WO2022091928A1 - Dispositif de commande de frein - Google Patents

Dispositif de commande de frein Download PDF

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Publication number
WO2022091928A1
WO2022091928A1 PCT/JP2021/038903 JP2021038903W WO2022091928A1 WO 2022091928 A1 WO2022091928 A1 WO 2022091928A1 JP 2021038903 W JP2021038903 W JP 2021038903W WO 2022091928 A1 WO2022091928 A1 WO 2022091928A1
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WO
WIPO (PCT)
Prior art keywords
hydraulic pressure
motor
parking brake
braking
hydraulic
Prior art date
Application number
PCT/JP2021/038903
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English (en)
Japanese (ja)
Inventor
サンディプ プラネ
宏夢 生川
浩佑 遠藤
Original Assignee
日立Astemo株式会社
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Filing date
Publication date
Application filed by 日立Astemo株式会社 filed Critical 日立Astemo株式会社
Priority to JP2022559068A priority Critical patent/JPWO2022091928A1/ja
Publication of WO2022091928A1 publication Critical patent/WO2022091928A1/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
    • B60T13/10—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 fluid assistance, drive, or release
    • B60T13/12—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 fluid assistance, drive, or release the fluid being liquid
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters

Definitions

  • the present disclosure relates to a brake control device that controls a parking brake mechanism.
  • the parking brake force generated from the parking brake mechanism is adjusted by controlling the motor of the parking brake mechanism based on the temperature of the friction member that can come into contact with the contact member fixed to the wheel.
  • the brake control device controls the motor so that the higher the temperature of the friction member, the greater the parking braking force.
  • a hydraulic braking device that generates a hydraulic braking force by pressing a friction member against a rotating body that rotates integrally with a wheel by hydraulic pressure, and a connecting member connected to the friction member are driven by a motor.
  • a parking brake mechanism that presses the friction member against the rotating body to generate a parking brake force by moving with force
  • a brake control device that controls the parking brake mechanism.
  • the brake control device acquires the temperature of the friction member when it receives a request for generating the parking brake force.
  • the brake control device executes the first braking control for pressing the friction member against the rotating body by using only the parking brake mechanism, and the temperature is equal to or higher than the predetermined temperature.
  • the hydraulic braking device and the parking brake mechanism are used in combination to execute the second braking control for pressing the friction member against the rotating body.
  • the friction member when the temperature of the friction member is equal to or higher than a predetermined temperature, the friction member is pressed against the rotating body by using the hydraulic braking device and the parking brake mechanism in combination, so that the temperature of the friction member is high. Can also generate a braking force that can stop the vehicle. Further, when the temperature of the friction member is higher than the predetermined temperature, the hydraulic braking device and the parking brake mechanism are used together, so that it is not necessary to increase the capacity of the motor in consideration of the high temperature of the friction member, and the cost is reduced. Can be planned.
  • the brake control device may start the operation of the hydraulic braking device after starting the supply of the current to the motor in the second braking control.
  • the operating time of the hydraulic braking device can be shortened as compared with the case where the hydraulic braking device is operated before the start of the current supply to the motor, for example.
  • the brake control device may start the operation of the hydraulic braking device after the parking brake mechanism starts to move in the second braking control.
  • the operating time of the hydraulic braking device can be further shortened.
  • the brake control device starts supplying a current to the hydraulic motor provided in the hydraulic braking device before starting the supply of the current to the motor to brake. After starting the pressure increase of the liquid and stopping the supply of the electric current to the hydraulic pressure motor, the supply of the electric current to the motor may be started.
  • the brake control device may hold the hydraulic pressure by closing the valve provided in the hydraulic pressure braking device while the motor is being driven.
  • the brake control device may stop the supply of the current to the hydraulic pressure motor when the hydraulic pressure increased by the drive of the hydraulic pressure motor reaches the maximum value in the hydraulic pressure braking device.
  • the braking force of the hydraulic braking device can be fully utilized, so that the motor capacity can be further lowered and the cost can be further reduced.
  • the brake control device may estimate the temperature of the friction member at least based on the hydraulic pressure and the wheel speed.
