WO2015053180A1 - パーキング機能付き電動ブレーキ装置 - Google Patents
パーキング機能付き電動ブレーキ装置 Download PDFInfo
- Publication number
- WO2015053180A1 WO2015053180A1 PCT/JP2014/076516 JP2014076516W WO2015053180A1 WO 2015053180 A1 WO2015053180 A1 WO 2015053180A1 JP 2014076516 W JP2014076516 W JP 2014076516W WO 2015053180 A1 WO2015053180 A1 WO 2015053180A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- brake
- parking
- electric motor
- vehicle
- control means
- 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
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
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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
- B60T13/741—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 an ultimate actuator
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
- F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
- F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D71/00—Mechanisms for bringing members to rest in a predetermined position
- F16D71/04—Mechanisms for bringing members to rest in a predetermined position providing for selection between a plurality of positions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
- F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
- F16H25/20—Screw mechanisms
- F16H25/22—Screw mechanisms with balls, rollers, or similar members between the co-operating parts; Elements essential to the use of such members
- F16H25/2247—Screw mechanisms with balls, rollers, or similar members between the co-operating parts; Elements essential to the use of such members with rollers
- F16H25/2252—Planetary rollers between nut and screw
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/14—Mechanical
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2125/00—Components of actuators
- F16D2125/18—Mechanical mechanisms
- F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
- F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
- F16D2125/40—Screw-and-nut
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2125/00—Components of actuators
- F16D2125/18—Mechanical mechanisms
- F16D2125/44—Mechanical mechanisms transmitting rotation
- F16D2125/46—Rotating members in mutual engagement
- F16D2125/48—Rotating members in mutual engagement with parallel stationary axes, e.g. spur gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2127/00—Auxiliary mechanisms
- F16D2127/06—Locking mechanisms, e.g. acting on actuators, on release mechanisms or on force transmission mechanisms
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2129/00—Type of operation source for auxiliary mechanisms
- F16D2129/06—Electric or magnetic
- F16D2129/08—Electromagnets
Definitions
- the present invention relates to an electric brake device with a parking function in which a function of a parking brake is integrated with an electric brake device using an electric motor as a drive source.
- a hydraulic brake device using hydraulic pressure as a drive source has been often adopted.
- advanced brake control such as ABS (anti-lock brake system)
- ABS anti-lock brake system
- An electric brake device has attracted attention as a means for improving performance.
- the electric brake device uses an electric motor as a drive source of a braking mechanism that applies a braking force to wheels, and when the brake pedal is operated, the electric motor is operated to generate a braking force.
- Patent Document 1 Japanese Patent Document 1 below.
- the electric brake device with a parking function of Patent Document 1 includes an electric motor, a braking mechanism that applies a braking force by pressing a friction pad against a disc rotor with power transmitted from the electric motor, and power from the electric motor to the braking mechanism.
- the lock pin is provided so as to be able to advance and retract between a parking lock position that engages with a locking hole on the side surface of the intermediate gear and an unlock position that releases the engagement with the locking hole on the side surface of the intermediate gear.
- the rotation of the intermediate gear can be prevented by advancing the lock pin with a lock actuator for driving the pin and engaging with the locking hole on the side surface of the intermediate gear.
- the electric motor When applying the parking brake, the electric motor is operated to apply a braking force to the wheel, and in this state, the lock pin is advanced by the lock actuator and engaged with the engagement hole on the side surface of the intermediate gear.
- the vehicle when the vehicle is stopped and the parking brake is applied, the vehicle remains stopped even if the brake pedal is not operated. Even in such a situation, the driver steps on the brake pedal. (For example, when the driver steps on the brake pedal while the parking brake is applied and waits for a signal, or when the driver is unconsciously waiting in the parked vehicle, When stepping on).
- the problem to be solved by the present invention is to provide an electric brake device with a parking function capable of preventing a risk that the parking brake is unintentionally detached when the brake pedal is operated in a state where the parking brake operation is completed. It is to be.
- an electric brake device with a parking function.
- An electric motor A braking mechanism that applies a braking force to the wheel by pressing a friction member against a rotor that rotates integrally with the wheel with power transmitted from the electric motor;
- a rotating member on a path for transmitting power from the electric motor to the braking mechanism;
- the rotating member is movably provided between a parking lock position for engaging the rotating member and an unlocking position for releasing the engagement with the rotating member so as to prevent the rotating member from rotating in the brake releasing direction.
- a locking member A lock actuator that moves the lock member between the parking lock position and the unlock position;
- a brake control unit that controls the electric motor and the lock actuator;
- the brake control unit A service brake control means for performing a control to apply a braking force to the wheel by operating the electric motor when a brake pedal is operated; When there is a parking brake operation request, the electric motor is operated to apply a braking force to the wheel, and the lock actuator is operated in this state to move the lock member from the unlock position to the parking lock position.
- Parking brake control means for performing control, and Parking brake determining means for determining whether or not the parking brake operation by the parking brake control means has been completed;
- Vehicle stop determination means for determining whether or not the vehicle is stopped; When it is determined that the vehicle is stopped by the vehicle stop determination unit and the parking brake operation is completed by the parking brake determination unit, even if the brake pedal is operated,
- An electric brake device with a parking function comprising: motor operation inhibition control means for inhibiting the operation of the electric motor in the service brake control means.
