WO2020090376A1 - Dispositif de frein de stationnement électrique - Google Patents

Dispositif de frein de stationnement électrique Download PDF

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Publication number
WO2020090376A1
WO2020090376A1 PCT/JP2019/039613 JP2019039613W WO2020090376A1 WO 2020090376 A1 WO2020090376 A1 WO 2020090376A1 JP 2019039613 W JP2019039613 W JP 2019039613W WO 2020090376 A1 WO2020090376 A1 WO 2020090376A1
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WO
WIPO (PCT)
Prior art keywords
electric motor
current
voltage
electric
parking brake
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Application number
PCT/JP2019/039613
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English (en)
Japanese (ja)
Inventor
安島　俊幸
龍 解
瀬戸　信治
宏樹 武田
達朗 小船
颯太 鈴木
公雄 西野
Original Assignee
日立オートモティブシステムズ株式会社
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Publication of WO2020090376A1 publication Critical patent/WO2020090376A1/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
    • 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
    • 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
    • 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
    • F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature

Definitions

  • the present invention relates to an electric parking brake device used for vehicles such as automobiles.
  • Patent Document 1 As a conventional technique using an electric parking brake device, for example, Patent Document 1 is proposed.
  • Patent Document 1 after the power supply to the electric motor is cut off, a parameter is detected while the electric motor operates in a power generation mode in which the electric motor rotates by inertia, and a motor constant of the electric motor is determined based on the detected parameter.
  • a technique for adjusting the tightening force of the parking brake device is disclosed.
  • An object of the present invention is to solve the above problems and to provide an electric parking brake device that can be operated with an appropriate tightening force according to the load of an electric motor.
  • the features of the present invention include an electric motor, a reduction mechanism that amplifies the rotation torque of the electric motor, and a rotation that converts the rotational motion output from the reduction mechanism into a linear motion.
  • An electric motor equipped with a linear motion conversion mechanism, a piston moved by the rotation / linear motion conversion mechanism, a brake pad pressed against the disc rotor by the thrust of the piston, and an electronic control unit for controlling the rotation of the electric motor.
  • the electronic control unit is configured to apply the electric motor in a section in which the electric motor is started to drive and the electric motor is started to drive, and then the load of the electric motor is increased and the current is increased.
  • an electric parking brake device that can operate with an appropriate tightening force according to the load of the electric motor.
  • FIG. 3 is a control block diagram of model parameters according to the first embodiment of the present invention.
  • FIG. 6 is a waveform diagram of a model parameter estimation operation according to the first embodiment of the present invention. It is a flow chart explaining operation of electronic control means concerning a 1st example of the present invention. It is a control block diagram of a model parameter according to the second embodiment of the present invention. It is a waveform diagram of the estimation operation of the model parameter according to the second embodiment of the present invention.
  • FIG. 1 is an overall configuration diagram of an electric parking brake device according to a first embodiment of the present invention
  • FIG. 2 is a sectional view showing a configuration of a brake caliper shown in FIG.
  • the electric parking brake device is composed of an electric motor, a speed reduction mechanism, a rotation / linear motion conversion mechanism, a piston, a brake pad, and electronic control means.
  • a brake caliper 10 that constitutes an electric parking brake device includes a caliper main body 11 that forms an outer shell, and a hydraulic chamber 12 provided inside the caliper main body 11.
  • a piston 13 is arranged in the hydraulic chamber 12, and the piston 13 has a function of driving the first brake pad 14.
  • a second brake pad 15 is attached to one end of the caliper body 11, and a disc rotor 16 fixed to the axle is arranged between the first brake pad 14 and the second brake pad 15. ing.
  • the disc rotor 16 is sandwiched between the first brake pad 14 and the second brake pad 15 for braking.
  • the piston 13 arranged in the hydraulic chamber 12 is driven by the hydraulic pressure from the hydraulic system MB, the hydraulic pipe 34 from the booster 33 is connected, and the thrust force is applied to the piston 13 by operating the brake pedal 17. Is a structure that occurs.
  • the brake pedal 17 When the brake pedal 17 is operated during normal traveling, the hydraulic pressure is supplied to the hydraulic chamber 12, the piston 13 moves to the left side in FIG. 2, and the first brake pad 14 is pressed against the disc rotor 16. To perform the braking operation.
  • the piston 13 is connected to a speed reduction mechanism 19 via a rotation / linear motion conversion mechanism 18.
  • the rotation / linear motion converting mechanism 18 uses a slide screw, and has a rotary shaft 20 having a spiral screw surface formed on the outer periphery and a screw surface of the rotary shaft 20. It is composed of a linear motion member 21 having a threaded surface inside.
