WO2021246123A1 - Electric-brake-system control device and electric-brake-system control method - Google Patents

Electric-brake-system control device and electric-brake-system control method Download PDF

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Publication number
WO2021246123A1
WO2021246123A1 PCT/JP2021/018186 JP2021018186W WO2021246123A1 WO 2021246123 A1 WO2021246123 A1 WO 2021246123A1 JP 2021018186 W JP2021018186 W JP 2021018186W WO 2021246123 A1 WO2021246123 A1 WO 2021246123A1
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WO
WIPO (PCT)
Prior art keywords
brake
brake system
control
power
control unit
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PCT/JP2021/018186
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French (fr)
Japanese (ja)
Inventor
敏明 中村
拓也 臼井
大輔 後藤
治彦 藤田
宏紀 滝本
Original Assignee
日立Astemo株式会社
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Priority to CN202180039810.6A priority Critical patent/CN115702099A/en
Publication of WO2021246123A1 publication Critical patent/WO2021246123A1/en

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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
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • 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
    • 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

Definitions

  • the present invention relates to a control device for an electric brake system and a control method for the electric brake system.
  • Patent Document 1 discloses a technique for outputting drive torque only from a drive device provided in the other drive system when one of the first drive system and the second drive system fails. Has been done.
  • Patent Document 2 shows an example having a means for minimizing the current loss by changing the distribution ratio of the brake load to a plurality of electric brakes when the wheel speed is equal to or less than a certain value.
  • Patent Document 1 when one drive system fails, only the drive device provided in the other drive system is operated, but it is necessary because power is supplied to the other drive system during normal driving. Since the electric power is consumed as described above, there is a problem in reducing the electric power consumption.
  • Patent Document 2 the power supply to the motor during the brake operation is suppressed, but since the power is supplied to the brake control system regardless of the presence or absence of the brake operation, there is room for improvement in reducing the power consumption. rice field.
  • An object of the present invention is to provide a control device for an electric brake system and a control method for the electric brake system, which can reduce power consumption regardless of the presence or absence of braking operation.
  • the present invention has a first brake system composed of a first brake control unit and a plurality of first brake caliper control units connected to the first brake control unit, a second brake control unit, and a second brake control unit.
  • a control device for an electric brake system including at least two or more brake systems of the second brake system composed of a plurality of second brake caliper control units connected to the second brake control unit, wherein the first brake is provided.
  • the control unit includes a first situation determination unit that controls power on / off to the plurality of first brake caliper control units based on vehicle travel information, and the second brake control unit is during travel and braking. It is characterized by including a second situation determination unit that controls power on and power off to the plurality of second brake caliper control units based on the traveling information of the vehicle during operation.
  • control device for an electric brake system and a control method for the electric brake system, which can reduce power consumption regardless of the presence or absence of braking operation.
  • FIG. 1 shows the block composition example of the control device of the electric brake system which concerns on embodiment of this invention. It is a figure which shows the block composition example which shows the structure of the brake ECU 115 in FIG. It is a figure which shows the block composition example of the control device of the electric brake system which concerns on modification 1.
  • FIG. It is a figure which shows the block composition example of the control device of the electric brake system which concerns on modification 2.
  • FIG. This is an example of the caliper power control unit 138 arranged in the caliper ECU 109 of FIG. It is a flowchart which shows the operation of the diagnosis and the situation determination in the brake ECU by the instruction from the upper system ECU 123 in FIG.
  • FIG. 1 is a diagram showing a block configuration example of a control device for an electric brake system according to an embodiment of the present invention.
  • the electric calipers 105 to 108 are parts constituting a disc brake that applies braking force to the front wheels 101, 102 and the rear wheels 103, 104 of the vehicle, and the opening and closing of the brake pads sandwiching the brake disc is controlled by an electric motor. It has a function to do.
  • the caliper ECUs 109 to 114 are mainly composed of an MPU that controls the motor in the caliper, a motor driver IC, and an inverter.
  • two caliper ECUs 109 and 110 are connected to the electric caliper 105
  • two caliper ECUs 111 and 112 are connected to the electric caliper 106.
  • one caliper ECU 113 is connected to the electric caliper 107
  • one caliper ECU 114 is connected to the electric caliper 108.
  • the brake ECUs 115 and 116 are functions for controlling the braking force of the caliper ECUs 109 to 114. Details will be described later.
  • the power supplies 117 and 118 supply power to the entire brake system via the brake ECUs 115 and 116.
  • the wheel speed sensor 119 detects the rotational speed of the front wheel 102 and the rear wheel 103 located diagonally thereof. Further, the wheel speed sensor 120 (second wheel speed sensor) detects the rotational speed of the front wheel 101 and the rear wheel 104 located diagonally thereof.
  • the stroke sensors 121 and 122 detect the amount of depression of the driver's brake pedal and connect to the brake ECUs 115 and 116, respectively.
  • the host system ECU 123 gives a brake operation instruction to the brake ECUs 115 and 116 on behalf of the driver by the communication network 136 and 137.
  • the higher-level system ECU 123 may be a chassis ECU that integrally controls a so-called chassis system of steering, suspension, and brake, or an automatic operation ECU that controls higher-level automatic operation.
  • the host system ECU 123 acquires vehicle surrounding information (vehicle traveling information) such as cameras and sensors required for automatic driving, and transmits the acquired vehicle surrounding information to the brake ECUs 115 and 116.
  • the group of the power supply 117, the brake ECU 115 (first brake control unit), the caliper ECUs 110, 111, 113 (plural first brake caliper control units), the wheel speed sensor 119, and the stroke sensor 121 is referred to as the first brake system system. ..
  • the brake system of this embodiment has two brake systems (first brake system and second brake system), but may be configured by three or more brake systems.
  • the brake system is preferably composed of at least two or more brake systems in case of failure.
  • the diagnosis unit 1151 (first diagnosis unit) performs failure diagnosis of the first brake system connected to the communication network 128 in this brake system.
  • diagnosis for example, two motor rotation angle sensors are provided, and by comparing their values, it is always determined whether the sensors are normal or abnormal.
  • the situation determination unit 1152 (first situation determination unit) inputs the wheel rotation speed (wheel speed) from the wheel speed sensor 119 and information on the surroundings of the vehicle while traveling from the host system ECU 123 for the first brake system. And the direction of travel of the vehicle (travel information of the vehicle), for example, the distance between the vehicle and the vehicle in front and the information on the road surface, and based on the information, the power is turned on and off for the first brake system.
  • a control instruction for controlling the above is input to the power supply unit 1153.
  • the power supply unit 1153 controls the power supplied to the power supply lines 124 and 125 by the power on / power off signals from the diagnosis unit 1151 and the situation determination unit 1152.
  • failure diagnosis of the second brake system and power control according to the traveling situation are performed.
  • FIG. 2 is a diagram showing a block configuration example showing the configuration of the brake ECU 115 in FIG. 1.
  • FIG. 2 shows the configuration of the diagnosis unit 1151, the situation determination unit 1152, and the power supply unit 1153.
  • the MPU1154 is a microcomputer unit, and executes the functions of the diagnosis unit 1151 and the situation determination unit 1152 as a program.
  • the power supply unit 1153 is composed of electromagnetic relays 1155 and 1156 and OR circuits 1157 and 1158.
  • the electromagnetic relay 1155 connects the power supply 117 and the power supply line 124 while the “1” input, which is a power-on permission signal, is input from at least one of the diagnostic unit 1151 and the situation determination unit 1152. If both signals from both are "0", the power is turned off.
  • the electromagnetic relay 1156 also operates in the same manner, and connects / disconnects the power supply 117 and the power supply line 125. The same applies to the diagnostic unit 1161 (second diagnostic unit), the status determination unit 1162 (second status determination unit), and the power supply unit 1163 in the brake ECU 116 of FIG. 1.
  • the calipers ECUs 109 to 114 are used. Power consumption can be suppressed.
  • FIG. 3 is a diagram showing a block configuration example of the control device of the electric brake system according to the modified example 1.
  • FIG. 3 is an example in which the power supply units 1153 and 1163 in the brake ECUs 115 and 116 of FIG. 1 are arranged as individual power supply units 130 to 135 in the caliper ECUs 109 to 114.
  • Other configurations are the same as those in FIG.
  • Power on / off instruction information for the power supply of each caliper ECU is performed via the communication networks 128 and 129.
  • the power supply to the caliper ECUs 109 to 114 can be individually controlled, and the reduction of the power consumption can be controlled with higher accuracy.
  • the power supply for the power supply to the caliper ECU 110 connected to the brake 1 system is turned on, and the power supply for the power supply to the caliper ECU 111 is turned off.
  • the first modification it is possible to individually control the on / off of the power supply for the power supply to the caliper ECU connected to the same system.
  • FIG. 4 is a diagram showing a block configuration example of the control device of the electric brake system according to the modification 2.
  • FIG. 4 is an example in which the functions of the brake ECUs 115 and 116 of FIG. 1 are arranged as caliper power control units 138 to 143 in the caliper ECUs 109 to 114.
  • Other configurations are the same as those in FIG.
  • the host system ECU 123 and the caliper ECUs 109 to 114 are directly connected by a communication network 136,137, and the brake ECUs 115 and 116 shown in FIGS. 1 and 3 are omitted.
  • FIG. 5 is an example of the caliper power control unit 138 arranged in the caliper ECU 109 of FIG.