- the motor operation inhibition control means operates the electric motor in the service brake control means. Since the prohibition is performed, it is possible to prevent the torque from being transmitted from the electric motor to the rotating member and the engagement between the rotating member and the lock member being disengaged.
- the brake control unit allows the service brake control means to operate the electric motor when the brake pedal is operated. It is preferable to have an operation allowance control means.
- the electric motor can be operated according to the operation of the brake pedal if the vehicle is not stopped. Therefore, for example, when the vehicle starts to move due to the slope of a slope even though the parking brake operation is completed, and the driver steps on the brake pedal to stop the vehicle, A braking force can be generated, and the safety of the vehicle can be ensured.
- the vehicle stop determination means may employ a configuration that determines whether or not the vehicle is stopped based on the current position of the vehicle detected by a GPS receiver mounted on the vehicle.
- the vehicle stop determination means adopts a unit that determines whether or not the vehicle is stopped based on an output signal of a vehicle speed sensor that detects the rotation of the wheel. In this way, even if the vehicle is behind a building or the like, it can be accurately determined whether or not the vehicle is stopped, so that reliable control is possible.
- the parking brake control means can employ the following configuration.
- Motor operation control means for operating the electric motor so that the pressing force with which the friction member presses the rotor reaches a preset target value when there is an operation request for the parking brake;
- Lock actuator operation control means for operating the lock actuator so that the lock member moves from the unlock position to the parking lock position when the pressing force of the motor operation control means reaches a target value;
- Motor energization stop control means for stopping energization of the electric motor in a state where the operation of the lock actuator is continued after operating the lock actuator with the lock actuator operation control means;
- Parking brake control means comprising: a lock actuator energization stop control means for stopping energization of the lock actuator after the motor energization stop control means stops energization of the electric motor.
- the electric motor operates so that the pressing force with which the friction member presses the rotor reaches the target value, and the pressing force reaches the target value by the operation of the electric motor.
- the lock actuator is activated, and then the energization to the electric motor is stopped while the operation of the lock actuator is continued, and then the energization to the lock actuator is stopped.
- the lock actuator is operated, or when the electric motor is deenergized while the lock actuator is continuously operated, the lock member is engaged with the rotating member.
- a rotational torque (reaction force torque) in the braking release direction acts on the rotating member due to the reaction force of the pressing force with which the friction member presses the rotor. Even when the energization is stopped, the engagement between the rotating member and the locking member is maintained by the frictional resistance generated between the rotating member and the locking member by the reaction force torque. As described above, since the braking force of the wheels can be maintained even when the energization of the electric motor and the lock actuator is stopped, it is possible to suppress power consumption when the parking brake is applied.
- the parking brake control means includes target value correction means for correcting the target value so that the target value when the road surface is inclined is larger than the target value when the road surface is not inclined.
- target value correction means for correcting the target value so that the target value when the road surface is inclined is larger than the target value when the road surface is not inclined.
- the pressing force with which the friction member presses the rotor when the parking brake is applied on an inclined road surface is greater than the pressing force when the parking brake is applied on an uninclined road surface. Therefore, the vehicle can be prevented from moving when the parking brake is applied on an inclined road surface, and safety is high.
- the motor operation prohibition control means is the electric motor. Therefore, it is possible to prevent a situation in which the rotation member and the lock member are disengaged against the driver's will due to the torque acting on the rotation member from the electric motor.
- the electric brake device with a parking function according to the present invention can prevent the danger that the parking brake is unintentionally released when the brake pedal is operated in a state where the parking brake operation is completed.
- Sectional drawing which shows the electric brake device of embodiment of this invention Sectional view along the line II-II in FIG. 1 is a cross-sectional view of the electric brake device of FIG.
- FIG. 3 is an enlarged sectional view in the vicinity of the linear motion mechanism shown in FIG. Sectional view along line VV in FIG.
- FIG. 3 is an enlarged sectional view in the vicinity of the speed reduction mechanism shown in FIG. Sectional view along line VII-VII in FIG. Sectional view along line VIII-VIII in FIG.
- the block diagram which shows the control system of the electric brake device shown in FIG. FIG. 9 is a flowchart showing a control example by the brake control device shown in FIG.
- FIG. 10 is a flowchart showing an example of the parking brake control shown in FIG.
- Flow chart showing an example of service brake control shown in FIG. Sectional drawing which shows the other example of the locking mechanism shown in FIG.
- This electric brake device is an electric brake device that is a service brake that generates a braking force in response to an operation of a brake pedal, and is integrated with a parking brake function that continuously applies braking force to parked wheels. is there.
- the electric brake device includes an electric motor 1, a speed reduction mechanism 2 that decelerates and outputs the rotation input from the electric motor 1, and a rotation reduced by the speed reduction mechanism 2 in a straight line.
- a linear motion mechanism 3 that converts to motion, and a braking mechanism 7 that generates a braking force by pressing the friction pads 4 and 5 against the disk rotor 6 with power transmitted from the electric motor 1 via the speed reduction mechanism 2 and the linear motion mechanism 3. And have.
- the braking mechanism 7 connects a pair of opposing portions 10 and 11 that face each other with a disc rotor 6 that rotates integrally with a wheel interposed therebetween by a bridge 12 that is positioned on the outer diameter side of the disc rotor 6. And a pair of friction pads 4, 5 disposed between the opposing portions 10, 11 of the caliper body 13 and the disk rotor 6. Of the pair of friction pads 4 and 5 disposed on both sides of the disk rotor 6, the linear motion mechanism 3 is disposed on the back surface of the friction pad 5 on one side.