  • the linear motion member 21 can be separated from the piston 13, and the linear motion member 21 can move the piston 13 in the axial direction of the rotary shaft 20 by the rotation of the rotary shaft 20.
  • the rotation / linear motion converting mechanism 18 is provided with a self-locking function part, and when the rotary shaft 20 is rotated, the linear motion member 21 linearly moves, but the rotation of the rotary shaft 20 does not occur. If is stopped, even if a force acts on the linear motion member 21 in the linear motion direction, the linear motion member 21 holds its position. That is, the rotary shaft 20 and the linear motion member 21 have a spiral threaded surface whose lead angle is smaller than the friction angle, and thereby a self-locking function is obtained. Since a rotation / linear motion conversion mechanism utilizing this type of screw surface is well known, detailed description thereof will be omitted.
  • the rotary shaft 20 is fixed to the large-diameter gear 22 of the reduction mechanism 19, and the large-diameter gear 22 meshes with the small-diameter gear 23.
  • the small diameter gear 23 is rotated by the electric motor 24, and the rotation of the electric motor 24 is transmitted to the small diameter gear 23 and the large diameter gear 22 to be decelerated.
  • the rotation torque of the electric motor 24 is amplified and transmitted to the rotary shaft 20 by the rotation of the large diameter gear 22.
  • the electronic control unit 25 controls a relay 27 for energizing / interrupting the battery 26, an H bridge circuit 28 for applying a voltage to the electric motor 24, and each circuit element (not shown).
  • the output signal of the current monitor circuit 30 is input to the microprocessor 29 as the motor current detection value 30S.
  • the voltage detection values 31S and 32S of the voltage monitor circuits 31 and 32 are input to the microprocessor 29, and the voltage difference between the voltage detection values 31S and 32S becomes the terminal voltage V of the motor.
  • the voltage V between the terminals of the motor may directly detect the difference voltage between the terminals of the motor.
  • a motor drive stop signal 28S is output from the electronic control means 25 to the H bridge circuit 28, the electric motor 24 is energized via the H bridge circuit 28 to drive the electric motor 24, and this rotation is performed.
  • the linear motion member 21 and the piston 13 move to the left to press the brake pad 14 against the disc rotor 16 with a predetermined thrust (pressing force) to apply braking (parking brake).
  • I CUT predetermined cutoff current threshold value
  • FIG. 3 is a diagram showing the behavior of thrust and current during an operation of applying a thrust to the piston 13 of the brake caliper 10 constituting the electric parking brake device (hereinafter referred to as an apply operation).
  • timing T1 is a start time when the voltage is applied to the electric motor 24, and the voltage is applied to the winding of the electric motor 24 together with the operation command.
  • the induced voltage is "0" at this time.
  • an inrush current (IR) in which the current rapidly increases occurs according to the time constant due to the electric resistance and the inductance.
  • the rotation of the electric motor 24 starts immediately before the inrush current (IR) reaches the maximum value, but since the induced voltage is generated by the rotation of the electric motor 24, the current decreases from increase to current (ID). After a while, after a while, as shown by the current (IC), the current value becomes almost constant at timing T2.
  • the period between the timings T1 and T2 is the "current decreasing section". At this timing T2, the rotation speed of the electric motor 24 also reaches a substantially constant value.
  • this “current constant section” can include a fluctuation state allowed in control, and means a section that can be regarded as substantially constant from the control point of view. Therefore, the term "current constant section” is included below, but it includes a fluctuation state that is allowed from the viewpoint of control.
  • the “current decrease section” and the “current constant section”, that is, the section from timing T1 to T6 is an idle section.
  • This fantasy section varies depending on the piston position of the electric parking brake device and the wear state of the brake pad 14, and there is an operation mode in which there is almost no "current constant section”.
  • the microprocessor 29 calculates the cutoff current threshold value (I CUT ) from the target thrust (F 1 ) and calculates the actual current value ( The detected current value) is compared with the cutoff current threshold value (I CUT ).
  • the target thrust force F 1 is maintained. This is because the rotation / linear motion converting mechanism 18 having a reverse actuation property (low reverse efficiency) is used so that the electric motor 24 does not rotate even if it is pushed from the piston 13 side. After this timing T8, it becomes a thrust holding section.
  • the holding thrust in the thrust holding section ( ⁇ target thrust F 1 ) is controlled by the cutoff current threshold (I CUT ).
  • the cut-off current threshold value changes depending on factors such as temperature, individual hardware differences, and voltage, but even if the holding thrust varies due to these factors, it is necessary to stop the vehicle. The minimum holding thrust must be guaranteed.
  • the holding thrust is calculated under many assumed conditions, and the cutoff current threshold is determined so that the minimum value in the holding thrust variation distribution exceeds the minimum guaranteed thrust.
