 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.
- the brake mode the operation of the pump 15 in the hydraulic unit 5a, the opening and closing of the proportional valves 17, 19 and the opening and closing valves 18, 20 and the output of the brake fluid pressure sensor 22 are illustrated. .
- the opening / closing of the on-off valve 23 built in the caliper 6 and the brake fluid pressure in the caliper 6 are shown.
- the hydraulic units 5a and 5b 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. It has been made. [0034] 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.
- step 501 the brake pedal rotation angle is acquired.
- step 502 the target brake fluid pressure is set from the brake pedal rotation angle.
- step 503 it is determined whether or not the target brake fluid pressure is zero or more. If the target brake fluid pressure is not zero !, in step 504, it is determined whether or not the opening / closing valve 23 built in the caliper 6 is open. If the on-off valve 23 with the built-in caliper is closed, in step 505, the on-off valve 23 with the built-in caliper is energized and opened. If the on-off valve built in the carrier is open, continue the current status (continue energization) and end the process. Even if 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.
- the target brake fluid pressure Pcmd is obtained from the brake control unit.
- the built-in brake fluid pressure sensor value Pm is acquired.
- the operating current I of the HU built-in proportional valve is calculated.
- the operating 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 brake fluid in the normal brake mode 201. While referring to this figure with a thick arrow, proceed with the explanation of the operation.
- the brake device By operating the brake, the vehicle speed decreases, and eventually the speed becomes zero (stop state) at time t3. At this time, since the transition condition A “wheel speed is zero and the brake pedal rotation angle is larger than the predetermined angle and the transmission force is not in the range” is satisfied in FIG. 2, the brake device enters the brake force holding mode 202. Transition. The 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 shows a process flow in the brake force holding mode 202 in the brake control unit 26.
- the pedal rotation angle ⁇ m is obtained.
- the previous mode is the brake force holding mode. Brake force retention mode!
- step 803 it is determined whether or not the previous time is the normal brake mode. If the brake mode is normal, the target pedal rotation angle ⁇ cmd is set to the pedal rotation angle ⁇ m in step 804. If it is not the normal brake mode, that is, if it is determined that the remaining one of the parking brake modes, the recorded target pedal rotation angle is read in step 805. In step 806, the target pedal rotation angle ⁇ cmd is set.
- Step 807 the holding current I to be supplied to the motor 2 for setting the target pedal rotation angle is set.
- step 808 it is determined whether or not the caliper built-in on-off valve 23 is closed. If not, in step 809, the caliper internal opening / closing valve 23 is closed.
- Step 810 the target brake fluid pressure Pcmd is set from the pedal rotation angle ⁇ m.
- FIG. 9 is a processing flow in the brake force holding mode 202 in the controller with a built-in hydraulic unit (HU).
- the previous mode is acquired.
- the target brake fluid pressure The force Pcmd is obtained from the brake control unit.
- the brake fluid pressure is acquired.
- 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.
- 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 be made with reference to this figure as well.
- the motor 2 that drives the pedal 1 is energized to hold the current pedal position.
- This operation maintains the pedal rotation angle even when the driver removes his / her foot from the pedal and the pedal force applied to the pedal becomes zero. Also, turn off the power to the on-off valve 23 built in the caliper and close it. As a result, the pressure remains confined in the caliper 6, and the braking force continues to be maintained.
- 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 pressure. Applied to cricket 6-9.
- the driver sets the transmission range to the parking range (P range), turns off the gear switch 25, opens the door, stands up, and closes the door. .
- the mode transition condition C in FIG. 2 is satisfied, 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.
- the brake fluid pressure sensor value is acquired from the controller in the HU.
- 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.
- the target pedal rotation angle ⁇ cmd is written. The written target pedal rotation angle ⁇ cmd is read in step 805 of 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 ⁇ and finally set to zero.
- FIG. 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.
- the target pedal rotation angle ⁇ cmd is written. The written target pedal rotation angle ⁇ cm
- step 12 is a processing flow in the parking brake mode by the controller in the HU.
- step 121 the target brake fluid pressure is obtained from the brake control unit.
- step 122 the brake fluid pressure sensor value is obtained.
- 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.
- step 125 the operation current I of the proportional valves 17 and 19 in the HU is calculated. Further, in step 126, the operating current I is supplied to the proportional valves 17 and 19 in the HU.
- step 127 the proportional valves 17 and 19 in the HU are closed.
- step 128 the operating currents of the proportional valves 17, 19 in the HU are set to zero, and these proportional valves are opened.
- FIG. 13 is a state diagram showing the state of the solenoid valve of the brake device and the flow of the brake fluid in the first half of the parking brake mode 203 so far (during energization).