- the caliper body 13 is moved in the axial direction of the disk rotor 6 by a pair of slide pins 16 attached to a caliper bracket 15 fixed to a knuckle (not shown) that supports a wheel by bolts 14. Supported as possible. Accordingly, when the friction pad 5 is pressed against the disk rotor 6 by the linear motion mechanism 3 shown in FIG. 1, the caliper body 13 moves in the axial direction of the disk rotor 6 due to the reaction force received from the disk rotor 6. By the movement of 13, the friction pad 4 on the opposite side is also pressed against the disk rotor 6.
- the opposing portion 11 on the side where the linear motion mechanism 3 is disposed includes a cylindrical linear motion mechanism housing 11A having both axial front and rear ends opened, and an axial rear side of the linear motion mechanism housing 11A.
- the caliper flange 11B extends from the end on the side in a direction perpendicular to the axial direction of the linear motion mechanism 3 (a direction parallel to the disk rotor 6).
- the linear motion mechanism 3 is accommodated in the linear motion mechanism housing 11A.
- the electric motor 1 is attached to the caliper flange 11B in parallel with the linear motion mechanism 3.
- the end opening on the rear side in the axial direction of the linear motion mechanism housing 11 ⁇ / b> A and the side surface of the caliper flange 11 ⁇ / b> B are covered with a speed reduction mechanism cover 17, and the speed reduction mechanism 2 is accommodated in the speed reduction mechanism cover 17.
- the electric motor 1 has a rotor 20, a stator 21, and a motor housing 22.
- the motor housing 22 is fixed to the caliper flange 11B.
- the rotor 20 includes a rotor shaft 20A rotatably supported by two bearings 23 attached to the motor housing 22, and a rotor core 20B fixed to the outer periphery of the rotor shaft 20A.
- the stator 21 includes a stator core 21A fixed to the inner periphery of the motor housing 22 and an electromagnetic coil 21B wound around the stator core 21A.
- the reduction mechanism 2 is a first gear train 25 that reduces and transmits the rotation of the rotor shaft 20A of the electric motor 1, and a second gear that further reduces and transmits the rotation transmitted from the first gear train 25. And a third gear train 27 for further reducing the speed transmitted from the second gear train 26 and transmitting it to the rotational shaft of the linear motion mechanism 3. 27, the rotation input from the electric motor 1 is sequentially decelerated and transmitted to the linear motion mechanism 3.
- the speed reduction mechanism 2 having a three-stage gear train is employed, but the speed reduction mechanism 2 having a two-stage gear train or four or more gear trains can also be employed.
- the speed reduction mechanism 2 has a lock that can be switched between a parking lock state that prevents rotation of the gear in the direction in which the braking force is released and an unlock state that allows rotation of the gear in the direction in which the braking force is released.
- a mechanism 60 (described later) is provided.
- the linear motion mechanism 3 includes a rotation shaft 30 to which rotation is input from the speed reduction mechanism 2, an outer ring member 31 provided coaxially with the rotation shaft 30 so as to surround the rotation shaft 30, A plurality of planetary rollers 32 circumscribing the shaft 30 and also inscribed in the outer ring member 31 and a carrier 33 that supports the planetary rollers 32 so as to be capable of rotating and revolving.
- An annular bearing support member 34 is incorporated in the linear motion mechanism housing 11 ⁇ / b> A at a position spaced rearward in the axial direction with respect to the outer ring member 31, and two radial bearings 35 provided on the inner periphery of the bearing support member 34.
- the rotating shaft 30 is rotatably supported.
- the outer ring member 31 is prevented from rotating with respect to the linear motion mechanism housing 11A by engagement with the back surface of the friction pad 5, and is supported so as to be movable in the axial direction on the inner surface of the linear motion mechanism housing 11A (FIG. 3). reference).
- a plurality of planetary rollers 32 are arranged at intervals in the circumferential direction.
- Each planetary roller 32 is in rolling contact with the outer periphery of the rotating shaft 30 and the inner periphery of the outer ring member 31.
- the outer periphery of the rotating shaft 30 is a cylindrical surface.
- the planetary roller 32 revolves around the rotating shaft 30 while rotating around the roller shaft 39. That is, the planetary roller 32 rotates by the rotational force received from the outer periphery of the rotating shaft 30, and accordingly, the planetary roller 32 rolls around the inner periphery of the outer ring member 31 and revolves.
- the carrier 33 extends in the axial direction between a pair of carrier plates 36 and 37 that are opposed to each other in the axial direction with the planetary roller 32 therebetween, and the planetary rollers 32 that are adjacent in the circumferential direction. It has the connection part 38 which connects 36 and 37, and the roller shaft 39 which supports each planetary roller 32 so that rotation is possible.
- Each of the carrier plates 36 and 37 is formed in an annular shape that penetrates the rotating shaft 30, and a sliding bearing 40 that is in sliding contact with the outer periphery of the rotating shaft 30 is mounted on the inner periphery thereof.
- each roller shaft 39 Both end portions of each roller shaft 39 are supported so as to be movable in the radial direction of the outer ring member 31 by long holes 41 formed in a pair of carrier plates 36 and 37, respectively. Further, elastic rings 42 are stretched around both ends of each roller shaft 39 so as to circumscribe the roller shafts 39 of all the planetary rollers 32 arranged at intervals in the circumferential direction. The elastic ring 42 prevents each planetary roller 32 from slipping between the planetary roller 32 and the rotating shaft 30 by pressing each planetary roller 32 against the outer periphery of the rotating shaft 30.