  • the maximum value causes an excessive amount of thrust depending on an individual having good mechanical efficiency and motor characteristics, and thus causes excessive stress on the mechanical system of the electric parking brake device, which is a factor of reducing durability.
  • the thrust it is necessary to suppress the excessive dispersion of the holding thrust to the upper limit side while ensuring the minimum guaranteed thrust.
  • the actual thrust can be adjusted between the minimum guaranteed thrust and the allowable upper limit thrust that is the allowable upper limit.
  • the relationship between the cutoff current threshold value and the holding thrust is affected by temperature and the like, it is important to obtain the model parameter of the thrust estimation model each time.
  • FIG. 4 is a block diagram of a control model of the electric parking brake system according to the first embodiment of the present invention.
  • the control model is mainly composed of each component of a battery 26, a master cylinder 35, a microprocessor 29, an electronic control means 25 including a peripheral circuit, a harness 36, an electric motor 24, and a brake caliper 10.
  • the microprocessor 29 uses the switches (in the electronic control means 25) based on the information on the electric current, the voltage of the electric motor 24 and the hydraulic pressure of the master cylinder 35.
  • An On / Off command is issued to a relay or the like) to turn on / off the voltage output of the battery 26.
  • the applied voltage is applied to the electric motor 24 via the harness 36 to drive the electric motor 24 to rotate.
  • the rotation torque generated by the electric motor 24 is input to the brake caliper 10, and the rotation torque of the electric motor 24 that is input in the brake caliper 10 is amplified by the speed reduction mechanism 19 and is transmitted via the rotation / linear motion conversion mechanism 18.
  • the thrust is output to the piston 13. Further, the brake caliper 10 is also provided with the hydraulic action by the master cylinder 35.
  • the following motion equation and voltage equation are derived based on the main elements expressing the operation of the electric parking brake device described above.
  • equation of motion for the clamp section from timing T6 to timing T8 shown in FIG. 3 is expressed as equations (1) and (2).
  • K B in the equation (1) corresponds to the rotation / linear motion conversion efficiency of the rotation / linear motion conversion mechanism 18, and is caused by the total friction coefficient generated in the rotation / linear motion conversion mechanism 18 in the clamp section. ..
  • the "K B” is set to any value.
  • it can be set using a design value.
  • a value obtained empirically may be input.
  • "T CLP " corresponding to thrust in the idling section is "0" so when estimating model parameters (viscosity coefficient, torque constant, friction torque) in the idling section, K B ”can be ignored.
  • V is the voltage between the motor terminals
  • R is the winding resistance (including the harness resistance)
  • L is the inductance
  • the equations (1) and (3) of the electric parking brake device described above include unknown parameters.
  • the voltage equation of equation (3) is summarized in this, the right side of the voltage equation is composed of three terms: resistance voltage drop (RI), inductance voltage drop (LdI / dt), and induced voltage (Kt ⁇ ⁇ ). Since all the terms include unknown coefficients and unknown variables, it is difficult to solve exactly, but if there is an element that can be omitted among these three terms, it can be solved approximately.
  • FIG. 5 is a diagram for explaining a current, a voltage between motor terminals, and an inductance voltage drop when the electric motor according to the first embodiment of the present invention is started.
  • the inductance voltage drop and the induced voltage can be omitted.
  • the inductance voltage reaches a peak at the same time when the electric motor 24 is energized, but the inductance voltage is sufficiently small by the time the current value reaches the maximum value by rapidly decreasing within a few ms. Is becoming Further, since the electric motor gradually increases its rotation speed from the stopped state, the induced voltage (voltage between motor terminals) is relatively small in the period of a few ms immediately after starting.
  • FIG. 6 is a control block diagram of model parameters according to the first embodiment of the present invention
  • FIG. 7 is a waveform diagram of model parameter estimation operation according to the first embodiment of the present invention.
  • the same reference numerals as those in FIG. 1 perform the same operations.
  • the control block 100 mounted on the microprocessor 29 includes a model parameter estimator 110, a drive controller 130 that controls a motor drive signal, and a motor stop determination unit 120.
  • an inrush current (IR) in which the current sharply increases is generated according to the time constant of the electric resistance and the inductance.
  • the model parameter estimator 110 detects and holds the motor current I (T2) at an arbitrary timing (T2) at which the current of the electric motor 24 in the idling section increases.
  • the no-load current INL holds the current value immediately before the timing (T6) when the current increases.
  • the motor stop determination unit 120 outputs a free-run request FRcmd for stopping energization of the electric motor to the drive controller 130, and outputs a motor drive stop signal 28S from the drive controller 130 to the H bridge circuit 28 to turn on the electric motor. Rotate by inertia.
