WO2016199709A1 - Dispositif de freinage électrique - Google Patents

Dispositif de freinage électrique Download PDF

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Publication number
WO2016199709A1
WO2016199709A1 PCT/JP2016/066720 JP2016066720W WO2016199709A1 WO 2016199709 A1 WO2016199709 A1 WO 2016199709A1 JP 2016066720 W JP2016066720 W JP 2016066720W WO 2016199709 A1 WO2016199709 A1 WO 2016199709A1
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WIPO (PCT)
Prior art keywords
estimated
range
brake
force
brake force
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PCT/JP2016/066720
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English (en)
Japanese (ja)
Inventor
唯 増田
山崎　達也
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Ntn株式会社
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Publication of WO2016199709A1 publication Critical patent/WO2016199709A1/fr

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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
    • 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • 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

Definitions

  • the present invention relates to an electric brake device, and more particularly to a technique capable of reducing costs while improving control accuracy in a normal range.
  • the electric brake device includes, for example, a motor that is a drive source, a speed reducer, a friction member operating means including a linear motion mechanism, and a brake rotor that rotates together with wheels.
  • the frictional force between the friction member and the brake rotor is controlled so as to generate an appropriate braking force based on the pedal operation amount (stepping force, stroke, etc.) of the driver and the state of the vehicle.
  • a brake force sensor that estimates the brake force is used to control the brake force with high accuracy.
  • the brake force sensor the present applicant has proposed a technique of applying a load sensor using a magnetic sensor (Patent Documents 1 to 6, etc.).
  • vehicle brakes are usually used at a deceleration of about 0.2 G or less, for example.
  • the driver controls the brake finely by operating a pedal or the like in accordance with the behavior of the vehicle.
  • the brake force sensor for controlling the brake force with high accuracy sufficient detection accuracy is required in order not to make the driver feel uncomfortable.
  • the driver during sudden braking where a large vehicle deceleration is required, it is rare for the driver to control the pedal finely according to the feeling, and even if the detection accuracy of the brake force sensor is relatively rough. There seems to be no problem.
  • a brake load sensor for detecting the axial load of the linear motion mechanism as in the prior art can be constructed at a relatively low cost, which is useful.
  • the electric brake device controls the pressing force between the friction member and the brake rotor.
  • the friction coefficient between a friction member and a brake rotor changes with the temperature.
  • the friction coefficient between the friction member and the brake rotor may be about 3 (fading phenomenon) when intense braking is repeated from high speed traveling.
  • the brake load sensor is required to have a dynamic range for detecting a pressing force assuming a fade phenomenon.
  • the brake force sensor is set to a dynamic range that assumes a relatively infrequent situation, it is necessary to configure a high-accuracy load sensor in order to obtain sufficient resolution in the normal range, which may result in high costs. There is.
  • An object of the present invention is to provide an electric brake device capable of reducing costs while improving control accuracy in a normal range.
  • the electric brake device includes a brake rotor 8, a friction member 9 that makes contact with the brake rotor 8, friction member operation means 6 that makes the friction member 9 contact the brake rotor 8, and this friction member operation means 6.
  • An electric motor 4 for driving the brake a brake force estimating means 17 for obtaining an estimated brake force which is an estimated value of a brake force generated by pressing the friction member 9 against the brake rotor 8, and controlling the electric motor 4.
  • An electric brake device including a control device 2 that controls the estimated brake force to follow the target brake force, The controller 2 changes the limit value of the estimated range of the estimated brake force by the brake force estimating means 17 based on one or both of the target brake force and the estimated brake force.
  • the control device 2 controls the electric motor 4 to drive the friction member operating means 6 when the driver of the vehicle equipped with the electric brake device performs a brake operation.
  • the friction member operating means 6 generates a braking force by pressing the friction member 9 against the brake rotor 8.
  • the control device 2 controls the estimated brake force obtained by the brake force estimating means 17 so as to follow the target brake force.
  • the estimated range changing means 26 of the control device 2 changes the limit value of the estimated range of the estimated brake force by the brake force estimating means 17 based on one or both of the target brake force and the estimated brake force.
  • the estimation range is set to the normal range, and the limit value of the estimation range is changed as necessary. This makes it easy to achieve the necessary resolution for each estimated range of the estimated braking force. Therefore, it is possible to reduce the cost without configuring a highly accurate load sensor as in the prior art, to improve the control accuracy in the normal range, and to provide sufficient detection accuracy to prevent the driver from feeling uncomfortable. can get. In addition, it is possible to detect a wide range of braking force necessary for sudden braking.