  • the MPU1154 is a microcomputer unit, and executes the functions of the diagnostic unit 1151 and the situation determination unit 1152 as a program.
  • the power supply unit 1153 is composed of an electromagnetic relay 1155 and an OR circuit 1157.
  • the electromagnetic relay 1155 connects the power supply line 124 and the power supply line in the caliper ECU 109 while the power-on permission signal “1” is input from at least one of the diagnostic unit 1151 and the situation determination unit 1152. .. If both signals from both are "0", the power line is disconnected.
  • the caliper power control units 139 to 143 arranged in the caliper ECUs 110 to 114 of FIG.
  • the second modification since the power supply to the caliper ECUs 109 to 114 is individually diagnosed and the situation is judged, the reduction of the power consumption can be controlled with higher accuracy.
  • the on / off of the power supply for the power supply to the caliper ECU connected to the same system can be individually controlled.
  • the two brake systems may be connected to one of the front wheels 101 and 102 and the other to the rear wheels 103 and 104.
  • the first brake system is connected to the caliper ECUs 109 to 112
  • the second brake system is connected to the caliper ECUs 113 and 114.
  • the connection to the caliper ECUs 109 to 114 is made via the host system ECU 123.
  • FIG. 6 is a flowchart showing the operation of diagnosis and situation determination in the brake ECU according to the instruction from the host system ECU 123 in FIG.
  • the host system ECU 123 turns on the power of the two brake ECUs 115.116 (step S601), issues an instruction to the diagnostic unit 1151.1161 in the two brake ECUs 115.116 at the same time, and executes the failure diagnosis of the two brake systems in parallel. (Step S602).
  • an operation instruction is issued to either the situation judgment unit 1152 or the situation judgment unit 1162, and the situation diagnosis program operates. It is up to the host system ECU 123 to decide which one to give the operation instruction to or which one to give the instruction to both.
  • FIG. 7 is a flowchart showing the operation of the failure diagnosis program in the diagnosis units 1151 and 1161.
  • the diagnosis unit 1151,1161 determines whether or not a failure diagnosis instruction has been given from the host system ECU 123 (step S701). When a failure diagnosis instruction is given from the host system ECU 123 in step S701 (YES in step S701), the diagnosis unit 1151 diagnoses whether or not there is a failure in the first brake system (step S702).
  • step S701 When there is no failure diagnosis instruction from the host system ECU 123 (NO in step S701), the control status is notified to the host system ECU 123 (step S706).
  • step 702 when it is diagnosed that the first brake system has a failure (YES in step S702), the power of the first brake system is turned off (step S703), and the control state is notified to the host system ECU 123 (step S706).
  • the diagnosis unit 1161 diagnoses whether or not the second brake system has a failure (step S704).
  • step S704 If it is determined in step S704 that the second brake system has a failure (YES in step S704), the power of the second brake system is turned off (step S705), and the control status is notified to the host system ECU 123 (step S706).
  • step S704 When the second brake system is diagnosed as having no failure in step S704 (NO in step S704), the control state is notified to the host system ECU 123 (step S706).
  • the situation determination unit 1152, 1162 determines whether or not there is a power control instruction from the host system ECU 123 (step S801). In step S801, when the power control instruction is given from the upper system ECU 123 (YES in step S801), the situation determination units 1152, 1162 determine whether or not there is information from the upper system ECU 123 that the traveling road is dry. (Step S802).
  • step S801 When there is no power control instruction from the host system ECU 123 (NO in step S801), the power of the first brake system is turned on (step S806), and the control status is notified to the host system ECU 123 (step S807). When there is no instruction from the host system ECU 123, the power to both the first brake system and the second brake system is turned on.
  • step 802 when there is information that the road is dry (YES in step S802), the wheel speed sensor 119 detects the wheel speed (step S803).
  • step 802 when there is no information from the host system ECU 123 that the road is dry (NO in step S802), the power of the first brake system is turned on (step S806), and the control status is notified to the host system ECU 123 (step S807). ).
  • step S806 when there is no information from the host system ECU 123 that the road is dry, the power to both the first brake system and the second brake system is turned on.
  • the situation determination unit 1152, 1162 determines whether or not the wheel rotation speed (wheel speed) detected in step S803 is equal to or less than a predetermined threshold value T (step S804), and when the wheel speed is equal to or less than the threshold value T. (YES in step S804), the power of the first brake system is turned off (step S805), and the control state is notified to the host system ECU 123 (step S807).
  • step S804 when the wheel speed is not equal to or less than the threshold value T (NO in step S804), the power of the first brake system is turned on (step S806), and the control state is notified to the host system ECU 123 (step S807).
  • the power to both the first brake system and the second brake system is turned on.
  • the braking force for stopping the vehicle can be small, so that the power of the ECU in one brake system is turned on and the ECU in the other brake system is turned on.
  • the power is turned off to reduce power consumption.
  • the situation determination unit 1152, 1162 of the present embodiment receives an instruction from the host system ECU 123, and is either the first brake system or the second brake system based on the traveling information and the wheel speed of the wheel speed sensor. Turn off the power of.
  • the power consumption consumed by the ECU can be reduced regardless of the presence or absence of the braking operation.
  • the on / off of the power supply of the first brake system is controlled, but the on / off of the power supply of the second brake system may be controlled instead of the first brake system. ..
  • the wheel speed of the wheel is detected by the wheel speed sensor 120.
  • the operation of the power supply unit in the traveling direction of the vehicle will be described.
  • the power of the ECU in both brake systems is turned on to perform normal brake control.
  • the vehicle is traveling backward, only the power of the ECU in one of the brake systems is turned on, and the brake control in the power saving mode is performed.
  • FIG. 9 is a flowchart of power supply control according to the traveling direction of the vehicle in the situation determination unit 1152, 1162.
  • the situation determination unit 1152, 1162 determines whether or not there is a power control instruction from the host system ECU 123 (step S901). In step S901, when a power control instruction is given from the upper system ECU 123 (YES in step S901), the situation determination units 1152 and 1162 acquire the traveling information of the vehicle from the upper system ECU 123, and the vehicle travels backward. It is determined whether or not it is present (step S902).
  • step S901 When there is no power control instruction from the host system ECU 123 (NO in step S901), the power of the first brake system is turned on (step S904), and the control status is notified to the host system ECU 123 (step S905).
  • step 902 when the vehicle is traveling backward (YES in step S902), the power of the frame 1 system is turned off (step S903), and the control state is notified to the host system ECU 123 (step S905).
  • step S902 when the vehicle is not traveling backward (NO in step S902), the power of the first brake system is turned on (step S904), and the control state is notified to the host system ECU 123 (step S905).
  • the braking force for stopping the vehicle can be small, and the power supply of the ECU in one of the brake systems is used. It is turned on and the power of the ECU in the other brake system is turned off to reduce power consumption.
  • the power consumption consumed by the ECU can be reduced regardless of the presence or absence of the braking operation.
  • the operation of the power supply unit in regenerative coordination will be explained. While the vehicle is running, the power supply of the electric brake is controlled by the degree of coordination between the regenerative brake and the electric brake by the drive motor to improve the regenerative efficiency.
  • FIG. 10 is a flowchart of power supply control according to the regenerative coordination of the vehicle in the situation judgment unit 1152, 1162.
  • the situation determination unit 1152, 1162 determines whether or not there is a power supply control instruction according to the regenerative coordination from the host system ECU 123 (step S1001). When a power supply control instruction is given from the host system ECU 123 in step S1001 (YES in step S1001), the situation determination units 1152 and 1162 determine whether or not braking is possible only with the regenerative brake (step S1002).
  • step S1001 When there is no power control instruction from the host system ECU 123 (NO in step S1001), the power of the first brake system is turned on (step S1004), and the control status is notified to the host system ECU 123 (step S1005).
  • step 1002 when braking is possible only with the regenerative brake (YES in step S1002), the power of the first flex system is turned off (step S1003), and the control state is notified to the host system ECU 123 (step S1005).
  • step S1002 when braking is not possible only by regenerative braking (NO in step S1002), the power of the first brake system is turned on (step S1004), and the control state is notified to the host system ECU 123 (step S1005).
  • the power to one of the brake systems is turned off, but both brake systems (first brake system and second brake) are turned off.
  • the power to the system) may be turned off.
  • the power supply of the electric brake is controlled by the degree of coordination between the regenerative brake and the electric brake by the drive motor while the vehicle is running, the power consumption can be reduced and the regenerative efficiency can be improved. ..
  • the present invention is not limited to the above-described embodiment, and includes various modifications.
  • the above-mentioned examples 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 described configurations.

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

Abstract

The purpose of the present invention is to reduce power consumption in an electric brake system regardless of whether or not the brake is in operation.　The present invention includes: a first brake system consisting of a brake ECU 1151 and brake caliper ECUs 110, 111, 113; and a second brake system consisting of a brake ECU 1161 and brake caliper ECUs 109, 112, 114.　The brake ECU 1151 includes a situation determination unit 1152 that controls turning on/off of a power source for the brake caliper ECUs 110, 111, 113 on the basis of vehicle traveling information, and the brake ECU 1161 includes a situation determination unit 1162 that controls turning on/off of a power source for the brake caliper ECUs 109, 112, 114 on the basis of vehicle traveling information during traveling and during braking operation.