  • the motor back electromotive force E is generated in the motor terminal voltage, so the motor back electromotive force E (T3) is detected at T3.
  • the potential difference between the voltage V (T2) between the motor terminals at the timing T2 and the back electromotive force E (T3) at the timing T3 is the voltage drop (V (T2) ⁇ (V (T2) ⁇ ) due to the motor winding resistance R (including the harness resistance). It can also be detected as E (T3)), or the motor winding resistance R can be derived by dividing by the motor current I (T2) at the timing T2 and used for parameter calculation.
  • Timing T4 derives the torque constant Kt and the like at an arbitrary timing during inertial rotation of the electric motor. After deriving the model parameters, the motor energization is restarted at timing T5. The time interval from timing T2 to T5 can be set arbitrarily. In inertial rotation of the electric motor, the motor rotation speed is reduced by the amount reduced by the viscosity coefficient ⁇ of the electric motor 24 and the speed reduction mechanism 19, the friction torque T frc, and the motor load. After the power supply to the electric motor 24 is stopped, the counter electromotive voltage E (T4) of the motor is also detected at a timing (T4) after a predetermined time has elapsed. The number of times of sampling is preferably set in consideration of the filter circuit time constant of the voltage monitor circuits 31 and 32.
  • the current of the electric motor 24 is detected at the timing (T2) before the free run in which the current is increasing at least, and the counter electromotive voltage E is generated in the free run in which the power supply to the electric motor 24 is stopped.
  • the terminal voltage of the electric motor 24 is detected at the timing (T3), and at an arbitrary timing (T4) when the rotation speed of the electric motor 24 decreases.
  • the detection of the terminal voltage of these electric motors 24 is executed in the normal operation of the parking brake (the electric motor 24 drives the piston and the brake pad presses the disc rotor).
  • the equation for estimating the model parameter is obtained by multiplying both sides of the equation (1) by the torque constant Kt.
  • the suffixes of the back electromotive force E, the motor current I, and the motor rotation speed ⁇ indicate the respective holding values at each timing.
  • the motor load T L is the load torque T load (K B ⁇ T CLP ), the friction torque T frc and viscous torque Itaomega (t) When summarized in, it becomes like the formula (5).
  • the cutoff current threshold value I CUT is calculated from the equation (9) by using each model parameter derived using the free-run section and the target torque T cmd converted from the target thrust force F 1 into the torque value.
  • the motor rotation speed ⁇ is calculated using the result obtained by setting Ldi / dt ⁇ 0 in the equation (3), and the cutoff current threshold value I CUT is repeatedly calculated until the application is completed.
  • the model parameters that can be finally estimated can estimate the torque constant Kt and the loss torque (viscosity coefficient ⁇ , friction torque T frc ), and the estimation accuracy is high.
  • the clamping force is generated, the detected current value of the electric motor 24 increases, and the current value reaches the cutoff current threshold value I CUT calculated at the timing T7.
  • the cutoff current threshold value I CUT I CUT
  • FIG. 8 is a flow chart for explaining the operation of the electronic control means according to the first embodiment of the present invention. Here, an example is shown in which it is determined whether the terminal voltage of the electric motor 24 has crossed zero at timing T4.
  • a predetermined time After the start of energization of the electric motor 24, it is determined whether a predetermined time has passed and a predetermined current value (for example, 4A to 11A) has been reached (S103). If the current has not reached the predetermined current, this operation is repeated.
  • a predetermined current value for example, 4A to 11A
  • the terminal voltage / current of the electric motor 24 is detected at the timing T2 when the rotation speed of the electric motor 24 is stable (S104).
  • the terminal voltage of the electric motor 24 is detected at timing T4, and it is determined whether the voltage crosses zero (S106). If the voltage does not cross zero, this operation is repeated. When the voltage crosses zero, the energization of the electric motor 24 is restarted (S107).
  • the winding resistance R of the electric motor 24 can be calculated from the terminal voltage / current of the electric motor 24 detected at the timing T2 and the timing T3 (S201). Further, the model parameters of the torque constant Kt and the loss torque (viscosity coefficient ⁇ , friction torque T frc ) are calculated from the terminal voltage of the electric motor 24 at the timing T4 (S202).
  • the electric parking brake device estimates the model parameter during the apply operation and calculates the cutoff current threshold value.
  • a cutoff current threshold calculation model for controlling the thrust of the piston is provided, and a free run section is provided in a section where the load torque T load of the electric motor increases, and at least the voltage value applied to the electric motor is set.
  • the current value is detected a plurality of times, a predetermined estimation calculation is performed using the plurality of voltage values and current values to estimate the model parameter used for the cutoff current threshold value calculation unit, and this model parameter is used.