- a spiral ridge 45 is provided on the inner periphery of the outer ring member 31.
- the spiral protrusion 45 is a spiral protrusion extending obliquely with respect to the circumferential direction.
- a circumferential groove 46 that engages with the spiral ridge 45 is provided on the outer periphery of the planetary roller 32. Therefore, when the planetary roller 32 rolls around the inner circumference of the outer ring member 31 and revolves, the outer ring member 31 and the planetary roller 32 move relative to each other in the axial direction due to the difference in the lead angle between the spiral protrusion 45 and the circumferential groove 46.
- the circumferential groove 46 having a lead angle of 0 degree is provided on the outer periphery of the planetary roller 32.
- a spiral groove having a lead angle different from that of the spiral protrusion 45 may be provided. Good.
- a seal cover 47 that closes the opening at the front end of the outer ring member 31 in the axial direction is attached to the end of the outer ring member 31 on the front side in the axial direction.
- the seal cover 47 prevents foreign matter from entering the outer ring member 31.
- one end of a cylindrical bellows 48 formed so as to be expandable and contractable in the axial direction is fixed to an end portion on the front side in the axial direction of the outer ring member 31, and the other end of the bellows 48 is on the front side in the axial direction of the linear motion mechanism housing 11A. It is fixed to the opening edge of.
- the bellows 48 prevents foreign matter from entering between the sliding surfaces of the outer ring member 31 and the linear motion mechanism housing 11A.
- a thrust bearing 50 that supports the planetary roller 32 so as to rotate is incorporated.
- a thrust plate 51 that revolves integrally with the carrier plate 37 and a thrust bearing 52 that supports the thrust plate 51 so as to revolve between the carrier plate 37 and the bearing support member 34 on the rear side in the axial direction of the planetary roller 32. And are incorporated.
- the bearing support member 34 is restricted from moving rearward in the axial direction by a stopper ring 53 attached to the inner periphery of the axially rear end of the linear motion mechanism housing 11A.
- the bearing support member 34 supports the carrier plate 37 in the axial direction via the thrust plate 51 and the thrust bearing 52, thereby restricting the movement of the carrier 33 in the rearward direction in the axial direction.
- the carrier plate 36 on the front side in the axial direction is restricted from moving forward in the axial direction by a retaining ring 54 attached to the front end in the axial direction of the rotary shaft 30. Therefore, the carrier 33 is restricted from moving in the axially forward and axially backward directions, and the planetary roller 32 held by the carrier 33 is also restricted from moving in the axial direction.
- the lock mechanism 60 includes an output gear 62 that outputs rotation to the linear motion mechanism 3 from an input gear 61 to which rotation of the electric motor 1 is input, among a plurality of gears constituting the speed reduction mechanism 2.
- a lock actuator 66 for driving the lock pin 65.
- a plurality of locking holes 64 are formed on the side surface of the intermediate gear 63 so as to be equally spaced on the same circumference.
- the lock pin 65 can move between a parking lock position and an unlock position by moving forward and backward toward a fixed position on the circumference passing through the locking hole 64 on the side surface of the intermediate gear 63.
- the parking lock position is a position advanced so that the lock pin 65 engages with the engagement hole 64 of the intermediate gear 63
- the unlock position is the engagement of the lock pin 65 with the engagement hole 64 of the intermediate gear 63. It is the position which retreated so as to release.
- each locking hole 64 On the inner surface of each locking hole 64, rotation of the intermediate gear 63 in the braking release direction (the direction of the arrow indicated by the chain line in the drawing) is performed with the lock pin 65 engaged with the locking hole 64.
- a stopper surface 67 that interferes with the lock pin 65 and prevents the rotation of the intermediate gear 63 in the braking release direction, and the intermediate gear 63 with the lock pin 65 engaged with the locking hole 64.
- Tapered surface that allows the rotation of the intermediate gear 63 in the braking direction by guiding the lock pin 65 in the direction of exiting the locking hole 64 when rotational torque in the braking direction (the direction of the arrow indicated by the solid line in the figure) is input.
- 68 is formed. That is, each locking hole 64 prohibits rotation of the intermediate gear 63 in the braking release direction in a state where the lock pin 65 is engaged with the locking hole 64, but allows rotation of the intermediate gear 63 in the braking direction.
- the ratchet shape is used.
- the lock actuator 66 has a cylindrical solenoid case 70 whose one end is open toward the side surface of the intermediate gear 63 and whose other end is closed, a solenoid coil 71 provided in the solenoid case 70, and the solenoid coil 71 is wound.
- a cylindrical coil bobbin 72 made of a non-magnetic material, a rod-shaped movable iron core 73 slidably inserted into the coil bobbin 72, and the closed end side of the solenoid case 70 when the solenoid coil 71 is energized.
- a return spring 75 that urges the movable iron core 73 from the open end side of the solenoid case 70 toward the closed end side.
- the lock actuator 66 is fixed to the caliper flange 11B (see FIG. 6).
- the lock pin 65 is connected to the opening end side of the solenoid case 70 of the movable iron core 73 so as to move integrally with the movable iron core 73.