  • the estimated range changing means 26 includes the following condition group: When one or both of the target braking force and the estimated braking force exceed a threshold value in the estimated range, When the absolute value of the deviation between one or both of the braking forces and the threshold value in the estimated range is within a predetermined value and the amount of change in either one or both of the braking forces is greater than or equal to a predetermined value, and either When the excess time when one or both braking forces exceed the threshold exceeds a predetermined time, The limit value of the estimation range may be changed to be larger than the limit value before the change based on at least one of the conditions.
  • the threshold value is determined by results of tests, simulations, and the like (hereinafter the same).
  • the target brake force and the estimated brake force exceeds the threshold value in the estimated range.
  • the estimated range changing means 26 expands the limit value of the estimated range based on the excess amount, the calculation process can be simplified and the calculation processing load of the control calculation can be reduced.
  • the estimated range changing means 26 expands the limit value of the estimated range based on the amount of change of the target brake force, for example, a differential value, or when the target brake force increases sharply, the estimated range changes according to the tendency of the target brake force.
  • the limit value of can be expanded. For example, when the target braking force increases and approaches the threshold value steeply, it is predicted that the threshold value will be exceeded immediately thereafter, and the limit value of the estimated range can be changed quickly.
  • the estimated range changing means 26 expands the limit value of the estimated range based on the excess time, the limit value of the estimated range is changed when the target braking force exceeds the threshold value for a short time. It can be excluded from the conditions.
  • the predetermined short time is determined by a result of a test or simulation.
  • the estimated range changing means 26 includes the following condition group: When one or both of the target braking force and the estimated braking force falls below a threshold value in the estimated range, When the absolute value of the deviation between one or both of the braking forces and the threshold value in the estimated range is within a predetermined value and the amount of change in either one or both of the braking forces is less than or equal to a predetermined value; When the time during which one or both braking forces are below the threshold exceeds a predetermined time, The limit value of the estimation range may be changed to be smaller than the limit value before the change based on a condition including at least one of them.
  • the estimated range is determined by results of tests, simulations, and the like (hereinafter the same).
  • the target brake force and the estimated brake force for example, the target brake force is below a threshold value in the estimated range. Yes.
  • the threshold value for reduction is set smaller than the threshold value for expanding the limit value again after reduction of the estimated limit value and a hysteresis is provided, frequent changes in the estimation range can be prevented. Is preferred.
  • the estimated range changing means 26 reduces the limit value of the estimated range based on the absolute value of the difference, it can be a simple determination, and the calculation processing load of the control calculation can be reduced.
  • the estimated range changing means 26 reduces the limit value of the estimated range based on the amount of change of the target brake force, for example, a differential value, for example, it is predicted that the target range will soon fall below the threshold according to the decreasing tendency of the target brake force.
  • the limit value of the estimation range can be reduced.
  • the limit value of the estimated range is reduced based on the time when the target brake force falls below the threshold value, the condition for changing the limit value of the estimated range when the target brake force falls below the threshold value for a short time Can be excluded.
  • the estimated braking force may be used instead of the target braking force, or both may be used.
  • the differential value may be a differential value of a difference from a threshold value.
  • a rotation angle estimating means 24 for estimating the rotation angle of the electric motor 4 is provided, and the brake force estimating means 17 is determined after the estimated range changing means 26 has changed the limit value of the estimated range of the estimated brake force.
  • the estimated braking force may be obtained based on a predetermined relationship between the rotational angle estimated by the rotational angle estimating means 24 and the braking force within a predetermined time. The predetermined time and the predetermined relationship are determined by the results of tests and simulations, respectively.
  • the control device 2 uses the brake force sensor or the like for a predetermined time.
  • the electric brake device is controlled without using the estimation result. In other words, if the relationship between the rotation angle estimated by the rotation angle estimation means 24 and the braking force is measured to some extent, rough control is possible although the control accuracy is lower than that using a braking force sensor or the like. If the predetermined time is a short time, it is considered that there is no practical problem.
  • the brake force estimating means 17 may include a load sensor that estimates a pressing force when the friction member 9 presses the brake rotor 8.
  • Rotor angular velocity estimating means 28 for estimating the rotational angular velocity of the brake rotor 8 is provided,
  • the control device 2 is provided with temperature estimation means 29 for estimating the temperature of the brake rotor 8 from the rotational angular speed estimated by the rotor angular speed estimation means 28,