- FIG. 14 is a state diagram of the solenoid valve of the brake device in the second half (non-energized) of the parking brake mode 203 after the energization is stopped.
- the driver power door that has returned to the car is opened, the driver gets into the driver's seat, the door is closed, and the idle switch 25 is turned on.
- the mode transition condition D in FIG. 2 is satisfied, and the brake device transitions to 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.
- the proportional valves 17 and 19 are energized, closed and closed, the pump 15 is operated, and the energization of the proportional valves 17 and 19 is controlled while monitoring the pressure sensors 21 and 22. Generate brake fluid pressure corresponding to pedal rotation angle.
- FIG. 15 shows the state of the solenoid valve and the brake fluid in this brake force holding mode (re). It is a state diagram of a brake device showing the flow of.
- the mode transition condition B in Fig. 2 is satisfied, and the brake device is in the normal brake mode. Transition to 201.
- the normal brake mode 201 power supply to the motor 2 that drives the pedal 1 is stopped, and the pedal rotation angle is returned to the initial position.
- 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.
- 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.
- the brake control unit 26 executes the processing flow of Figs. 3, 5, 5, and 11, and the controller in the hydraulic units 5a and 5b performs the processing of Figs.
- the operation time chart of FIG. 4 of the first embodiment can be realized.
- the pedal position can be arbitrarily moved or held by controlling the motor for driving the pedal with the brake control unit. This applies to the brake carrier. By maintaining the pedal position correlated to the fluid pressure, it is possible to intuitively recognize that the brake is applied.
- an electric brake carrier with a built-in holding mechanism that holds a braking force is provided, and these electric brake calipers are controlled. It has an electronic control module and a higher-level brake control unit. In addition, the motor that drives the pedal is controlled by the brake control unit in order to intuitively notify the driver that the brake is applied as in the first embodiment.
- the electronic control module drives the brake carrier built-in motor and applies the brake based on the driver's brake pedal operation amount!
- the mode shifts to the brake force holding mode, the brake pedal position is maintained at the previous brake pedal operation amount, and Holds braking force.
- 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.
- the electronic control module is stopped, the brake caliper built-in motor is stopped, and the energy consumption is minimized.
- This brake force holding mode is canceled when the accelerator pedal is depressed as in the first embodiment or when the brake pedal is depressed at a rotation angle change rate equal to or greater than a predetermined value.
- the driver When leaving the car, the driver turns off the idle switch, opens the driver's door, stands up, and closes the door. At this time, the system shifts to the parking brake mode according to the fact that the idling switch as in the first embodiment is turned off, the door of the driver's seat is opened, and Z or the driver's seat becomes empty. .
- the parking brake mode When the parking brake mode is entered, the operation of the clamping force holding mechanism of the electric brake caliber is maintained, and the brake pedal position holding is stopped while holding the braking force on the brake caliber side.
- an 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 innovation switch.
- the brake force holding mode is entered again in response to the opening / closing of the door, the occurrence of a seating signal for the driver's seat and the Z or idling switch being turned on. Therefore, the brake pedal position holding by the motor is resumed. At this time, needless to say, the clamping force holding mechanism built into the brake carrier remains in the operating state.
- the brake pedal holding mode is set in response to the force that the brake pedal is depressed in the same manner as in the first embodiment and the rotation angle increment exceeds a predetermined value or the accelerator pedal is depressed. Release and shift to normal brake mode.
- FIG. 17 is an overall configuration diagram of the automobile brake device according to the second embodiment of the present invention using four electric calibers.
- a brake pedal 1 a pedal drive motor 2 with a built-in rotation angle sensor 28, and a stroke simulator 36 are provided.
- 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.
- the rear wheel includes an electric carrier 31, 32 with a clamping force holding mechanism provided with clamper holding mechanisms 29, 33, and electronic control modules 30, 37 for controlling them.
- the rotation angle (stroke) of the brake pedal 1 recognized by the stroke simulator 36 is transmitted to the electronic control module 30, 37, 41, 43 which is the terminal through the signal lines 38, 39, 44, 45.
- the brake control unit 261 receives signals from the brake pedal rotation angle detector 28, the accelerator pedal switch 27, the idle switch 25, the seating switch 34, and the door switch 35.
- the four electronic control modules 30, 37, 41, 43 and the motor 2 are controlled.
- the electric carriers 31 and 32 with a clamping force holding mechanism include a motor, a reduction gear, a rotation linear motion shelf, and a clamping force holding mechanism. .
- FIG. 18 is an operation time chart when the brake device of FIG. 17 is operated according to the process flow described in FIG. 3 based on the mode transition diagram described in FIG.