- the solenoid coil 71 When the solenoid coil 71 is energized, the movable iron core 73 is attracted by the fixed iron core 74 and moves from the closed end side of the solenoid case 70 toward the open end side.
- the lock pin 65 As the movable iron core 73 moves, the lock pin 65 is moved. However, the vehicle moves forward from the unlock position toward the parking lock position.
- the movable iron core 73 moves from the open end side of the solenoid case 70 toward the closed end side by the biasing force of the return spring 75, and along with the movement of the movable iron core 73,
- the lock pin 65 is configured to retract from the parking lock position toward the unlock position.
- the electric motor 1 and the lock actuator 66 of this electric brake device are controlled by a brake control unit 80 shown in FIG.
- a stroke sensor 82 for detecting the operation amount of the brake pedal 81 On the input side of the brake control unit 80, a stroke sensor 82 for detecting the operation amount of the brake pedal 81, a pressing force sensor 83 for detecting the pressing force with which the friction pad 5 presses the disc rotor 6, and an operation by the driver.
- the parking brake switch 84, the vehicle speed sensor 86 for detecting the current rotation speed of the wheel 85, and the inclination sensor 87 for detecting the inclination of the road surface are connected.
- the pressing force sensor 83 for example, when the disk rotor 6 is pressed by the friction pad 5, the friction pad 5 is deformed based on the deflection amount or the displacement amount of the bearing support member 34 that generates a deflection according to the magnitude of the pressing force.
- Those that detect the pressing force, and those that detect the pressing force of the friction pad 5 based on the pressure acting between the thrust bearing 52 and the bearing support member 34 when the disk rotor 6 is pressed by the friction pad 5 are adopted. can do.
- the electric motor 1, the lock actuator 66, and the abnormality notification unit 88 are connected to the output side of the brake control unit 80.
- the abnormality notification unit 88 is an in-vehicle device that notifies the driver of parking brake abnormality, and for example, a monitor display, a brake warning light, a voice output device, and the like provided in the driver's seat can be employed.
- the brake control unit 80 determines whether or not there is a parking brake operation request (step S 1 ), and executes the parking brake control when it is determined that there is a parking brake operation request. (step S 2). For example, when the driver operates the parking brake switch 84, it can be determined that there is a parking brake operation request. In addition, when the driver operates the shift lever to select the parking range, it is possible to determine that there is a parking brake operation request.
- service brake control is executed (step S 3 ).
- the service brake control when the brake pedal 81 is operated, the electric motor 1 is operated to apply a braking force to the wheels.
- parking brake control will be described.
- the electric motor 1 is energized, and the pressing force with which the friction pad 5 presses the disc rotor 6 (that is, the pressing force detected by the pressing force sensor 83) is set in advance.
- the electric motor 1 is operated so as to reach (steps S 11 , S 12 ).
- the lock pin 65 advances from the unlock position to the parking lock position while maintaining the energization of the electric motor 1. In this manner, the lock actuator 66 is operated (Step S 13 ). Thereafter, the energization to the electric motor 1 is stopped in a state where the operation of the lock actuator 66 is continued (step S 14 ), and then the energization to the lock actuator 66 is stopped (step S 15 ).
- the lock actuator 66 when the lock actuator 66 is operated, if the position of the lock pin 65 shown in FIG. 8 matches the position of the locking hole 64 of the intermediate gear 63, the locking pin 65 engages with the locking hole 64. However, when the position of the lock pin 65 and the position of the locking hole 64 are shifted, the lock pin 65 may not be engaged with the locking hole 64. However, even in this case, when the energization of the electric motor 1 is stopped, the intermediate gear 63 moves in the braking release direction (indicated by the arrow indicated by the chain line in the figure) by the reaction force of the pressing force with which the friction pad 5 presses the disk rotor 6. The position of the lock pin 65 coincides with the position of the locking hole 64 of the intermediate gear 63 by this rotation, and eventually the locking pin 65 engages with the locking hole 64.
- the intermediate gear 63 When the energization of the electric motor 1 is released, the intermediate gear 63 is subjected to a rotational torque (reaction torque) in the braking release direction by the reaction force of the pressing force with which the friction pad 5 presses the disk rotor 6. This reaction torque creates a frictional resistance between the intermediate gear 63 and the lock pin 65. Therefore, even after the energization of the electric motor 1 and the lock actuator 66 is released, the engagement between the intermediate gear 63 and the lock pin 65 is maintained.
- reaction torque rotational torque
- step S 16 it is determined whether or not the parking brake is successful.
- the parking brake control is terminated. This determination can be made, for example, based on whether or not the vehicle speed detected by the vehicle speed sensor 86 is maintained at zero for a predetermined time. When the vehicle speed detected by the vehicle speed sensor 86 is not maintained at zero, it is considered that the vehicle has started to move due to a road surface gradient or the like, so it is determined that the parking brake has not been successful.
- the abnormality notifying unit 88 is operated so as to notify the driver of the abnormality of the parking brake (step S 17 ), and the electric motor 1 is energized again, and the friction pad 5
- the electric motor 1 is operated so that the pressing force for pressing the disc rotor 6 reaches a preset maximum pressing force (steps S 18 and S 19 ).
- the lock actuator 66 is operated again so that the lock pin 65 moves forward from the unlock position to the parking lock position (step S 13 ).
- the energization to the electric motor 1 is stopped while the operation of the lock actuator 66 is continued (step S 14 ), and then the energization to the lock actuator 66 is stopped (step S 15 ).