Description

電動ブレーキシステムの制御装置及び電動ブレーキシステムの制御方法Control device for electric brake system and control method for electric brake system
　本発明は、電動ブレーキシステムの制御装置及び電動ブレーキシステムの制御方法に関する。 The present invention relates to a control device for an electric brake system and a control method for the electric brake system.
　近年、自動車の電動化が進んでおり、ブレーキやステアリング等においてもモータ制御の適用による電動化が拡大している。そのためモータのみならず、モータの動作状態を検出するセンサや制御を行うＭＰＵ（Micro-processing unit)等の電気電子系も含めた低消費電力化が重要な課題となる。 In recent years, the electrification of automobiles has progressed, and the electrification by applying motor control to brakes, steering, etc. is expanding. Therefore, it is an important issue to reduce the power consumption of not only the motor but also the electric and electronic systems such as the sensor that detects the operating state of the motor and the MPU (Micro-processing unit) that controls the motor.
　電力の低減技術としては、例えば特許文献１及び特許文献２に記載のような装置が提案されている。 As a power reduction technique, for example, devices as described in Patent Document 1 and Patent Document 2 have been proposed.
　特許文献１には、第１駆動システムと第２駆動システムとのいずれか一方の駆動システムがフェールした場合に、もう一方の駆動システムに設けられた駆動装置のみから駆動トルクを出力する技術が開示されている。 Patent Document 1 discloses a technique for outputting drive torque only from a drive device provided in the other drive system when one of the first drive system and the second drive system fails. Has been done.
　また、特許文献２には、車輪速が一定値以下の場合に、複数の電動ブレーキに対するブレーキ荷重の配分比率を変え、電流損失の最小化を図る手段を有する例が示されている。 Further, Patent Document 2 shows an example having a means for minimizing the current loss by changing the distribution ratio of the brake load to a plurality of electric brakes when the wheel speed is equal to or less than a certain value.
特開２０１８―１８２８７４号公報Japanese Unexamined Patent Publication No. 2018-182874 特開２０１５―０６３１５４号公報Japanese Unexamined Patent Publication No. 2015-063154
　特許文献１では、一方の駆動システムがフェールした場合に、他方の駆動システムに設けられた駆動装置のみを動作させるが、通常走行時においては他方の駆動システムに電力が供給されているので、必要以上に電力が消費されてしまい、消費電力の低減に課題があった。 In Patent Document 1, when one drive system fails, only the drive device provided in the other drive system is operated, but it is necessary because power is supplied to the other drive system during normal driving. Since the electric power is consumed as described above, there is a problem in reducing the electric power consumption.
　また、特許文献２では、ブレーキ動作時のモータへの電力供給を抑制しているが、ブレーキ動作の有無に関わらずブレーキ制御システムに電力供給されているので、消費電力低減に改良の余地があった。 Further, in Patent Document 2, the power supply to the motor during the brake operation is suppressed, but since the power is supplied to the brake control system regardless of the presence or absence of the brake operation, there is room for improvement in reducing the power consumption. rice field.
　本発明の目的は、ブレーキ動作の有無に関わらず消費電力を低減することができる電動ブレーキシステムの制御装置及び電動ブレーキシステムの制御方法を提供することにある。 An object of the present invention is to provide a control device for an electric brake system and a control method for the electric brake system, which can reduce power consumption regardless of the presence or absence of braking operation.
　上記目的達成するために本発明は、第１ブレーキ制御部及び前記第１ブレーキ制御部と接続される複数の第１ブレーキキャリパ制御部により構成される第１ブレーキ系統と、第２ブレーキ制御部及び前記第２ブレーキ制御部と接続される複数の第２ブレーキキャリパ制御部により構成される第２ブレーキ系統の少なくとも２つ以上のブレーキ系統を備える電動ブレーキシステムの制御装置であって、前記第１ブレーキ制御部は、車両の走行情報に基づいて前記複数の第１ブレーキキャリパ制御部への電源オン及び電源オフを制御する第１状況判断部を備え、前記第２ブレーキ制御部は、走行時及びブレーキ動作時における車両の走行情報に基づいて前記複数の第２ブレーキキャリパ制御部への電源オン及び電源オフを制御する第２状況判断部を備えたことを特徴とする。 In order to achieve the above object, the present invention has a first brake system composed of a first brake control unit and a plurality of first brake caliper control units connected to the first brake control unit, a second brake control unit, and a second brake control unit. A control device for an electric brake system including at least two or more brake systems of the second brake system composed of a plurality of second brake caliper control units connected to the second brake control unit, wherein the first brake is provided. The control unit includes a first situation determination unit that controls power on / off to the plurality of first brake caliper control units based on vehicle travel information, and the second brake control unit is during travel and braking. It is characterized by including a second situation determination unit that controls power on and power off to the plurality of second brake caliper control units based on the traveling information of the vehicle during operation.
　本発明によれば、ブレーキ動作の有無に関わらず消費電力を低減することができる電動ブレーキシステムの制御装置及び電動ブレーキシステムの制御方法を提供することができる。 According to the present invention, it is possible to provide a control device for an electric brake system and a control method for the electric brake system, which can reduce power consumption regardless of the presence or absence of braking operation.
本発明の実施例に係る電動ブレーキシステムの制御装置のブロック構成例を示す図である。It is a figure which shows the block composition example of the control device of the electric brake system which concerns on embodiment of this invention. 図１におけるブレーキＥＣＵ１１５の構成を示すブロック構成例を示す図である。It is a figure which shows the block composition example which shows the structure of the brake ECU 115 in FIG. 変形例１に係る電動ブレーキシステムの制御装置のブロック構成例を示す図である。It is a figure which shows the block composition example of the control device of the electric brake system which concerns on modification 1. FIG. 変形例２に係る電動ブレーキシステムの制御装置のブロック構成例を示す図である。It is a figure which shows the block composition example of the control device of the electric brake system which concerns on modification 2. FIG. 図４のキャリパＥＣＵ１０９内に配置したキャリパ電力制御部１３８の一例である。This is an example of the caliper power control unit 138 arranged in the caliper ECU 109 of FIG. 図１における上位システムＥＣＵ１２３からの指示によるブレーキＥＣＵでの診断、状況判断の動作を示すフローチャートである。It is a flowchart which shows the operation of the diagnosis and the situation determination in the brake ECU by the instruction from the upper system ECU 123 in FIG. 診断部１１５１，１１６１における故障診断プログラムの動作を示すフローチャートである。It is a flowchart which shows the operation of the failure diagnosis program in the diagnosis unit 1151,1161. 状況判断部１１５２，１１６２における車両の走行状況に応じた電力供給制御のフローチャートである。It is a flowchart of the power supply control according to the traveling condition of the vehicle in the situation determination part 1152, 1162. 状況判断部１１５２，１１６２における車両の走行方向に応じた電力供給制御のフローチャートである。It is a flowchart of the power supply control according to the traveling direction of the vehicle in the situation determination part 1152, 1162. 状況判断部１１５２，１１６２における車両の回生協調に応じた電力供給制御のフローチャートである。It is a flowchart of the power supply control according to the regenerative coordination of the vehicle in the situation determination part 1152, 1162.
　以下、本発明の実施例について図面を用いて説明する。図１は、本発明の実施例に係る電動ブレーキシステムの制御装置のブロック構成例を示す図である。 Hereinafter, examples of the present invention will be described with reference to the drawings. FIG. 1 is a diagram showing a block configuration example of a control device for an electric brake system according to an embodiment of the present invention.
　図１において、電動キャリパ１０５～１０８は、車の前輪１０１，１０２及び後輪１０３，１０４に制動力を与えるディスクブレーキを構成する部品であり、ブレーキディスクを挟むブレーキパッドの開閉を電動モータで制御する機能を備えている。 In FIG. 1, the electric calipers 105 to 108 are parts constituting a disc brake that applies braking force to the front wheels 101, 102 and the rear wheels 103, 104 of the vehicle, and the opening and closing of the brake pads sandwiching the brake disc is controlled by an electric motor. It has a function to do.