  • the estimated range changing unit 26 expands the limit value of the estimated range from the limit value before the change when the temperature estimated by the temperature estimating unit 29 is equal to or higher than a predetermined temperature, and the temperature estimating unit 29 When the estimated temperature becomes lower than a predetermined temperature, the limit value of the estimated range may be changed to be smaller than the limit value before the change.
  • the predetermined temperature is determined based on results of tests, simulations, and the like.
  • the temperature estimating means 29 estimates the temperature of the brake rotor 8 from the rotational angular speed estimated by the rotor angular speed estimating means 28.
  • the estimated range changing means 26 expands the limit value of the estimated range from the limit value before the change when the estimated temperature is equal to or higher than a predetermined temperature.
  • the estimated range changing means 26 reduces the limit value of the estimated range from the limit value before the change when the estimated temperature becomes lower than the predetermined temperature. Therefore, it is possible to finely change the limit value of the estimation range corresponding to the variation of the friction coefficient between the friction member 9 and the brake rotor 8.
  • FIG. 5 is a flowchart illustrating an example in which a threshold value for a target brake force is provided when changing the estimated range of the estimated brake force in the electric brake device. It is a flowchart which shows the example which provides a target brake, a threshold value, and a counter when changing the estimation range of the estimated brake force.
  • FIG. 7 is a flowchart showing an example of changing an estimated range of an estimated brake force based on a heat generation amount of each wheel estimated from a brake force and a vehicle speed in a vehicle equipped with an electric brake device according to another embodiment of the present invention.
  • . 6 is a flowchart illustrating an example in which the electric motor is controlled without using the brake force estimation result within a predetermined time after changing the limit value of the estimated range of the estimated brake force. It is a figure which shows the change of the estimation range according to the change of the brake force. It is a block diagram which shows the example of the brake force estimation means of the electric brake device which concerns on further another embodiment of this invention.
  • the electric brake device DB includes an electric actuator 1, a control device 2, and a brake force estimating means 17 (FIG. 2). First, the electric actuator 1 will be described.
  • the electric actuator 1 includes an electric motor 4, a speed reducing mechanism 5 that decelerates the rotation of the electric motor 4, a linear motion mechanism 6 that is a friction member operating means, a parking brake mechanism 7 that is a parking brake, a brake rotor 8, And a friction member 9.
  • the electric motor 4, the speed reduction mechanism 5, and the linear motion mechanism 6 are incorporated in, for example, a housing not shown.
  • the brake rotor 8 may be a disk type or a drum type.
  • the friction member 9 includes a brake pad or a brake shoe.
  • the linear motion mechanism 6 includes a feed screw mechanism such as a ball screw mechanism or a planetary roller screw mechanism.
  • the electric motor 4 is composed of a three-phase synchronous motor or the like.
  • the speed reduction mechanism 5 is a mechanism that reduces and transmits the rotation of the electric motor 4 to a tertiary gear 11 fixed to the rotary shaft 10, and includes a primary gear 12, an intermediate (secondary) gear 13, and a tertiary gear 11.
  • the speed reduction mechanism 5 decelerates the rotation of the primary gear 12 attached to the rotor shaft 4 a of the electric motor 4 by the intermediate gear 13 and transmits it to the tertiary gear 11 fixed to the end of the rotation shaft 10. It is possible.
  • the linear motion mechanism 6 is a mechanism that converts the rotational motion output from the speed reduction mechanism 5 into a linear motion of the linear motion portion 14 by a feed screw mechanism and causes the friction member 9 to contact or separate from the brake rotor 8. .
  • the linear motion portion 14 is supported so as to be prevented from rotating and movable in the axial direction A1.
  • a friction member 9 is provided at the outboard side end of the linear motion portion 14. By transmitting the rotation of the electric motor 4 via the speed reduction mechanism 5 to the linear motion mechanism 6, the rotational motion is converted into a linear motion, which is converted into the pressing force of the friction member 9 to generate a braking force.
  • the outboard side means that the electric brake device DB is mounted on each wheel (not shown) of the vehicle, the vehicle width direction outer side of the vehicle is called the outboard side, and the vehicle width direction center side of the vehicle is the inboard The side.
  • the parking brake mechanism 7 includes a lock member 15 and an actuator 16.
  • a plurality of locking holes are formed at regular intervals in the circumferential direction on the end face of the intermediate gear 13 on the outboard side.
  • the lock member 15 is configured to be able to be locked in any one of these locking holes.
  • a solenoid is applied as the actuator 16.
  • a lock member (solenoid pin) 15 is advanced by an actuator 16 and engaged by being fitted into the engagement hole formed in the intermediate gear 13, and the parking gear is locked by prohibiting rotation of the intermediate gear 13. Put it in a state. By retracting the lock member 15 to the actuator 16 and removing it from the locking hole, the rotation of the intermediate gear 13 is allowed and the unlocked state is achieved.
  • the control device 2 is a device that controls the electric actuator 1 (FIG. 1) that is a control target, and controls the electric motor 4 to control the brake force to follow the target brake force. It has a function.
  • the control device 2 is connected to a host ECU 3 that is a host control means of the control device 2.
  • a host ECU 3 that is a host control means of the control device 2.
  • the host ECU 3 is provided with a brake force command means 3a.