- the target value when the road surface is inclined is larger than the target value when the road surface is not inclined in order to prevent the vehicle from moving due to the gradient of the road surface.
- control for correcting the target value of the pressing force can be performed (step S 10 ).
- the pressing force with which the friction pad 5 presses the disc rotor 6 when the parking brake is applied on an inclined road surface is greater than the pressing force when the parking brake is applied on a non-inclined road surface. Therefore, the vehicle can be prevented from moving when the parking brake is applied on an inclined road surface, and safety can be improved.
- step S 20 it is determined whether or not there is an operation of the brake pedal 81 (step S 20 ).
- step S 21 it is determined whether or not the parking brake operation has been completed (step S 21 ), and whether or not the vehicle is stopped (step S 22 ). To do.
- the determination as to whether or not the parking brake operation has been completed is performed, for example, after the parking brake is determined to be successful in the parking brake control (step S 16 ) and until the parking brake is released. It can be performed by determining that the parking brake operation is always completed. Further, for example, based on whether or not the lock pin 65 is in the parking lock position, it can also be determined whether or not the parking brake operation has been completed. The position of the lock pin 65 can be detected based on the current flowing through the solenoid coil 71 when a pulse voltage or an AC voltage is applied to the solenoid coil 71. Further, whether or not the vehicle is stopped can be determined based on the output signal of the vehicle speed sensor 86.
- step S 21 When it is determined that the parking brake operation has not been completed (step S 21 ), or when it is determined that the vehicle has not stopped (step S 22 ), the electric motor 1 is energized and the friction pad 5 is moved to the disc. The electric motor 1 is operated so that the pressing force for pressing the rotor 6 has a magnitude corresponding to the operation amount of the brake pedal 81 (step S 23 ).
- the electric motor 1 is not energized even if the brake pedal 81 is operated, and the electric motor 1 Is prohibited (steps S 21 , S 22 , S 24 ).
- the vehicle when the vehicle is stopped and the parking brake is applied, the vehicle is normally kept stopped even if the brake pedal 81 is not operated.
- the pedal 81 may be stepped on (for example, when the driver steps on the brake pedal 81 in a situation where a parking brake is applied and waits for a signal, or in a situation where the driver stands by in a parked vehicle) When you step on the brake pedal 81).
- the torque transmitted from the electric motor 1 to the intermediate gear 63 is the reaction force torque (that is, when the parking brake is applied, the friction pad 5
- the reaction force of the pressing force that presses the rotor 6 exceeds the rotational torque in the braking release direction acting on the intermediate gear 63, the frictional resistance between the intermediate gear 63 and the lock pin 65 shown in FIG. Due to the action of the spring 75, the lock pin 65 is retracted from the parking lock position to the unlock position, and as a result, the engagement between the locking hole 64 of the intermediate gear 63 and the lock pin 65 may be released.
- the driver removes his / her foot from the brake pedal 81, the driver actually thinks that the parking brake should be effective, but in fact, the locking hole of the intermediate gear 63 64 and the lock pin 65 may be disengaged (parking brake is disengaged).
- the vehicle starts to move by its own weight, and even if it is a flat road, if it is an AT or CVT vehicle equipped with a torque converter, creep transmitted from the engine via the torque converter The torque will cause the vehicle to move on its own, which is very dangerous.
- the electric brake device when the vehicle is stopped and the parking brake operation is completed, even if the driver operates the brake pedal 81, the electric brake device The operation of the motor 1 is prohibited (steps S 21 , S 22 , S 24 ). Therefore, it is possible to prevent a situation where torque is not transmitted from the electric motor 1 to the intermediate gear 63 and the intermediate gear 63 and the lock pin 65 are disengaged. Further, when the operation of the parking brake is completed and the vehicle is stopped, the electric motor 1 does not operate even when the brake pedal 81 is operated, so that the power consumption of the electric motor 1 can be suppressed. Moreover, the operation sound of the electric motor 1 can also be prevented.
- the electric brake device is configured to allow the operation of the electric motor 1 when the brake pedal 81 is operated when it is determined that the vehicle is not stopped (step S). 22, S 23). That is, even when the parking brake operation is completed, the electric motor 1 can be operated according to the operation of the brake pedal 81 if the vehicle is not stopped. Therefore, for example, when the vehicle starts to move due to the slope of a slope even though the parking brake operation is completed, and the driver depresses the brake pedal 81 to stop the vehicle, the service brake is used. It is possible to generate the braking force of the vehicle and to ensure the safety of the vehicle.
- the determination as to whether or not the vehicle is stopped can be made based on the current position of the vehicle detected by a GPS receiver mounted on the vehicle, for example. In this case, the vehicle is viewed from the GPS satellite. When the vehicle is behind a building or the like, there is a possibility that the determination accuracy of whether or not the vehicle is stopped is lowered. Therefore, as in the above embodiment, it is preferable to determine whether or not the vehicle is stopped based on the output signal of the vehicle speed sensor 86 that detects the rotation of the wheel 85. In this way, even if the vehicle is behind a building or the like, it can be accurately determined whether or not the vehicle is stopped, so that reliable control is possible.
- the engagement between the intermediate gear 63 and the lock pin 65 is maintained by the frictional resistance generated between the inner surface of the locking hole 64 of the intermediate gear 63 and the outer periphery of the lock pin 65.