　キャリパＥＣＵ１０９～１１４は主にキャリパ内のモータを制御するＭＰＵとモータドライバＩＣとインバータで構成されている。本実施例においては、電動キャリパ１０５には、２つのキャリパＥＣＵ１０９，１１０が接続されており、電動キャリパ１０６には２つのキャリパＥＣＵ１１１，１１２が接続されている。また、電動キャリパ１０７には、１つのキャリパＥＣＵ１１３が接続されており、電動キャリパ１０８には１つのキャリパＥＣＵ１１４が接続されている。 The caliper ECUs 109 to 114 are mainly composed of an MPU that controls the motor in the caliper, a motor driver IC, and an inverter. In this embodiment, two caliper ECUs 109 and 110 are connected to the electric caliper 105, and two caliper ECUs 111 and 112 are connected to the electric caliper 106. Further, one caliper ECU 113 is connected to the electric caliper 107, and one caliper ECU 114 is connected to the electric caliper 108.
　ブレーキＥＣＵ１１５，１１６はキャリパＥＣＵ１０９～１１４に対し制動力制御を行う機能である。詳細については後述する。 The brake ECUs 115 and 116 are functions for controlling the braking force of the caliper ECUs 109 to 114. Details will be described later.
　電源１１７、１１８はブレーキＥＣＵ１１５，１１６を介して本ブレーキシステム全体に電源を供給する。 The power supplies 117 and 118 supply power to the entire brake system via the brake ECUs 115 and 116.
　車輪速センサ１１９（第１車輪速センサ）は前輪１０２とその対角に位置する後輪１０３の回転速度を検出する。また、車輪速センサ１２０（第２車輪速センサ）は、前輪１０１とその対角に位置する後輪１０４の回転速度を検出する。 The wheel speed sensor 119 (first wheel speed sensor) detects the rotational speed of the front wheel 102 and the rear wheel 103 located diagonally thereof. Further, the wheel speed sensor 120 (second wheel speed sensor) detects the rotational speed of the front wheel 101 and the rear wheel 104 located diagonally thereof.
　ストロークセンサ１２１，１２２は運転者のブレーキペダルの踏み込み量を検出し、それぞれブレーキＥＣＵ１１５，１１６に接続する。 The stroke sensors 121 and 122 detect the amount of depression of the driver's brake pedal and connect to the brake ECUs 115 and 116, respectively.
　上位システムＥＣＵ１２３は、運転者に代わりブレーキＥＣＵ１１５，１１６に通信ネットワーク１３６、１３７によりブレーキ動作の指示を与える。上位システムＥＣＵ１２３は、ステアリング、サスペンション、ブレーキのいわゆるシャシー系を統合制御するシャシーＥＣＵ、あるいは更に上位の自動運転を制御する自動運転ＥＣＵであってもよい。
上位システムＥＣＵ１２３は、自動運転に必要なカメラやセンサなどの車両の周囲情報（車両の走行情報）を取得し、取得した車両の周囲情報をブレーキＥＣＵ１１５，１１６へ送信する。なお、電源１１７、ブレーキＥＣＵ１１５（第１ブレーキ制御部）、キャリパＥＣＵ１１０，１１１，１１３（複数の第１ブレーキキャリパ制御部）、車輪速センサ１１９、ストロークセンサ１２１のグループを第１ブレーキ系統統と称する。 The host system ECU 123 gives a brake operation instruction to the brake ECUs 115 and 116 on behalf of the driver by the communication network 136 and 137. The higher-level system ECU 123 may be a chassis ECU that integrally controls a so-called chassis system of steering, suspension, and brake, or an automatic operation ECU that controls higher-level automatic operation.
The host system ECU 123 acquires vehicle surrounding information (vehicle traveling information) such as cameras and sensors required for automatic driving, and transmits the acquired vehicle surrounding information to the brake ECUs 115 and 116. The group of the power supply 117, the brake ECU 115 (first brake control unit), the caliper ECUs 110, 111, 113 (plural first brake caliper control units), the wheel speed sensor 119, and the stroke sensor 121 is referred to as the first brake system system. ..
　一方、電源１１８、ブレーキＥＣＵ１１６（第２ブレーキ制御部）、複数のキャリパＥＣＵ１０９，１１２，１１４（複数の第２ブレーキキャリパ制御部）、車輪速センサ１２０、ストロークセンサ１２２のグループを第２ブレーキ系統と称する。本実施例のブレーキシステムは、２つのブレーキ系統（第１ブレーキ系統，第２ブレーキ系統）としているが、３つ以上のブレーキ系統で構成しても良い。ブレーキシステムは、故障に備え、少なくとも２つ以上のブレーキ系統で構成するのが好ましい。 On the other hand, the group of the power supply 118, the brake ECU 116 (second brake control unit), the plurality of caliper ECUs 109, 112, 114 (plural second brake caliper control units), the wheel speed sensor 120, and the stroke sensor 122 is referred to as the second brake system. Refer to. The brake system of this embodiment has two brake systems (first brake system and second brake system), but may be configured by three or more brake systems. The brake system is preferably composed of at least two or more brake systems in case of failure.
　次に、ブレーキＥＣＵ１１５について説明する。診断部１１５１（第１診断部）は、本ブレーキシステムにおいて通信ネットワーク１２８に接続している第１ブレーキ系統の故障診断を実施する。診断は、例えばモータの回転角センサを２つ備え、それらの値を比較することでセンサが正常か異常かを常時判断する。 Next, the brake ECU 115 will be described. The diagnosis unit 1151 (first diagnosis unit) performs failure diagnosis of the first brake system connected to the communication network 128 in this brake system. For diagnosis, for example, two motor rotation angle sensors are provided, and by comparing their values, it is always determined whether the sensors are normal or abnormal.
　状況判断部１１５２（第１状況判断部）は、第１ブレーキ系統について、車輪速センサ１１９からの車輪の回転速度（車輪速）の入力と、上位システムＥＣＵ１２３からの走行中における車両の周囲の情報や車両の進行方向（車両の走行情報）、例えば前を走る車との車間距離や道路の路面の情報などを入力し、それらの情報に基づいて、第１ブレーキ系統への電源オン及び電源オフの制御を行う制御指示を電力供給部１１５３に入力する。電力供給部１１５３は、診断部１１５１と状況判断部１１５２からの電源オン、電源オフの信号により電源線１２４，１２５に供給する電力を制御する。ブレーキＥＣＵ１１６についても同様に第２ブレーキ系統の故障診断と走行時の状況による電力の制御を行う。 The situation determination unit 1152 (first situation determination unit) inputs the wheel rotation speed (wheel speed) from the wheel speed sensor 119 and information on the surroundings of the vehicle while traveling from the host system ECU 123 for the first brake system. And the direction of travel of the vehicle (travel information of the vehicle), for example, the distance between the vehicle and the vehicle in front and the information on the road surface, and based on the information, the power is turned on and off for the first brake system. A control instruction for controlling the above is input to the power supply unit 1153. The power supply unit 1153 controls the power supplied to the power supply lines 124 and 125 by the power on / power off signals from the diagnosis unit 1151 and the situation determination unit 1152. Similarly, for the brake ECU 116, failure diagnosis of the second brake system and power control according to the traveling situation are performed.
　図２は、図１におけるブレーキＥＣＵ１１５の構成を示すブロック構成例を示す図である。図２では、診断部１１５１と状況判断部１１５２と電力供給部１１５３の構成を示している。 FIG. 2 is a diagram showing a block configuration example showing the configuration of the brake ECU 115 in FIG. 1. FIG. 2 shows the configuration of the diagnosis unit 1151, the situation determination unit 1152, and the power supply unit 1153.
　ＭＰＵ１１５４はマイクロコンピュータユニットであり、診断部１１５１と状況判断部１１５２の機能をプログラムとして実行する。電力供給部１１５３は電磁リレー１１５５，１１５６と論理和回路１１５７、１１５８で構成される。例えば、電磁リレー１１５５は診断部１１５１または状況判断部１１５２の少なくともどちらか一方から電源オンの許可信号である“１”入力が入っている間、電源１１７と電源線１２４を接続する。また、両方からの信号がともに“０”であれば電源を切断する。電磁リレー１１５６も同様な動作をし、電源１１７と電源線１２５を接続・切断する。図１のブレーキＥＣＵ１１６内の診断部１１６１（第２診断部）と状況判断部１１６２（第２状況判断部）と電力供給部１１６３についても同様である。 MPU1154 is a microcomputer unit, and executes the functions of the diagnosis unit 1151 and the situation determination unit 1152 as a program. The power supply unit 1153 is composed of electromagnetic relays 1155 and 1156 and OR circuits 1157 and 1158. For example, the electromagnetic relay 1155 connects the power supply 117 and the power supply line 124 while the “1” input, which is a power-on permission signal, is input from at least one of the diagnostic unit 1151 and the situation determination unit 1152. If both signals from both are "0", the power is turned off. The electromagnetic relay 1156 also operates in the same manner, and connects / disconnects the power supply 117 and the power supply line 125. The same applies to the diagnostic unit 1161 (second diagnostic unit), the status determination unit 1162 (second status determination unit), and the power supply unit 1163 in the brake ECU 116 of FIG. 1.