  • the brake force command means 3a is an LUT (Look Up Table) implemented by software or hardware in accordance with the output of the sensor 18a that changes according to the amount of operation of the brake pedal 18 that is a brake operation means, or software.
  • the control device 2 includes an inverter device 19.
  • the inverter device 19 includes a power circuit unit 20 provided for each electric motor 4, a motor control unit 21 that controls one or more power circuit units 20, Current detection means 22.
  • the motor control unit 21 includes a computer having a processor, a ROM (Read Only Memory) having a program executed by the processor, and other electronic circuits such as a RAM (Random Access Memory) and a coprocessor (Co-Processor). Is done.
  • the motor control unit 21 outputs a (motor) current command represented by a voltage value according to the target brake force given from the brake force command unit 3a and the estimated brake force estimated by the brake force estimation unit 17 (described later).
  • the current command is converted and given to the power circuit unit 20.
  • the motor control unit 21 has a function of outputting information such as detection values and control values regarding the electric motor 4 to the host ECU 3.
  • the power circuit unit 20 includes an inverter 20a that converts the DC power of the power source 23 into three-phase AC power used to drive the electric motor 4, and a PWM control unit 20b that controls the inverter 20a.
  • the electric motor 4 is provided with rotation angle estimation means 24 for estimating the rotation angle of a rotor (not shown).
  • the inverter 20a includes a plurality of semiconductor switching elements (not shown), and the PWM control unit 20b performs pulse width modulation on the input current command, and gives an on / off command to the gate terminal of each semiconductor switching element, for example. .
  • the motor control unit 21 includes a motor drive control unit 25 as a basic control unit.
  • the motor drive control unit 25 converts the current command based on the voltage value in accordance with the target brake force and the estimated brake force, and gives a motor operation command value including the current command to the PWM control unit 20b.
  • the motor drive control unit 25 obtains a motor current that flows from the inverter 20a to the electric motor 4 from the current detection unit 22 and performs current feedback control with respect to the target brake force. Further, the motor drive control unit 25 obtains the rotation angle of the rotor (not shown) of the electric motor 4, that is, the motor rotation angle from the rotation angle estimating means 24 so that the motor can be efficiently driven according to the motor rotation angle.
  • the current command is given to the PWM controller 20b.
  • the motor control unit 21 is provided with an estimated range changing unit 26, a recording unit 27, and the like.
  • the estimated range changing means 26 changes the limit value of the estimated range of the estimated brake force by the brake force estimating means 17 based on one or both of the target brake force and the estimated brake force.
  • the brake force estimating means 17 obtains an estimated brake force that is an estimated value of the brake force generated by pressing the friction member 9 (FIG. 1) against the brake rotor 8 (FIG. 1).
  • the brake force estimating means 17 converts a load sensor 17a that detects a pressing force when the friction member 9 (FIG. 1) presses the brake rotor 8 (FIG. 1), and converts an analog output of the load sensor 17a into a digital signal.
  • An A / D converter 17b and a relationship setting unit 17c described later are included.
  • the A / D converter 17b corresponds to a variable type in which the estimation range of the braking force is variable by an external input to a change input terminal (not shown), that is, the maximum value of the output digital signal. This is a variable type in which the maximum value of the analog input signal is variable.
  • the load sensor 17a includes, for example, a magnetic sensor 17aa (FIG. 3) and a magnetic target 17ab.
  • the magnetic target 17ab has, for example, two permanent magnets 17ba and 17ba.
  • FIGS. 1 and 3 when the friction member 9 presses the brake rotor 8, a reaction force to the inboard side acts on the linear motion mechanism 6.
  • a Hall IC As a magnetic sensor 17aa for detecting a change in magnetic field, a Hall IC with a variable dynamic range and an inexpensive price is commercially available, and is highly available.
  • a magnetoresistive element or a magnetic impedance element may be applied in addition to the Hall IC.
  • the relationship setting means 17c of the brake force estimating means 17 is a digital signal obtained by A / D converting the sensor output consisting of an analog signal by the A / D converter 17b and the reaction force of the brake force.
  • the braking force can be estimated based on the sensor output of the load sensor 17a.
  • the load sensor 17a an optical sensor other than the magnetic sensor, an eddy current sensor, or a capacitance sensor can be applied.
  • the estimated range changing unit 26 changes the limit value of the estimated range of the estimated brake force obtained by the brake force estimating unit 17 described above.
  • FIG. 4 is a diagram showing the relationship between the estimation range and the resolution of the braking force estimation means 17 of this electric brake device.
  • the resolution in each range is generally the resolution ⁇ of the A / D converter 17b. Depends on A.
  • a microcomputer In servo motor control such as the electric brake device according to the present embodiment, a microcomputer, a field programmable gate array (abbreviated as FPGA: field-programmable gate array), a digital signal processor (abbreviated as DSP: digital signal processor), etc. It is conceivable to use it.
  • FPGA field programmable gate array
  • DSP digital signal processor
  • a / D converter for the arithmetic unit, generally 10-bit (1024 divisions) to 12-bit (4096 divisions) are widely used.