- the present invention is formed on the inner surface of the locking hole 64 of the intermediate gear 63 and on the outer periphery of the lock pin 65.
- the present invention can also be applied to a device that retains the engagement between the intermediate gear 63 and the lock pin 65 by being caught by the protrusion 90.
- the lock actuator 66 that moves the lock pin 65 between the parking lock position and the unlock position, when the energization of the solenoid coil 71 is stopped, the movable iron core 73 biases the return spring 75.
- the self-holding solenoid incorporating a permanent magnet that holds the movable iron core 73 in the position when the energization to the solenoid coil 71 is stopped is adopted. It is also possible.
- a solenoid type direct acting actuator is adopted as the lock actuator 66, but other electric type direct acting actuators may be adopted.
- the rod-shaped lock pin 65 provided to be movable toward and away from the side surface of the intermediate gear 63 is described as an example of the lock member that is engaged with and disengaged from the intermediate gear 63.
- a lock claw or the like that is swingably provided so as to be engaged with and disengaged from the outer periphery of the intermediate gear 63.
- adopted the intermediate gear 63 of the speed reduction mechanism 2 was mentioned as an example as a rotation member which a lock member engages / disengages
- the rotation member which engages / disengages a lock member is a linear motion mechanism.
- Other members may be used as long as they are on the path for transmitting power from the electric motor 1 to the braking mechanism 7 such as the rotating members (for example, the rotating shaft 30 and the carrier 33) constituting the motor 3.
- a disk type that presses a friction pad against a disk rotor that rotates integrally with the wheel has been described as an example.
- the present invention can also be applied to a drum type in which a brake shoe as a friction member is pressed against the inner periphery of a drum as a rotor that rotates integrally.
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Abstract
Description
電動モータと、
その電動モータから伝達される動力で、車輪と一体に回転するロータに摩擦部材を押し付けて、前記車輪に制動力を負荷する制動機構と、
前記電動モータから前記制動機構に動力を伝達する経路上にある回転部材と、
その回転部材が制動解除方向に回転するのを阻止するように前記回転部材に係合するパーキングロック位置と、前記回転部材との係合を解除するアンロック位置との間で移動可能に設けられたロック部材と、
前記パーキングロック位置と前記アンロック位置との間で前記ロック部材を移動させるロックアクチュエータと、
前記電動モータと前記ロックアクチュエータとを制御するブレーキ制御部とを有し、
前記ブレーキ制御部は、
ブレーキペダルの操作があったときに、前記電動モータを作動させて前記車輪に制動力を負荷する制御を行なうサービスブレーキ制御手段と、
パーキングブレーキの作動要求があったときに、前記電動モータを作動させて前記車輪に制動力を負荷し、その状態で前記ロックアクチュエータを作動させてアンロック位置からパーキングロック位置に前記ロック部材を移動させる制御を行なうパーキングブレーキ制御手段と、
そのパーキングブレーキ制御手段によるパーキングブレーキ動作が完了した状態か否かを判定するパーキングブレーキ判定手段と、
車両が停止しているか否かを判定する車両停止判定手段と、
前記車両停止判定手段で車両が停止していると判定され、かつ、前記パーキングブレーキ判定手段でパーキングブレーキ動作が完了した状態であると判定されたときは、前記ブレーキペダルの操作があっても、前記サービスブレーキ制御手段における電動モータの作動を禁止するモータ作動禁止制御手段とを有するパーキング機能付き電動ブレーキ装置。
前記パーキングブレーキの作動要求があったときに、前記摩擦部材がロータを押圧する押圧力が予め設定された目標値に達するように電動モータを作動させるモータ作動制御手段と、
そのモータ作動制御手段で前記押圧力が目標値に達したときに、前記ロック部材がアンロック位置からパーキングロック位置に移動するように前記ロックアクチュエータを作動させるロックアクチュエータ作動制御手段と、
そのロックアクチュエータ作動制御手段で前記ロックアクチュエータを作動させた後、そのロックアクチュエータの作動を継続した状態で前記電動モータへの通電を停止させるモータ通電停止制御手段と、
そのモータ通電停止制御手段で前記電動モータへの通電を停止した後に、前記ロックアクチュエータへの通電を停止させるロックアクチュエータ通電停止制御手段とを有するパーキングブレーキ制御手段。
5 摩擦パッド
6 ディスクロータ
7 制動機構
63 中間ギヤ
65 ロックピン
66 ロックアクチュエータ
80 ブレーキ制御部
81 ブレーキペダル
85 車輪
86 車速センサ
Claims (6)
- 電動モータ(1)と、
その電動モータ(1)から伝達される動力で、車輪と一体に回転するロータ(6)に摩擦部材(5)を押し付けて、前記車輪に制動力を負荷する制動機構(7)と、
前記電動モータ(1)から前記制動機構(7)に動力を伝達する経路上にある回転部材(63)と、