- the items that change depending on the driver's operation and movement are: ON / OFF of the seat switch 34, door switch 35, idle switch 25 and accelerator pedal switch 27, transmission range position, pedal The pedal force and pedal rotation angle are illustrated.
- the brake mode the torque of the built-in motor of the electric caliber, the on / off state of the clamping force holding mechanisms 29 and 33, and the clamping force of the calibers 31 and 32 with the clamping force holding mechanism are shown.
- FIG. 19 is a processing flow in the normal brake mode in the brake control unit 261.
- step 191 the pedal rotation angle is obtained.
- step 192 the 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.
- a target clamping force Fcmd is obtained.
- the clamp capacitor value built in the electric carriers 31, 32 with clamp force holding mechanism is obtained.
- FIG. 21 is a processing flow in the brake force holding mode 202 in the brake control unit 261.
- the pedal rotation angle ⁇ m is obtained.
- 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 it is in the normal brake mode, in step 2104, the target pedal rotation angle ⁇ cmd is set to the pedal rotation angle ⁇ m. In normal brake mode If the vehicle is in the parking brake mode, the recorded target pedal rotation angle is read in step 2105. In step 2106, the target pedal rotation angle ⁇ cmd is set.
- step 2107 the holding current I to be supplied to the motor 2 for setting the target pedal rotation angle is set.
- step 2108 it is determined whether or not the clamping force holding mechanism is acting. If not, in step 2109, the clamping force holding mechanism is activated.
- step 2110 the pedal rotation angle ⁇ m force also sets the target clamping force Fcmd.
- FIG. 22 is a processing flow in the brake force holding mode 202 in the electronic control modules 30 and 37.
- a target clamping force command value is obtained.
- a clamping force sensor value is obtained.
- FIG. 23 is a process flow in the parking brake mode 203 in the brake control unit 261.
- a clamp force sensor value is obtained.
- it is determined whether or not the previous mode is the parking mode. If not in parking mode, set the target clamping force in step 233.
- the target pedal rotation angle is written in a non-volatile memory (not shown) in order to store the target pedal rotation angle.
- it is determined whether or not the target clamping force Fcmd is zero. If the target clamping force Fcmd is not the outlet, in step 236, in order to make the target clamping force zero, the target clamping force is sequentially set to approach zero.
- FIG. 24 is a process flow of the electronic control modules 30 and 37 in the parking process 1919.
- step 241 the target clamping force Fcmd is obtained.
- step 242 a clamping force sensor value is obtained.
- step 243 it is determined whether or not the clamp force sensor value is zero. If zero, in step 244, the internal motor current command is set to zero.
- step 244 the built-in motor current Iq is set to zero. On the other hand, if the clamping force sensor value is not zero in step 243, the operation current of the built-in motor is determined in step 246. Set Iq, and in step 247, pass the operating current Iq to the built-in motor.
- the braking force can be maintained by the clamping force holding mechanism of the electric brake carrier with the clamping force holding mechanism regardless of the presence or absence of the engine suction negative pressure.
- the mode transition conditions C and D are defined as "(1) On-off Z switch of the idling switch, (2) On Z-off of the seating switch on the driver's seat, and (3) Driving.
Abstract
Description
Claims
Priority Applications (2)
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PCT/JP2004/015683 WO2006046273A1 (ja) | 2004-10-22 | 2004-10-22 | 自動車用ブレーキ装置 |
JP2006542143A JPWO2006046273A1 (ja) | 2004-10-22 | 2004-10-22 | 自動車用ブレーキ装置 |
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PCT/JP2004/015683 WO2006046273A1 (ja) | 2004-10-22 | 2004-10-22 | 自動車用ブレーキ装置 |
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Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2010027302A1 (en) * | 2008-09-08 | 2010-03-11 | Volvo Construction Equipment Ab | Method for operating a brake system of a work machine and brake system for a work machine |
JP2014515799A (ja) * | 2011-03-15 | 2014-07-03 | ジャガー・ランド・ローバー・リミテッド | 自動車及び自動車の制御方法 |
WO2015087130A3 (en) * | 2013-12-13 | 2015-12-17 | Toyota Jidosha Kabushiki Kaisha | Vehicle control device |
EP2534023A4 (en) * | 2010-02-08 | 2018-02-14 | Ford Global Technologies, LLC | Externally-controllable vehicle parking features |
US10988127B2 (en) | 2018-10-15 | 2021-04-27 | Hyundai Motor Company | Brake device for vehicle and method for controlling the same |
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US11603084B2 (en) | 2018-10-15 | 2023-03-14 | Hyundai Motor Company | Brake device for vehicle and method for controlling the same |
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