  • the resolution ⁇ A of the A / D converter 17b of the brake force estimating means 17 is constant regardless of the range of the estimation range, and this A / D converter If 17b of the resolution alpha a can maximally use, the estimated braking force F2 of the estimated range (2), when the estimated braking force F1 of the estimated range (1) (where F2> F1), the estimated range (2), (1 ) Is expressed as follows.
  • Resolution in estimation range (2) F2 / ⁇ A
  • Resolution in estimation range (1) F1 / ⁇ A
  • the resolution ⁇ A of the A / D converter 17b is constant, the resolution ⁇ A is fully used, and F2> F1 regardless of the range of the estimation range.
  • the resolution F1 / ⁇ A in the estimation range (1) having a narrow measurement range is higher than the resolution F2 / ⁇ A in ().
  • the estimated range changing unit 26 determines the estimated braking force in the A / D converter 17 b of the braking force estimating unit 17 based on one or both of the target braking force and the estimated braking force. Change the limit value of the estimated range.
  • the estimation range is set to the normal range, and the estimation range changing unit 26 sets the limit value of the estimation range as necessary. change.
  • the estimated range changing means 26 has the following condition group and target brake force (here, the target brake force is an example of one or both of the target brake force and the estimated brake force):
  • the target brake force is an example of one or both of the target brake force and the estimated brake force:
  • the threshold in the estimated range is exceeded, the absolute value of the difference between the target braking force and the threshold is less than or equal to a predetermined value, and the amount of change in the target braking force, for example, the differential value is greater than or equal to a predetermined value, and
  • the limit value of the estimation range of the A / D converter 17b is changed to be larger than the limit value before the change based on a condition including at least one of them.
  • the threshold value is determined by the result of the test or simulation, and is stored in the recording means 27 so as to be rewritable.
  • the target braking force exceeds the threshold in the estimated range as a precondition for expanding the limit value of the estimated range.
  • it is possible to prevent frequent changes in the estimation range by setting a threshold value that is larger than a threshold value for reducing the estimation range, which will be described later, and providing hysteresis.
  • the estimated range changing means 26 expands the limit value of the estimated range based on the excess amount, the calculation process can be simplified and the calculation processing load of the control calculation can be reduced.
  • the estimated range changing means 26 expands the limit value of the estimated range based on the amount of change of the target brake force, for example, a differential value
  • the estimated range is increased according to the increasing tendency of the target brake force, for example, the target brake force increases sharply.
  • the limit value of can be expanded. For example, when the target braking force approaches the threshold value steeply, it is predicted that the threshold value will be exceeded immediately after that (even if the absolute value of the deviation between the threshold value and the target braking force is within a predetermined value).
  • the limit value of the estimated range can be quickly changed.
  • the limit value of the estimated range is changed when the target braking force exceeds the threshold value for a short time. It can be excluded from the conditions.
  • the estimated range changing means 26 is configured so that the following condition group, the target brake force (the target brake force of one or both of the target brake force and the estimated brake force is taken as an example here) is the estimated range.
  • the target brake force the target brake force of one or both of the target brake force and the estimated brake force is taken as an example here
  • the target brake force is the estimated range.
  • the target braking force is below the threshold value in the estimated range.
  • the threshold value is set smaller than the threshold value for increasing the estimated range again after the estimated range is reduced and a hysteresis is provided, frequent changes in the estimated range can be prevented.
  • the estimated range changing unit 26 reduces the limit value of the estimated range based on the determination that the estimated range is below the threshold, the calculation processing load of the control calculation can be reduced.
  • the estimated range changing means 26 reduces the limit value of the estimated range based on the amount of change of the target brake force, for example, a differential value, for example, it is predicted that the target range will soon fall below the threshold according to the decreasing tendency of the target brake force.
  • the limit value of the estimation range can be reduced.
  • the limit value of the estimated range is reduced based on the time when the target brake force falls below the threshold, the limit value of the estimated range is changed when the time when the target brake force falls below the threshold is a short time It can be excluded from the conditions.
  • FIG. 5 is a flowchart illustrating an example in which threshold values for the target brake force are provided when the estimated range of the estimated brake force is changed in the electric brake device.
  • the estimated range changing means 26 sets a target brake force threshold F the (F the : target brake force threshold (range expansion)) when expanding the estimated range (step a1), and the estimated range.
  • F the target brake force threshold
  • the target brake force threshold F is determined by multiplying the measurement range R n (R 1 ⁇ R 2 ⁇ %) Of the estimated brake force by an arbitrary constant ⁇ , and the target brake force threshold F thd is arbitrary in the measurement range R n . It is determined by multiplying by a constant ⁇ . However, 0 ⁇ ⁇ ⁇ ⁇ ⁇ ⁇ 1. These target brake force thresholds are respectively stored in the recording means 27 and read out as necessary.