その回転部材(63)が制動解除方向に回転するのを阻止するように前記回転部材(63)に係合するパーキングロック位置と、前記回転部材(63)との係合を解除するアンロック位置との間で移動可能に設けられたロック部材(65)と、
前記パーキングロック位置と前記アンロック位置との間で前記ロック部材(65)を移動させるロックアクチュエータ(66)と、
前記電動モータ(1)と前記ロックアクチュエータ(66)とを制御するブレーキ制御部(80)とを有し、
前記ブレーキ制御部(80)は、
ブレーキペダル(81)の操作があったときに、前記電動モータ(1)を作動させて前記車輪に制動力を負荷する制御を行なうサービスブレーキ制御手段(S3)と、
パーキングブレーキの作動要求があったときに、前記電動モータ(1)を作動させて前記車輪に制動力を負荷し、その状態で前記ロックアクチュエータ(66)を作動させてアンロック位置からパーキングロック位置に前記ロック部材(65)を移動させる制御を行なうパーキングブレーキ制御手段(S2)と、
そのパーキングブレーキ制御手段(S2)によるパーキングブレーキ動作が完了した状態か否かを判定するパーキングブレーキ判定手段(S21)と、
車両が停止しているか否かを判定する車両停止判定手段(S22)と、
前記車両停止判定手段(S22)で車両が停止していると判定され、かつ、前記パーキングブレーキ判定手段(S21)でパーキングブレーキ動作が完了した状態であると判定されたときは、前記ブレーキペダル(81)の操作があっても、前記サービスブレーキ制御手段(S3)における電動モータ(1)の作動を禁止するモータ作動禁止制御手段(S24)とを有するパーキング機能付き電動ブレーキ装置。 - 前記ブレーキ制御部(80)は、前記車両停止判定手段(S22)で車両が停止していないと判定されたときは、前記ブレーキペダル(81)の操作があったときに、前記サービスブレーキ制御手段(S3)における電動モータ(1)の作動を許容するモータ作動許容制御手段(S23)を有する請求項1に記載のパーキング機能付き電動ブレーキ装置。
- 前記車両停止判定手段(S22)は、車輪(85)の回転を検出する車速センサ(86)の出力信号に基づいて車両が停止しているか否かを判定する請求項1または2に記載のパーキング機能付き電動ブレーキ装置。
- 前記車両停止判定手段(S22)は、車両に搭載したGPS受信機で検出される車両の現在位置に基づいて車両が停止しているか否かを判定する請求項1または2に記載のパーキング機能付き電動ブレーキ装置。
- 前記パーキングブレーキ制御手段(S2)は、
前記パーキングブレーキの作動要求があったときに、前記摩擦部材(5)がロータ(6)を押圧する押圧力が予め設定された目標値に達するように電動モータ(1)を作動させるモータ作動制御手段(S11,S12)と、
そのモータ作動制御手段(S11,S12)で前記押圧力が目標値に達したときに、前記ロック部材(65)がアンロック位置からパーキングロック位置に移動するように前記ロックアクチュエータ(66)を作動させるロックアクチュエータ作動制御手段(S13)と、
そのロックアクチュエータ作動制御手段(S13)で前記ロックアクチュエータ(66)を作動させた後、そのロックアクチュエータ(66)の作動を継続した状態で前記電動モータ(1)への通電を停止させるモータ通電停止制御手段(S14)と、
そのモータ通電停止制御手段(S14)で前記電動モータ(1)への通電を停止した後に、前記ロックアクチュエータ(66)への通電を停止させるロックアクチュエータ通電停止制御手段(S15)とを有する請求項1から4のいずれかに記載のパーキング機能付き電動ブレーキ装置。 - 前記パーキングブレーキ制御手段(S2)は、路面が傾斜しているときの前記目標値が、路面が傾斜していないときの前記目標値よりも大きくなるように、前記目標値を補正する目標値補正手段(S10)を更に有する請求項5に記載のパーキング機能付き電動ブレーキ装置。
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EP14852978.7A EP3056400B1 (en) | 2013-10-10 | 2014-10-03 | Electric brake device with parking function |
US15/026,330 US9855934B2 (en) | 2013-10-10 | 2014-10-03 | Electric brake system with parking function |
CN201480050223.7A CN105531166A (zh) | 2013-10-10 | 2014-10-03 | 带驻车功能的电动制动装置 |
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JP2013212801A JP6289855B2 (ja) | 2013-10-10 | 2013-10-10 | パーキング機能付き電動ブレーキ装置 |
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EP (1) | EP3056400B1 (ja) |
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2013
- 2013-10-10 JP JP2013212801A patent/JP6289855B2/ja not_active Expired - Fee Related
-
2014
- 2014-10-03 US US15/026,330 patent/US9855934B2/en active Active
- 2014-10-03 EP EP14852978.7A patent/EP3056400B1/en active Active
- 2014-10-03 CN CN201480050223.7A patent/CN105531166A/zh active Pending
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JP2006082809A (ja) * | 1999-09-21 | 2006-03-30 | Toyota Motor Corp | ブレーキ制御装置 |
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CN107614919A (zh) * | 2015-05-19 | 2018-01-19 | Ntn株式会社 | 带有停车功能的电动制动装置 |
CN107614919B (zh) * | 2015-05-19 | 2019-09-13 | Ntn株式会社 | 带有停车功能的电动制动装置 |
US10502277B2 (en) | 2015-05-19 | 2019-12-10 | Ntn Corporation | Electric brake device with parking function |
Also Published As
Publication number | Publication date |
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JP6289855B2 (ja) | 2018-03-07 |
JP2015074383A (ja) | 2015-04-20 |
EP3056400B1 (en) | 2020-04-15 |
EP3056400A4 (en) | 2016-11-02 |
CN105531166A (zh) | 2016-04-27 |
US9855934B2 (en) | 2018-01-02 |
US20160244035A1 (en) | 2016-08-25 |
EP3056400A1 (en) | 2016-08-17 |
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