  • the cut-off current threshold value is calculated. Moreover, these operations are executed each time the electric parking brake device is operated.
  • the free-run section is provided in the section where the load torque T load is generated, and the model parameter of the cutoff current threshold calculation unit can be reliably estimated and calculated. It is possible to estimate the cutoff current threshold value with high accuracy.
  • the model parameter can be reliably estimated and calculated even in the section in which the load torque T load is generated and the motor current is increased. Therefore, even in the operation mode in which there is almost no "current constant section", Since the back electromotive force E (T4) of the motor is also detected at a timing (T4) after a lapse of a predetermined time after stopping the energization, the torque constant Kt, the viscosity coefficient ⁇ , and the friction torque T frc are based on the detection results. Since the calculated cut-off current threshold value is set, it is possible to provide an electric parking brake device that can operate with an appropriate tightening force. Further, since the rotation speed information from the rotation sensor is not used for estimating these model parameters, the rotation sensor can be omitted.
  • FIG. 8 is a control block diagram of model parameters according to the second embodiment of the present invention
  • FIG. 9 is a waveform diagram of model parameter estimation operation according to the second embodiment of the present invention. 8 and 9, the same reference numerals as those in FIGS. 5 and 6 perform the same operation.
  • the control block 101 in FIG. 8 includes a transient model parameter estimator 111 that estimates a model parameter in a section in which the current decreases after the electric motor 24 is energized and before the current reaches a constant current section where the current is substantially constant.
  • model parameters such as torque constants are estimated by the transient model parameter estimator 111 and the model parameter estimator 110 in different operating states, and model parameter estimation accuracy is obtained using a plurality of results estimated in different operating states. Is highly accurate. This point is different from the first embodiment.
  • the model parameter estimator 110 is used to generate the free-run section described in FIGS. 6 and 7, and the torque constant Kt2 can be obtained.
  • the motor stop determination unit 121 accurately calculates the torque constant Kt by averaging the torque constant Kt1 and the torque constant Kt2, and calculates the target cutoff current threshold value (I CUT ) based on the equation (9).
  • the cutoff current threshold value (I CUT ) is compared with the actual current value, and it is determined that the actual current value exceeds the cutoff current threshold value (I CUT ) and cut off to the drive signal 120S transmitted to the drive controller 130. Request.
  • the electronic control unit 25 cuts off the current supplied to the electric motor 24 when the actual current value actually flowing in the electric motor 24 reaches the cutoff current threshold value (I CUT ), and thrusts the electric motor 24. It will move to the holding section.
  • the accuracy of the torque constant is improved by using the averaging process of the torque constant Kt1 and the torque constant Kt2, but the torque constant Kt1 estimated by the transient model parameter estimator 111 and the model parameter estimator 110 are estimated. It is also possible to make the parameter estimation calculation highly reliable by using either one of the torque constants within a preset range using the torque constant Kt2.
  • the cutoff current threshold calculation model for controlling the thrust of the piston is provided, and the current after the inrush current generated when the electric motor is energized is substantially constant.
  • the current decrease section before reaching the section at least the voltage value and the current value applied to the electric motor are detected a plurality of times, and a predetermined estimation calculation is performed using the plurality of voltage values and the current value. Further, an average value with the result of a predetermined estimation calculation based on the free-run section is obtained, the model parameter used for the cutoff current threshold calculation is estimated, and the cutoff current threshold is calculated using this model parameter. .. Moreover, these operations are executed each time the electric parking brake device is operated.
  • the second embodiment it is possible to perform highly accurate model parameter estimation calculation from two operating states, that is, within the current decreasing section before reaching the constant current section and in the constant current section of the constant current section.
  • the thrust control accuracy based on the cutoff current threshold value can be improved.
  • the rotation sensor since the rotation speed information by the rotation sensor is not used for estimating these model parameters, the rotation sensor can be omitted.
  • the present invention is not limited to the above-described embodiments, but includes various modifications.
  • the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described.
  • a part of the configuration of a certain embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of a certain embodiment.
  • other configurations can be added / deleted / replaced.