  • the estimated range changing means 26 determines whether or not the target brake force F r given from the host ECU 3 is equal to or greater than the target brake force threshold F the (step a3).
  • the estimated range changing means 26 "1" limit value n of the current estimation range (measuring range) larger (Step a4).
  • This limit value n indicates, for example, the number of limit value patterns in an estimated range prepared by numbering in ascending order. Thereafter, this process is terminated.
  • step a5 the estimation range changing unit 26 when the target braking force F r from the upper ECU3 is determined to be equal to or less than the target brake force threshold F thd (step a5: yes), the estimated range changing means 26, The limit value n of the current estimated range (measurement range) is reduced by “1” (step a6). Thereafter, this process is terminated.
  • Target braking force F r is the determination of the target braking force threshold F thd larger (Step a5: no), the process ends.
  • the threshold value determination is performed as a precondition for enlarging and reducing the limit value of the estimation range (steps a3 and a5), and so-called predetermined hysteresis is provided. It is possible to prevent a change in the estimated range.
  • FIG. 6 is a flowchart illustrating an example in which a target brake, a threshold value, and a counter are provided when the estimated range of the estimated brake force is changed.
  • the estimated range changing means 26 sets a target brake force threshold value F th (F th : target brake force threshold) (step b1).
  • the target brake force threshold F th is determined by multiplying the measurement range R n (R 1 ⁇ R 2 ⁇ ...) Of the estimated brake force by an arbitrary constant ⁇ . However, 0 ⁇ ⁇ ⁇ 1.
  • estimation range changing unit 26 determines whether or not the target braking force F r from the upper ECU3 is target braking force threshold F th or more (step b2). In the determination of the target braking force F r is the target braking force threshold F th or more (Step b2: yes), the estimation range changing unit 26 performs updating to add "1" to the counter C e for range extension ( step b3), and resets the counter C d for the range reduced to "0" (step b4). Counter C e is for target braking force F r is measuring the time from when the target braking force threshold F th or more.
  • the estimated range changing means 26 determines whether or not the counter C e updated in step b3 is equal to or greater than the range expansion counter threshold C the (C the : counter threshold (range expansion)) (step b5). ).
  • Counter C e is the determination of the at counter threshold C the above (Step b5: yes), the estimated range changing means 26 "1" larger limit value n of the current estimation range (step b6). Thereafter, this process is terminated.
  • Counter C e is the determination that it is less than the counter threshold C the (Step b5: no), the process ends.
  • step b2 it is determined in the target braking force F r is less than the target brake force threshold F th (Step b2: no), the counter C e for range extension is reset to "0" (step b7), range Update is performed by adding “1” to the counter C d for reduction (step b8).
  • counter C d is for target braking force F r is measuring the time from when below the target braking force threshold F th.
  • the estimated range changing means 26 determines whether or not the counter C d updated in step b8 is equal to or greater than the range reduction counter threshold C thd (C thd : counter threshold (range reduction)) (step b9). ).
  • step b9: yes the estimation range changing unit 26 reduces the limit value n of the current estimation range by “1” (step b10). Thereafter, this process is terminated. If it is determined that the counter C d is less than the counter threshold C thd (step b9: no), this process is terminated.
  • the estimation range changing means 26 is configured by a hardware function or a software function on a processor (not shown) capable of performing the same operation as described above and outputting the result using the above-described implementation model. Has been.
  • the A / D converter 17b of the brake force estimating means 17 is a variable type that makes the estimated range of the estimated brake force variable by an external input.
  • the estimation range is set to the normal range, and the estimation range is expanded as necessary by the estimation range changing means 26. This makes it easy to achieve the necessary resolution for each estimated range of the estimated braking force. Therefore, it is possible to improve the control accuracy in the normal range without configuring a highly accurate load sensor as in the prior art.
  • rotor angular speed estimation means 28 for estimating the rotational angular speed of a brake rotor (not shown) may be provided, and temperature estimation means 29 may be provided in the control device 2.
  • the temperature estimation means 29 estimates the temperature of the brake rotor 8 (FIG. 1) or the friction member 9 (FIG. 1) from the rotational angular speed estimated by the rotor angular speed estimation means 28.
  • the estimation range changing means 26 sets the limit value of the estimation range when the temperature estimated by the temperature estimation means 29 is equal to or higher than a predetermined temperature. It expands from the limit value before the change.
  • the estimated range changing unit 26 changes the limit value of the estimated range to be smaller than the limit value before the change when the temperature estimated by the temperature estimating unit 29 becomes lower than a predetermined temperature.
  • the determined temperature is determined by a result of a test, simulation, or the like, and is stored in the recording unit 27 so as to be rewritable.
  • the friction member 9 (FIG. 1) is pressed against the brake rotor 8 (FIG. 1), the friction coefficient between the friction member 9 (FIG. 1) and the brake rotor 8 (FIG. 1) varies depending on the temperature.