　本実施例によれば、診断部１１５１及び状況判断部１１５２の両方からの信号がともに“０”であれば電源を切断するようにしているので、ブレーキ動作が不要な場合においてキャリパＥＣＵ１０９～１１４での電力消費量を抑制することができる。 According to this embodiment, if the signals from both the diagnosis unit 1151 and the situation determination unit 1152 are both "0", the power is turned off. Therefore, when the braking operation is unnecessary, the calipers ECUs 109 to 114 are used. Power consumption can be suppressed.
　図３は、変形例１に係る電動ブレーキシステムの制御装置のブロック構成例を示す図である。図３では、図１のブレーキＥＣＵ１１５，１１６内の電力供給部１１５３，１１６３を、キャリパＥＣＵ１０９～１１４の中に個別の電力供給部１３０～１３５として配置した例である。その他の構成は図１と同様である。 FIG. 3 is a diagram showing a block configuration example of the control device of the electric brake system according to the modified example 1. FIG. 3 is an example in which the power supply units 1153 and 1163 in the brake ECUs 115 and 116 of FIG. 1 are arranged as individual power supply units 130 to 135 in the caliper ECUs 109 to 114. Other configurations are the same as those in FIG.
　各キャリパＥＣＵの電力供給に対する電源のオン、オフ指示情報は通信ネットワーク１２８、１２９を介して行う。 Power on / off instruction information for the power supply of each caliper ECU is performed via the communication networks 128 and 129.
　変形例１によれば、キャリパＥＣＵ１０９～１１４への電力供給を個別に制御し、電力消費量の低減をより高精度に制御できる。例えば、ブレーキ１系に接続されたキャリパＥＣＵ１１０への電力供給に対する電源をオンし、キャリパＥＣＵ１１１への電力供給に対する電源をオフする。このように変形例１では、同じ系統に接続されたキャリパＥＣＵへの電力供給に対する電源のオン・オフを個別に制御することができる。 According to the first modification, the power supply to the caliper ECUs 109 to 114 can be individually controlled, and the reduction of the power consumption can be controlled with higher accuracy. For example, the power supply for the power supply to the caliper ECU 110 connected to the brake 1 system is turned on, and the power supply for the power supply to the caliper ECU 111 is turned off. As described above, in the first modification, it is possible to individually control the on / off of the power supply for the power supply to the caliper ECU connected to the same system.
　図４は、変形例２に係る電動ブレーキシステムの制御装置のブロック構成例を示す図である。図４では、図１のブレーキＥＣＵ１１５，１１６の機能を、キャリパＥＣＵ１０９～１１４の中にキャリパ電力制御部１３８～１４３として配置した例である。その他の構成は図１と同様である。 FIG. 4 is a diagram showing a block configuration example of the control device of the electric brake system according to the modification 2. FIG. 4 is an example in which the functions of the brake ECUs 115 and 116 of FIG. 1 are arranged as caliper power control units 138 to 143 in the caliper ECUs 109 to 114. Other configurations are the same as those in FIG.
　上位システムＥＣＵ１２３とキャリパＥＣＵ１０９～１１４は直接通信ネットワーク１３６，１３７で接続され、図１と図３に示すブレーキＥＣＵ１１５，１１６を省いた構成である。 The host system ECU 123 and the caliper ECUs 109 to 114 are directly connected by a communication network 136,137, and the brake ECUs 115 and 116 shown in FIGS. 1 and 3 are omitted.
　図５は、図４のキャリパＥＣＵ１０９内に配置したキャリパ電力制御部１３８の一例である。ＭＰＵ１１５４はマイクロコンピュータユニットであり、診断部１１５１と状況判断部１１５２の機能をプログラムとして実行する。電力供給部１１５３は電磁リレー１１５５と論理和回路１１５７で構成される。例えば、電磁リレー１１５５は診断部１１５１または状況判断部１１５２の少なくとも何れか一方から電源オンの許可信号である“１”入力が入っている間、電源線１２４とキャリパＥＣＵ１０９内の電源線を接続する。また、両方からの信号がともに“０”であれば電源線を切断する。図４のキャリパＥＣＵ１１０～１１４内に配置したキャリパ電力制御部１３９～１４３についても同様である。 FIG. 5 is an example of the caliper power control unit 138 arranged in the caliper ECU 109 of FIG. The MPU1154 is a microcomputer unit, and executes the functions of the diagnostic unit 1151 and the situation determination unit 1152 as a program. The power supply unit 1153 is composed of an electromagnetic relay 1155 and an OR circuit 1157. For example, the electromagnetic relay 1155 connects the power supply line 124 and the power supply line in the caliper ECU 109 while the power-on permission signal “1” is input from at least one of the diagnostic unit 1151 and the situation determination unit 1152. .. If both signals from both are "0", the power line is disconnected. The same applies to the caliper power control units 139 to 143 arranged in the caliper ECUs 110 to 114 of FIG.
　変形例２によれば、キャリパＥＣＵ１０９～１１４への電力供給を個別に診断、及び状況を判断しているので、電力消費量の低減をより高精度に制御できる。変形例２では、変形例１と同様、同じ系統に接続されたキャリパＥＣＵへの電力供給に対する電源のオン・オフを個別に制御することができる。 According to the second modification, since the power supply to the caliper ECUs 109 to 114 is individually diagnosed and the situation is judged, the reduction of the power consumption can be controlled with higher accuracy. In the second modification, as in the first modification, the on / off of the power supply for the power supply to the caliper ECU connected to the same system can be individually controlled.
　また、２つのブレーキ系統は、一方を前輪１０１，１０２と接続し、他方を後輪１０３，１０４と接続するようにしても良い。図４の場合、第１ブレーキ系統はキャリパＥＣＵ１０９～１１２と接続され、第２ブレーキ系統はキャリパＥＣＵ１１３，１１４と接続する。ここでキャリパＥＣＵ１０９～１１４への接続は、上位システムＥＣＵ１２３を介して行われる。 Further, the two brake systems may be connected to one of the front wheels 101 and 102 and the other to the rear wheels 103 and 104. In the case of FIG. 4, the first brake system is connected to the caliper ECUs 109 to 112, and the second brake system is connected to the caliper ECUs 113 and 114. Here, the connection to the caliper ECUs 109 to 114 is made via the host system ECU 123.
　次に図１の上位システムＥＣＵ１２３からの指示によるブレーキＥＣＵでの診断、状況判断の動作について説明する。 Next, the operation of diagnosis and situation determination in the brake ECU according to the instruction from the upper system ECU 123 in FIG. 1 will be described.
　図６は、図１における上位システムＥＣＵ１２３からの指示によるブレーキＥＣＵでの診断、状況判断の動作を示すフローチャートである。 FIG. 6 is a flowchart showing the operation of diagnosis and situation determination in the brake ECU according to the instruction from the host system ECU 123 in FIG.
　上位システムＥＣＵ１２３は２つのブレーキＥＣＵ１１５．１１６の電源をオンし（ステップＳ６０１）、２つのブレーキＥＣＵ１１５．１１６内の診断部１１５１．１１６１に同時に指示を出し、２つのブレーキ系統の故障診断を並列に実行する（ステップＳ６０２）。 The host system ECU 123 turns on the power of the two brake ECUs 115.116 (step S601), issues an instruction to the diagnostic unit 1151.1161 in the two brake ECUs 115.116 at the same time, and executes the failure diagnosis of the two brake systems in parallel. (Step S602).
　次に状況判断部１１５２または状況判断部１１６２のどちらか一方に動作指示を出し、状況診断プログラムが動作する。どちらに動作指示を出すか、あるいは両方に指示を出すかは上位システムＥＣＵ１２３側で決定する。 Next, an operation instruction is issued to either the situation judgment unit 1152 or the situation judgment unit 1162, and the situation diagnosis program operates. It is up to the host system ECU 123 to decide which one to give the operation instruction to or which one to give the instruction to both.
　図７は、診断部１１５１，１１６１における故障診断プログラムの動作を示すフローチャートである。 FIG. 7 is a flowchart showing the operation of the failure diagnosis program in the diagnosis units 1151 and 1161.
　診断部１１５１，１１６１は、上位システムＥＣＵ１２３から故障診断指示があったか否かを判断する（ステップＳ７０１）。ステップＳ７０１において、上位システムＥＣＵ１２３から故障診断指示があった場合（ステップＳ７０１のＹＥＳ）、診断部１１５１は第１ブレーキ系統に故障が有るか否か診断する（ステップＳ７０２）。 The diagnosis unit 1151,1161 determines whether or not a failure diagnosis instruction has been given from the host system ECU 123 (step S701). When a failure diagnosis instruction is given from the host system ECU 123 in step S701 (YES in step S701), the diagnosis unit 1151 diagnoses whether or not there is a failure in the first brake system (step S702).
　上位システムＥＣＵ１２３から故障診断指示が無かった場合（ステップＳ７０１のＮＯ）、制御状態を上位システムＥＣＵ１２３に通知する（ステップＳ７０６）。 When there is no failure diagnosis instruction from the host system ECU 123 (NO in step S701), the control status is notified to the host system ECU 123 (step S706).
　ステップ７０２において、第１ブレーキ系統が故障有りと診断した場合（ステップＳ７０２のＹＥＳ）、第１ブレーキ系統の電源をオフ（ステップＳ７０３）し、制御状態を上位システムＥＣＵ１２３に通知する（ステップＳ７０６）。 In step 702, when it is diagnosed that the first brake system has a failure (YES in step S702), the power of the first brake system is turned off (step S703), and the control state is notified to the host system ECU 123 (step S706).