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

Abstract

L'objet de la présente invention est de fournir un dispositif de frein de stationnement électrique qui est capable de fonctionner avec une force de serrage appropriée. Par conséquent, la présente invention comporte : un piston (13) qui est déplacé par un moteur électrique (24) et qui presse une plaquette de frein (15) contre un rotor à disque (16) ; et un moyen de commande électronique (25) permettant de commander la rotation du moteur électrique (24). Le moyen de commande électronique (25) produit un état dans lequel l'excitation du moteur électrique (24) est arrêtée, dans une période pendant laquelle le dispositif de frein de stationnement électrique est appliqué et la charge sur le moteur électrique (24) augmente et le courant augmente après le démarrage de l'entraînement du moteur électrique (24), détecte une tension et un courant pendant l'excitation du moteur électrique (24), une tension lorsque l'excitation du moteur électrique (24) est arrêtée, et une tension après une durée prédéterminée pendant laquelle le nombre de rotations du moteur électrique (24) diminue, à partir de l'arrêt de l'excitation du moteur électrique, calcule la constante de couple du moteur électrique (24) au moyen des tensions et du courant détectés et règle un seuil de courant de coupure destiné au moteur électrique (24) au moyen de la constante de couple calculée.
PCT/JP2019/039613 2018-11-01 2019-10-08 Dispositif de frein de stationnement électrique WO2020090376A1 (fr)

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JP2018-206375 2018-11-01
JP2018206375A JP7136662B2 (ja) 2018-11-01 2018-11-01 電動パーキングブレーキ装置

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022167269A1 (fr) * 2021-02-08 2022-08-11 Hitachi Astemo France Unité de commande électronique d'un moteur d'un frein de stationnement électrique avec un convertisseur boost
WO2023062833A1 (fr) * 2021-10-15 2023-04-20 日立Astemo株式会社 Dispositif de frein de stationnement électrique et dispositif de commande de frein
WO2023074891A1 (fr) * 2021-10-29 2023-05-04 株式会社アドヴィックス Dispositif cylindre électrique
JP7431972B2 (ja) 2020-07-07 2024-02-15 日立Astemo株式会社 電動パーキングブレーキ制御装置

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7332541B2 (ja) 2020-06-26 2023-08-23 日立Astemo株式会社 電動パーキングブレーキ装置およびブレーキ制御装置

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JP2015512824A (ja) * 2012-04-04 2015-04-30 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング パーキングブレーキによって生ぜしめられた締付力を供給するための方法
WO2016104683A1 (fr) * 2014-12-27 2016-06-30 日立オートモティブシステムズ株式会社 Dispositif de frein
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JP7431972B2 (ja) 2020-07-07 2024-02-15 日立Astemo株式会社 電動パーキングブレーキ制御装置
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