  • the limit value of the estimated range is changed based on the heat generated by pressing the friction member 9 (FIG. 1) against the brake rotor 8 (FIG. 1).
  • FIG. 7 is a flowchart showing an example in which the estimated range of the estimated braking force is changed based on the calorific value of each wheel estimated from the braking force and the vehicle speed in a vehicle equipped with this electric brake device.
  • the symbol “ ⁇ ” at the beginning of the code indicates an estimated value, but the symbol “ ⁇ ” may be omitted. Further, in FIG. 7, “ ⁇ ” is added on other symbols.
  • the temperature estimation means 29 estimates a roughly generated heat flow rate ⁇ J xx of each wheel (step c2).
  • the generated heat flow rate ⁇ J xx is obtained by multiplying the value obtained by dividing the brake force F bxx of each wheel by the total brake force F ball by the heat flow rate ⁇ J estimated in step c1.
  • the temperature estimation means 29 estimates the temperature ⁇ T (k) of the friction member 9 (FIG. 1) from the generated heat flow rate ⁇ J xx for each wheel (step c3).
  • the estimated range R n is, FIG. 5 described above using a threshold, a counter for estimated temperature can be changed by the processing shown in FIG 6. Thereafter, this process is terminated.
  • the temperature ⁇ ⁇ ⁇ T (k) may be estimated by providing a temperature sensor such as a thermistor separately in the electric brake device.
  • the rough heat generation amount of each wheel is estimated from the braking force and the vehicle speed, and the estimation range is changed based on the heat generation amount.
  • the change of the estimation range based on the heat generation is for the purpose of dealing with the fluctuation of the friction coefficient of the friction member 9 (FIG. 1), and the estimated braking force is estimated to be affected by the friction coefficient such as a brake load.
  • An example is shown. According to this configuration, it is possible to finely change the limit value of the estimation range corresponding to the variation of the friction coefficient of the friction member 9 (FIG. 1) and the brake rotor 8 (FIG. 1).
  • the brake force estimation means 17 is estimated by the rotation angle estimation means 24 within a predetermined time after the limit value of the estimated brake force estimation range is changed by the estimation range change means 26.
  • the estimated braking force may be obtained based on a predetermined relationship between the rotation angle and the braking force.
  • the predetermined time is determined by the result of the test or simulation, and is stored in the recording means 27 so as to be rewritable.
  • FIG. 8 is a flowchart showing an example in which the electric motor 4 (FIG. 1) is controlled without using the brake force estimation result within a predetermined time after changing the limit value of the estimated range of the estimated brake force.
  • a time for changing the estimated range of the braking force is required, such as a rewrite time of a register of a sensor element (not shown)
  • the predetermined time after the estimated range is changed is the braking force.
  • An example is shown in which the electric brake device is controlled without using the estimation result. For example, if the relationship between the rotation angle of the electric motor 4 (FIG. 1) and the braking force is measured to some extent in advance, rough control is possible although the control accuracy is reduced, and the predetermined time is a short time. If there is, there is no problem in practical use.
  • step d2 determines whether or not the value of the counter Cid is “0” or more.
  • step d5 When it is determined that the value of the counter C id is equal to or greater than “0” (step d5: yes), the brake force estimation means 17 (FIG. 2) sets the target motor angle ⁇ r to the target value r, and the motor angle ⁇ Is set to the control amount y (step d6). Thereafter, the process proceeds to step d9.
  • step d5 When it is determined that the value of the counter C id is less than “0” (step d5: no), the brake force estimating means 17 (FIG. 2) resets the counter C id to “0” (step d7). Then, we set the target braking force F r to the target value r, setting the estimated braking force Fb on the controlled variable y (step d8).
  • step d9 a control calculation is executed, and then this process is terminated.
  • FIG. 9 is a diagram showing a change in the estimated range according to a change in the braking force when the operation of any of FIGS. 5 to 8 is implemented.
  • the estimated range changing unit 26 FOG. 2
  • control accuracy can be improved and costs can be reduced.
  • the target braking force is used as the braking force, it is preferable because the estimated range can be changed quickly, but the estimated braking force can also be used. Alternatively, both of the above may be used.
  • the brake force estimating means 17 is a digital signal obtained by A / D converting the rotation angle formed by the analog signal estimated by the rotation angle estimating means 24 with an A / D converter 17b.
  • the relationship between the signal and the braking force is obtained in advance by testing or simulation and stored in the relationship setting means 17c, and the estimated braking force is calculated based on the relationship between the rotation angle from the rotation angle estimating means 24 and the target braking force. You may ask.
  • the relationship between the motor current from the current detection means 22 (FIG. 2) and the target brake force is stored in the relationship setting means 17c in the same manner as described above, and based on these motor current and target brake force.
  • the estimated braking force may be obtained.
  • Control device 4 Electric motor 6 .
  • Linear motion mechanism (friction member operation means) DESCRIPTION OF SYMBOLS 8 .
  • Brake rotor 9 ... Friction member 17 .
  • Brake force estimation means 24 ...
  • Rotation angle estimation means 26 ...
  • Estimation range change means 28 ...
  • Rotor angular velocity estimation means 29 ...
  • Temperature estimation means DB ... Electric brake device