　ステップ７０２において、第１ブレーキ系統が故障無と診断した場合（ステップＳ７０２のＮＯ）、診断部１１６１は第２ブレーキ系統に故障が有るか否か診断する（ステップＳ７０４）。 When the first brake system is diagnosed as having no failure in step 702 (NO in step S702), the diagnosis unit 1161 diagnoses whether or not the second brake system has a failure (step S704).
　ステップＳ７０４において、第２ブレーキ系統が故障有りと判断した場合（ステップＳ７０４のＹＥＳ）、第２ブレーキ系統の電源をオフ（ステップＳ７０５）し、制御状態を上位システムＥＣＵ１２３に通知する（ステップＳ７０６）。 If it is determined in step S704 that the second brake system has a failure (YES in step S704), the power of the second brake system is turned off (step S705), and the control status is notified to the host system ECU 123 (step S706).
　ステップＳ７０４において、第２ブレーキ系統が故障無と診断した場合（ステップＳ７０４のＮＯ）、制御状態を上位システムＥＣＵ１２３に通知する（ステップＳ７０６）。 When the second brake system is diagnosed as having no failure in step S704 (NO in step S704), the control state is notified to the host system ECU 123 (step S706).
　本実施例では、２つのブレーキ系統のうち、故障個所がある場合、その系全体の電源供給をオフする。 In this embodiment, if there is a failure point in the two brake systems, the power supply for the entire system is turned off.
　次に車両の走行状況における電力供給部の動作について説明する。走行中、車両の周囲情報から道路が乾いており、かつ、車輪速センサ出力から車輪の回転速度が小さい場合は、一方のブレーキ系統におけるＥＣＵの電源のみオンし、省電力モードのブレーキ制御を行う。上記以外は、両方のブレーキ系統におけるＥＣＵの電源をオンし通常のブレーキ制御を行う。道路が滑りやすい状況においては、２つのブレーキ系統を動作させた方が、車両が安定するため、本実施例では道路が乾いていることを判断の条件の一つとしている　図８は、状況判断部１１５２，１１６２における車両の走行状況に応じた電力供給制御のフローチャートである。例えば、第２ブレーキ系統への電力供給がオンの状態において、以下のフローを実施する。 Next, the operation of the power supply unit in the driving situation of the vehicle will be explained. When the road is dry from the surrounding information of the vehicle while driving and the rotation speed of the wheels is small from the wheel speed sensor output, only the power of the ECU in one of the brake systems is turned on and the brake control in the power saving mode is performed. .. Other than the above, the power of the ECU in both brake systems is turned on to perform normal brake control. In a situation where the road is slippery, it is better to operate the two brake systems to stabilize the vehicle. Therefore, in this embodiment, one of the conditions for judging is that the road is dry. It is a flowchart of the power supply control according to the traveling condition of the vehicle in the part 1152, 1162. For example, the following flow is performed while the power supply to the second brake system is on.
　状況判断部１１５２，１１６２は、上位システムＥＣＵ１２３から電源制御指示があったか否かを判断する（ステップＳ８０１）。ステップＳ８０１において、上位システムＥＣＵ１２３から電源制御指示があった場合（ステップＳ８０１のＹＥＳ）、状況判断部１１５２，１１６２は上位システムＥＣＵ１２３から走行中の道路が乾いている情報があるか否かを判断する（ステップＳ８０２）。 The situation determination unit 1152, 1162 determines whether or not there is a power control instruction from the host system ECU 123 (step S801). In step S801, when the power control instruction is given from the upper system ECU 123 (YES in step S801), the situation determination units 1152, 1162 determine whether or not there is information from the upper system ECU 123 that the traveling road is dry. (Step S802).
　上位システムＥＣＵ１２３から電源制御指示が無かった場合（ステップＳ８０１のＮＯ）、第１ブレーキ系統の電源をオンし（ステップＳ８０６）、制御状態を上位システムＥＣＵ１２３に通知する（ステップＳ８０７）。上位システムＥＣＵ１２３から指示が無い場合は、第１ブレーキ系統及び第２ブレーキ系統の両方への電源をオン状態としている。 When there is no power control instruction from the host system ECU 123 (NO in step S801), the power of the first brake system is turned on (step S806), and the control status is notified to the host system ECU 123 (step S807). When there is no instruction from the host system ECU 123, the power to both the first brake system and the second brake system is turned on.
　ステップ８０２において、道路が乾いている情報があった場合（ステップＳ８０２のＹＥＳ）、車輪速センサ１１９で車輪速を検出する（ステップＳ８０３）。 In step 802, when there is information that the road is dry (YES in step S802), the wheel speed sensor 119 detects the wheel speed (step S803).
　ステップ８０２において、上位システムＥＣＵ１２３から道路が乾いている情報が無い場合（ステップＳ８０２のＮＯ）、第１ブレーキ系統の電源をオンし（ステップＳ８０６）、制御状態を上位システムＥＣＵ１２３に通知する（ステップＳ８０７）。上位システムＥＣＵ１２３から道路が乾いている情報が無い場合は、第１ブレーキ系統及び第２ブレーキ系統の両方への電源をオン状態としている。 In step 802, when there is no information from the host system ECU 123 that the road is dry (NO in step S802), the power of the first brake system is turned on (step S806), and the control status is notified to the host system ECU 123 (step S807). ). When there is no information from the host system ECU 123 that the road is dry, the power to both the first brake system and the second brake system is turned on.
　状況判断部１１５２，１１６２では、ステップＳ８０３で検出された車輪の回転速度(車輪速)が所定の閾値Ｔ以下であるか否かを判断し（ステップＳ８０４）、車輪速が閾値Ｔ以下である場合（ステップＳ８０４のＹＥＳ）、第１ブレーキ系統の電源をオフし（ステップＳ８０５）、制御状態を上位システムＥＣＵ１２３に通知する（ステップＳ８０７）。 The situation determination unit 1152, 1162 determines whether or not the wheel rotation speed (wheel speed) detected in step S803 is equal to or less than a predetermined threshold value T (step S804), and when the wheel speed is equal to or less than the threshold value T. (YES in step S804), the power of the first brake system is turned off (step S805), and the control state is notified to the host system ECU 123 (step S807).
　ステップＳ８０４において、車輪速が閾値Ｔ以下でない場合（ステップＳ８０４のＮＯ）、第１ブレーキ系統の電源をオンし（ステップＳ８０６）、制御状態を上位システムＥＣＵ１２３に通知する（ステップＳ８０７）。車輪速が閾値Ｔ以下でない場合は、第１ブレーキ系統及び第２ブレーキ系統の両方への電源をオン状態としている。 In step S804, when the wheel speed is not equal to or less than the threshold value T (NO in step S804), the power of the first brake system is turned on (step S806), and the control state is notified to the host system ECU 123 (step S807). When the wheel speed is not equal to or less than the threshold value T, the power to both the first brake system and the second brake system is turned on.
　本実施例では、車輪速、すなわち車両の速度が低い場合には、車両を停止させる制動力が小さくて済むことに鑑み、一方のブレーキ系統におけるＥＣＵの電源をオンし、他方のブレーキ系統におけるＥＣＵの電源をオフして消費電力の低減を図っている。このように、本実施例の状況判断部１１５２，１１６２は、上位システムＥＣＵ１２３からの指示を受け、走行情報及び車輪速センサの車輪速に基づいて第１ブレーキ系統又は第２ブレーキ系統の何れか一方の電源をオフする。 In this embodiment, when the wheel speed, that is, the speed of the vehicle is low, the braking force for stopping the vehicle can be small, so that the power of the ECU in one brake system is turned on and the ECU in the other brake system is turned on. The power is turned off to reduce power consumption. As described above, the situation determination unit 1152, 1162 of the present embodiment receives an instruction from the host system ECU 123, and is either the first brake system or the second brake system based on the traveling information and the wheel speed of the wheel speed sensor. Turn off the power of.
　本実施例によれば、車両の速度が低い場合、ブレーキ動作の有無に関わらず、ＥＣＵで消費される消費電力を低減することができる。 According to this embodiment, when the speed of the vehicle is low, the power consumption consumed by the ECU can be reduced regardless of the presence or absence of the braking operation.
　なお、図８のフローでは、第１ブレーキ系統の電源のオン・オフを制御するようにしたが、第１ブレーキ系統に代えて第２ブレーキ系統の電源のオン・オフを制御するようにしも良い。この場合、車輪の車輪速の検出は、車輪速センサ１２０で行うようにする。 In the flow of FIG. 8, the on / off of the power supply of the first brake system is controlled, but the on / off of the power supply of the second brake system may be controlled instead of the first brake system. .. In this case, the wheel speed of the wheel is detected by the wheel speed sensor 120.
　次に車両の走行方向における電力供給部の動作について説明する。車両が前方に走行の場合、両方のブレーキ系統におけるＥＣＵの電源をオンし、通常のブレーキ制御を行う。
車両が後方に走行の場合、一方のブレーキ系統におけるＥＣＵの電源のみオンし、省電力モードのブレーキ制御を行う。 Next, the operation of the power supply unit in the traveling direction of the vehicle will be described. When the vehicle is traveling forward, the power of the ECU in both brake systems is turned on to perform normal brake control.