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)

Abstract

La présente invention concerne un dispositif de freinage électrique caractérisé en ce que le coût peut être réduit tout en maintenant une précision de commande amélioré dans une plage d'utilisation normale. Ce dispositif de freinage électrique est pourvu de : un rotor de frein ; un élément de friction ; un moyen d'actionnement d'élément de friction ; un moteur électrique (4) ; un moyen d'estimation de force de freinage (17) pour déterminer une force de freinage estimée, c'est-à-dire, une valeur estimée d'une force de freinage générée lorsque l'élément de friction est pressé contre le rotor de frein ; et un dispositif de commande (2) pour commander le moteur électrique (4), de sorte que la force de freinage estimée se rapproche d'une force de freinage cible. Le dispositif de commande (2) comporte un moyen de changement de plage d'estimation (26) pour modifier, sur la base de la force de freinage cible et/ou la force de freinage estimée, ou les deux, des valeurs limites de la plage d'estimation de force de freinage estimée utilisée par le moyen d'estimation de force de freinage (17).
PCT/JP2016/066720 2015-06-11 2016-06-06 Dispositif de freinage électrique WO2016199709A1 (fr)

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JP2015118585A JP6466261B2 (ja) 2015-06-11 2015-06-11 電動ブレーキ装置

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JP2023059245A (ja) * 2021-10-14 2023-04-26 株式会社日立製作所 スマートブレーキシステム及び方法

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AT523549A1 (de) * 2020-03-13 2021-09-15 Greenbrakes Gmbh Elektromechanische bremsenanlage

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JP2003202042A (ja) * 2001-10-22 2003-07-18 Tokico Ltd 電動ディスクブレーキおよびその制御プログラム
JP2013029413A (ja) * 2011-07-28 2013-02-07 Ntn Corp 直動アクチュエータ用の磁気式荷重センサおよび直動アクチュエータ

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JP5272949B2 (ja) * 2009-07-28 2013-08-28 トヨタ自動車株式会社 車両の制振制御装置

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Publication number Priority date Publication date Assignee Title
JP2003202042A (ja) * 2001-10-22 2003-07-18 Tokico Ltd 電動ディスクブレーキおよびその制御プログラム
JP2013029413A (ja) * 2011-07-28 2013-02-07 Ntn Corp 直動アクチュエータ用の磁気式荷重センサおよび直動アクチュエータ

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2023059245A (ja) * 2021-10-14 2023-04-26 株式会社日立製作所 スマートブレーキシステム及び方法
JP7285364B2 (ja) 2021-10-14 2023-06-01 株式会社日立製作所 スマートブレーキシステム及び方法

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