When the vehicle is traveling backward, only the power of the ECU in one of the brake systems is turned on, and the brake control in the power saving mode is performed.
　図９は、状況判断部１１５２，１１６２における車両の走行方向に応じた電力供給制御のフローチャートである。 FIG. 9 is a flowchart of power supply control according to the traveling direction of the vehicle in the situation determination unit 1152, 1162.
　状況判断部１１５２，１１６２は、上位システムＥＣＵ１２３から電源制御指示があったか否かを判断する（ステップＳ９０１）。ステップＳ９０１において、上位システムＥＣＵ１２３から電源制御指示があった場合（ステップＳ９０１のＹＥＳ）、状況判断部１１５２，１１６２は上位システムＥＣＵ１２３から車両の走行情報を取得し、車両が後方に向かって走行しているか否かを判断する（ステップＳ９０２）。 The situation determination unit 1152, 1162 determines whether or not there is a power control instruction from the host system ECU 123 (step S901). In step S901, when a power control instruction is given from the upper system ECU 123 (YES in step S901), the situation determination units 1152 and 1162 acquire the traveling information of the vehicle from the upper system ECU 123, and the vehicle travels backward. It is determined whether or not it is present (step S902).
　上位システムＥＣＵ１２３から電源制御指示が無かった場合（ステップＳ９０１のＮＯ）、第１ブレーキ系統の電源をオンし（ステップＳ９０４）、制御状態を上位システムＥＣＵ１２３に通知する（ステップＳ９０５）。 When there is no power control instruction from the host system ECU 123 (NO in step S901), the power of the first brake system is turned on (step S904), and the control status is notified to the host system ECU 123 (step S905).
　ステップ９０２において、車両が後方に向かって走行している場合（ステップＳ９０２のＹＥＳ）、フレーキ１系の電源をオフし（ステップＳ９０３）、制御状態を上位システムＥＣＵ１２３に通知する（ステップＳ９０５）。 In step 902, when the vehicle is traveling backward (YES in step S902), the power of the frame 1 system is turned off (step S903), and the control state is notified to the host system ECU 123 (step S905).
　ステップＳ９０２において、車両が後方に向かって走行していない場合（ステップＳ９０２のＮＯ）、第１ブレーキ系統の電源をオンし（ステップＳ９０４）、制御状態を上位システムＥＣＵ１２３に通知する（ステップＳ９０５）。 In step S902, when the vehicle is not traveling backward (NO in step S902), the power of the first brake system is turned on (step S904), and the control state is notified to the host system ECU 123 (step S905).
　本実施例では、車両が後方に向かって走行している場合、すなわち車両の速度が低い場合には、車両を停止させる制動力が小さくて済むことに鑑み、一方のブレーキ系統におけるＥＣＵの電源をオンし、他方のブレーキ系統におけるＥＣＵの電源をオフして消費電力の低減を図っている。 In this embodiment, when the vehicle is traveling backward, that is, when the speed of the vehicle is low, the braking force for stopping the vehicle can be small, and the power supply of the ECU in one of the brake systems is used. It is turned on and the power of the ECU in the other brake system is turned off to reduce power consumption.
　本実施例によれば、車両の速度が低い場合、ブレーキ動作の有無に関わらず、ＥＣＵで消費される消費電力を低減することができる。 According to this embodiment, when the speed of the vehicle is low, the power consumption consumed by the ECU can be reduced regardless of the presence or absence of the braking operation.
　次に回生協調における電力供給部の動作について説明する。車両が走行中、駆動モータによる回生ブレーキと電動ブレーキの協調の度合いによって電動ブレーキの電源を制御し、回生効率を向上させる。 Next, the operation of the power supply unit in regenerative coordination will be explained. While the vehicle is running, the power supply of the electric brake is controlled by the degree of coordination between the regenerative brake and the electric brake by the drive motor to improve the regenerative efficiency.
　図１０は状況判断部１１５２，１１６２における車両の回生協調に応じた電力供給制御のフローチャートである。 FIG. 10 is a flowchart of power supply control according to the regenerative coordination of the vehicle in the situation judgment unit 1152, 1162.
　状況判断部１１５２，１１６２は、上位システムＥＣＵ１２３から回生協調に応じた電源制御指示があったか否かを判断する（ステップＳ１００１）。ステップＳ１００１において、上位システムＥＣＵ１２３から電源制御指示があった場合（ステップＳ１００１のＹＥＳ）、状況判断部１１５２，１１６２は回生ブレーキのみで制動可能か否かを判断する（ステップＳ１００２）。 The situation determination unit 1152, 1162 determines whether or not there is a power supply control instruction according to the regenerative coordination from the host system ECU 123 (step S1001). When a power supply control instruction is given from the host system ECU 123 in step S1001 (YES in step S1001), the situation determination units 1152 and 1162 determine whether or not braking is possible only with the regenerative brake (step S1002).
　上位システムＥＣＵ１２３から電力制御指示が無かった場合（ステップＳ１００１のＮＯ）、第１ブレーキ系統の電源をオンし（ステップＳ１００４）、制御状態を上位システムＥＣＵ１２３に通知する（ステップＳ１００５）。 When there is no power control instruction from the host system ECU 123 (NO in step S1001), the power of the first brake system is turned on (step S1004), and the control status is notified to the host system ECU 123 (step S1005).
　ステップ１００２において、回生ブレーキのみで制動が可能な場合（ステップＳ１００２のＹＥＳ）、第１フレーキ系統の電源をオフし（ステップＳ１００３）、制御状態を上位システムＥＣＵ１２３に通知する（ステップＳ１００５）。 In step 1002, when braking is possible only with the regenerative brake (YES in step S1002), the power of the first flex system is turned off (step S1003), and the control state is notified to the host system ECU 123 (step S1005).
　ステップＳ１００２において、回生ブレーキのみで制動が不可能な場合（ステップＳ１００２のＮＯ）、第１ブレーキ系統の電源をオンし（ステップＳ１００４）、制御状態を上位システムＥＣＵ１２３に通知する（ステップＳ１００５）。 In step S1002, when braking is not possible only by regenerative braking (NO in step S1002), the power of the first brake system is turned on (step S1004), and the control state is notified to the host system ECU 123 (step S1005).
　本実施例では、回生ブレーキのみで制動可能な場合、何れか一方のブレーキ系統（第１ブレーキ系統）への電源をオフするようにしたが、両方のブレーキ系統（第１ブレーキ系統及び第２ブレーキ系統）への電源をオフするようにしても良い。 In this embodiment, when braking is possible only with the regenerative brake, the power to one of the brake systems (first brake system) is turned off, but both brake systems (first brake system and second brake) are turned off. The power to the system) may be turned off.
　本実施例によれば、車両が走行中、駆動モータによる回生ブレーキと電動ブレーキの協調の度合いによって電動ブレーキの電源を制御しているので、消費電力を低減できると共に回生効率を向上させることができる。 According to this embodiment, since the power supply of the electric brake is controlled by the degree of coordination between the regenerative brake and the electric brake by the drive motor while the vehicle is running, the power consumption can be reduced and the regenerative efficiency can be improved. ..
　なお、本発明は、上述した実施例に限定するものではなく、様々な変形例が含まれる。
上述した実施例は本発明を分かり易く説明するために詳細に説明したものであり、必ずしも説明した全ての構成を備えるものに限定するものではない。 The present invention is not limited to the above-described embodiment, and includes various modifications.
The above-mentioned examples 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 described configurations.
　１０１，１０２…前輪、１０３，１０４…後輪、１０５～１０８…電動キャリパ、１０９～１１４…キャリパＥＣＵ、１１５，１１６…ブレーキＥＣＵ、１１７，１１８…電源、１１９，１２０…車輪速センサ、１２１，１２２…ストロークセンサ、１２３…上位システムＥＣＵ、１２４～１２７…電源線、１２８，１２９…通信ネットワーク、１３０～１３５‥電力供給部、１３６，１３７…通信ネットワーク、１３８～１４３…キャリパ電力制御部、１１５１…診断部、１１５２…状況判断部、１１５３…電力供給部、１１５４…ＭＰＵ（マイクロコンピュータユニット）、１１５５，１１５６…電磁リレー、１１５７，１１５８…論理和回路、１１６１…診断部、１１６２…状況判断部、１１６３…電力供給部 101, 102 ... front wheels, 103, 104 ... rear wheels, 105-108 ... electric calipers, 109-114 ... caliper ECUs, 115, 116 ... brake ECUs, 117, 118 ... power supplies, 119, 120 ... wheel speed sensors, 121, 122 ... Stroke sensor, 123 ... Upper system ECU, 124-127 ... Power line, 128,129 ... Communication network, 130-135 ... Power supply unit, 136,137 ... Communication network, 138-143 ... Caliper power control unit, 1151 ... Diagnosis unit, 1152 ... Situation judgment unit, 1153 ... Power supply unit, 1154 ... MPU (microcomputer unit), 1155, 1156 ... Electromagnetic relay, 1157, 1158 ... Logic sum circuit, 1161 ... Diagnosis unit, 1162 ... Situation judgment unit , 1163 ... Power supply unit

Claims (12)

  1. 　第１ブレーキ制御部及び前記第１ブレーキ制御部と接続される複数の第１ブレーキキャリパ制御部により構成される第１ブレーキ系統と、
    　第２ブレーキ制御部及び前記第２ブレーキ制御部と接続される複数の第２ブレーキキャリパ制御部により構成される第２ブレーキ系統の少なくとも２つ以上のブレーキ系統を備える電動ブレーキシステムの制御装置であって、
    　前記第１ブレーキ制御部は、車両の走行情報に基づいて前記複数の第１ブレーキキャリパ制御部への電源オン及び電源オフを制御する第１状況判断部を備え、
    　前記第２ブレーキ制御部は、走行時及びブレーキ動作時における車両の走行情報に基づいて前記複数の第２ブレーキキャリパ制御部への電源オン及び電源オフを制御する第２状況判断部を備えたことを特徴とする電動ブレーキシステムの制御装置。     A first brake system composed of a first brake control unit and a plurality of first brake caliper control units connected to the first brake control unit, and a first brake system.
    A control device for an electric brake system including at least two or more brake systems of the second brake system composed of a second brake control unit and a plurality of second brake caliper control units connected to the second brake control unit. hand,
    The first brake control unit includes a first situation determination unit that controls power on / off to the plurality of first brake caliper control units based on vehicle travel information.
    The second brake control unit includes a second situation determination unit that controls power on / off to the plurality of second brake caliper control units based on vehicle travel information during travel and brake operation. A control device for an electric brake system featuring.
  2. 　請求項１において、　前記第１ブレーキ系統の故障を診断する第１診断部と、前記第２ブレーキ系統の故障を診断する第２診断部とを備え、
    　前記第１診断部は前記第１ブレーキ系統に故障有りと診断した場合には、前記第１ブレーキ系統への電源をオフし、
    　前記第２診断部は前記第２ブレーキ系統に故障有りと診断した場合には、前記第２ブレーキ系統への電源をオフすることを特徴とする電動ブレーキシステムの制御装置。     In claim 1, a first diagnostic unit for diagnosing a failure of the first brake system and a second diagnostic unit for diagnosing a failure of the second brake system are provided.
    When the first diagnostic unit diagnoses that there is a failure in the first brake system, the power to the first brake system is turned off.
    A control device for an electric brake system, characterized in that, when the second diagnostic unit diagnoses that the second brake system has a failure, the power to the second brake system is turned off.
  3. 　請求項１において、
    　前記車両の走行情報を送信すると共に、前記第１ブレーキ制御部又は前記第１ブレーキ制御部へ電源制御の指示を与える上位システム制御部を備え、
    　前記第１状況判断部又は第２状況判断部は、前記上位システム制御部からの電源制御指示を受け、前記第１ブレーキ系統又は前記第２ブレーキ系統の何れか一方の電源をオフすることを特徴とする電動ブレーキシステムの制御装置。     In claim 1,
    It is provided with a higher-level system control unit that transmits driving information of the vehicle and gives an instruction of power supply control to the first brake control unit or the first brake control unit.
    The first situation determination unit or the second situation determination unit is characterized in that it receives a power supply control instruction from the upper system control unit and turns off the power supply of either the first brake system or the second brake system. The control device for the electric brake system.
  4. 　請求項３において、
    　車輪の回転速度を検出する第１車輪速センサと、車輪の回転速度を検出する第２車輪速センサを備え、
    　前記第１状況判断部は前記第１車輪速センサの情報及び前記上位システム制御部からの前記車両の走行情報に基づいて前記複数の第１ブレーキキャリパ制御部への電源オン及び電源オフを制御し、
    　前記第２状況判断部は前記第２車輪速センサの情報及び前記上位システム制御部からの前記車両の走行情報に基づいて前記複数の第２ブレーキキャリパ制御部への電源オン及び電源オフを制御することを特徴とする電動ブレーキシステムの制御装置。     In claim 3,
    It is equipped with a first wheel speed sensor that detects the rotation speed of the wheels and a second wheel speed sensor that detects the rotation speed of the wheels.
    The first situation determination unit controls power on / off to the plurality of first brake caliper control units based on the information of the first wheel speed sensor and the traveling information of the vehicle from the higher system control unit. ,
    The second situation determination unit controls power on / off to the plurality of second brake caliper control units based on the information of the second wheel speed sensor and the traveling information of the vehicle from the higher system control unit. A control device for an electric brake system characterized by this.
  5. 　請求項４において、
    　前記第１状況判断部又は前記第２状況判断部は、前記上位システム制御部から道路が乾いている情報と、前記第１車輪速センサ又は前記第２車輪速センサからの車輪の回転速度が所定の閾値以下である場合には、前記第１ブレーキ系統又は前記第２ブレーキ系統の何れか一方の電源をオフすることを特徴とする電動ブレーキシステムの制御装置。     In claim 4,
    The first situation determination unit or the second situation determination unit determines information that the road is dry from the upper system control unit and the rotation speed of the wheels from the first wheel speed sensor or the second wheel speed sensor. A control device for an electric brake system, characterized in that the power supply of either the first brake system or the second brake system is turned off when the value is equal to or less than the threshold value of.
  6. 　請求項３において、
    　前記第１状況判断部又は第２状況判断部は、前記上位システム制御部から前記車両が後退していると判断した場合には、前記第１ブレーキ系統又は前記第２ブレーキ系統の何れか一方の電源をオフすることを特徴とする電動ブレーキシステムの制御装置。     In claim 3,
    When the first situation determination unit or the second situation determination unit determines from the upper system control unit that the vehicle is retreating, either the first brake system or the second brake system is used. A control device for an electric brake system characterized by turning off the power.
  7. 　請求項３において、
    　前記第１状況判断部又は第２状況判断部は、回生ブレーキのみで制動が可能と判断した場合には、前記第１ブレーキ系統又は前記第２ブレーキ系統の何れか一方、若しくは前記第１ブレーキ系統及び前記第２ブレーキ系統の両方の電源をオフすることを特徴とする電動ブレーキシステムの制御装置。     In claim 3,
    When the first situation determination unit or the second situation determination unit determines that braking is possible only with the regenerative brake, either one of the first brake system or the second brake system, or the first brake system A control device for an electric brake system, which comprises turning off the power of both the second brake system and the second brake system.
  8. 　請求項１において
    　前記第１ブレーキ系統及び第２ブレーキ系統は、一方は前輪側に接続され、他方は後輪に接続されたことを特徴とする電動ブレーキシステムの制御装置。     The control device for an electric brake system according to claim 1, wherein one of the first brake system and the second brake system is connected to the front wheel side and the other is connected to the rear wheel.
  9. 　第１ブレーキ制御部及び前記第１ブレーキ制御部と接続される複数の第１ブレーキキャリパ制御部により構成される第１ブレーキ系統と、
    　第２ブレーキ制御部及び前記第２ブレーキ制御部と接続される複数の第２ブレーキキャリパ制御部により構成される第２ブレーキ系統を備え、
    　前記第１ブレーキ系統及び前記第２ブレーキ系統を制御するようにした電動ブレーキシステムの制御方法であって、
    　前記第１ブレーキ制御部は、車両の走行情報に基づいて前記複数の第１ブレーキキャリパ制御部への電源オン及び電源オフを制御し、
    　前記第２ブレーキ制御部は、走行時及びブレーキ動作時における車両の走行情報に基づいて前記複数の第１ブレーキキャリパ制御部への電源オン及び電源オフを制御することを特徴とする電動ブレーキシステムの制御方法。     A first brake system composed of a first brake control unit and a plurality of first brake caliper control units connected to the first brake control unit, and a first brake system.
    A second brake system including a second brake control unit and a plurality of second brake caliper control units connected to the second brake control unit is provided.
    A control method for an electric brake system that controls the first brake system and the second brake system.
    The first brake control unit controls power-on and power-off to the plurality of first brake caliper control units based on the traveling information of the vehicle.
    The second brake control unit is an electric brake system that controls power on and off to the plurality of first brake caliper control units based on travel information of the vehicle during traveling and braking operation. Control method.
  10. 　請求項９において、
    　道路が乾いており、かつ車輪の回転速度が所定の閾値以下である場合には、前記第１ブレーキ系統又は前記第２ブレーキ系統の何れか一方の電源をオフすることを特徴とする電動ブレーキシステムの制御方法。     In claim 9.
    An electric brake system characterized in that when the road is dry and the rotation speed of the wheels is equal to or less than a predetermined threshold value, the power supply of either the first brake system or the second brake system is turned off. Control method.
  11. 　請求項９において、
    　前記車両が後退している場合には、前記第１ブレーキ系統又は前記第２ブレーキ系統の何れか一方の電源をオフすることを特徴とする電動ブレーキシステムの制御方法。     In claim 9.
    A method for controlling an electric brake system, which comprises turning off the power supply of either the first brake system or the second brake system when the vehicle is reversing.
  12. 　請求項９において、
    　回生ブレーキのみで制動が可能な場合には、前記第１ブレーキ系統又は前記第２ブレーキ系統の何れか一方、若しくは前記第１ブレーキ系統及び前記第２ブレーキ系統の両方の電源をオフすることを特徴とする電動ブレーキシステムの制御方法。     In claim 9.
    When braking is possible only with the regenerative brake, the power of either the first brake system or the second brake system, or both the first brake system and the second brake system is turned off. The control method of the electric brake system.
PCT/JP2021/018186 2020-06-03 2021-05-13 Electric-brake-system control device and electric-brake-system control method WO2021246123A1 (en)

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Citations (4)

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JPH11236936A (en) * 1997-12-16 1999-08-31 Toyota Motor Corp Electric brake device
JP2004210238A (en) * 2003-01-09 2004-07-29 Nissan Motor Co Ltd Electric brake device
JP2006206051A (en) * 1997-10-07 2006-08-10 Toyota Motor Corp Brake system
JP2016210267A (en) * 2015-05-07 2016-12-15 Ntn株式会社 Electric brake system

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006206051A (en) * 1997-10-07 2006-08-10 Toyota Motor Corp Brake system
JPH11236936A (en) * 1997-12-16 1999-08-31 Toyota Motor Corp Electric brake device
JP2004210238A (en) * 2003-01-09 2004-07-29 Nissan Motor Co Ltd Electric brake device
JP2016210267A (en) * 2015-05-07 2016-12-15 Ntn株式会社 Electric brake system

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