  • FIG. 1 It is a block diagram of the vehicle provided with the electric parking brake control device which concerns on one Embodiment. It is a figure which shows the drum brake and the parking brake mechanism, and is the figure (a) which shows the state which a brake is not applied, and the figure (b) which shows the state which a brake is applied by a parking brake mechanism. It is sectional drawing which shows the electric actuator of the parking brake mechanism. It is a brake fluid pressure circuit diagram of the brake fluid pressure control device for a vehicle. It is a figure which shows the relationship of the distance from the contact part with a strut of a parking lever to the contact part with a strut of a brake shoe, the figure (a) which shows the distance when the parking brake mechanism is in an apply state, and the parking brake mechanism.
  • FIG. (b) shows the distance when the brake shoe rotates following the rotation of a drum after it becomes an apply state. It is a flowchart which shows the operation of a parking brake control part. It is a flowchart which shows the hydraulic pressure operation determination process. It is a flowchart which shows the operation of a hydraulic pressure control unit. It is a figure which shows an example of the operation of a control part
  • FIG. (C) is a diagram (d) showing a change over time in the drive state of the hydraulic motor. It is a flowchart which shows the operation of the parking brake control part which concerns on the modification. It is a flowchart which shows the operation of the hydraulic pressure control part which concerns on the modification.
  • FIG. 1 It is a figure which shows an example of the operation of the control part which concerns on the modification, the figure (a) which shows the time-dependent change of a hydraulic pressure and an attractive force, the figure (b) which shows the time-dependent change of the current of a motor, and the figure of a hydraulic pressure mode. It is a figure (c) which shows the time-dependent change, and the figure (d) which shows the time-dependent change of the driving state of a hydraulic pressure motor.
  • the vehicle CR includes a drum brake D, a parking brake mechanism 200, and a vehicle brake fluid pressure control device 100.
  • the drum brake D is provided on each of the four wheels W.
  • the parking brake mechanism 200 is a mechanism for mechanically operating the drum brake D, and is provided for the drum brake D provided on the two rear wheels W.
  • the vehicle brake fluid pressure control device 100 is for appropriately controlling the braking force applied to each wheel W of the vehicle CR, and is an example of the hydraulic braking device, the hydraulic unit 10 and the inside of the hydraulic unit 10.
  • the hydraulic pressure unit 10 is connected to the master cylinder MC that generates brake hydraulic pressure by depressing the brake pedal BP via an oil passage, and is connected to the wheel cylinder D4 of each drum brake D via an oil passage. ..
  • the structure of the hydraulic pressure unit 10 will be described in detail later.
  • the control unit 20 is an example of a brake control device.
  • the control unit 20 has a parking brake control unit 21 that controls the parking brake mechanism 200, and a hydraulic pressure control unit 22 that controls the hydraulic pressure unit 10.
  • the wheel speed sensor 91, the parking switch 92, the front-rear acceleration sensor 93, and the pressure sensor 94 are connected to the control unit 20.
  • the wheel speed sensor 91 detects the wheel speed of the wheel W.
  • the parking switch 92 is for switching the state of the parking brake mechanism 200 between the apply state and the release state.
  • the front-back acceleration sensor 93 detects the front-back acceleration.
  • the pressure sensor 94 is provided in the hydraulic pressure unit 10.
  • the apply state means a state in which the parking brake mechanism 200 generates a braking force.
  • the release state means a state in which the parking brake mechanism 200 releases the braking force.
  • the control unit 20 includes, for example, a CPU, RAM, ROM, and an input / output circuit, and can acquire information from the wheel speed sensor 91, the parking switch 92, the front-rear acceleration sensor 93, and the pressure sensor 94.
  • the control unit 20 executes control by performing each arithmetic processing based on the inputs from various sensors and switches and the programs and data stored in the ROM.
  • the parking switch 92 can be switched between the apply position and the release position.
  • the parking switch 92 outputs a signal for setting the parking brake mechanism 200 to the apply state as an apply request when the parking switch 92 is located at the apply position, and outputs the parking brake mechanism 200 to the release state when the parking brake mechanism 200 is located at the release position.
  • the signal for this is output to the control unit 20 as a release request.
  • the drum brake D includes a drum D1 as an example of a rotating body, a brake shoe D2 as an example of a friction member, a return spring D3, and a wheel cylinder D4.
  • the drum D1 is a member having a cylindrical portion that rotates integrally with the wheel W.
  • the drum brake D provided on the right rear wheel is shown as a representative.
  • the brake shoe D2 is an arcuate member extending along the inner peripheral surface of the drum D1 and is pressed against the inner peripheral surface of the drum D1 to give a braking force to the wheel W.
  • Two brake shoes D2 are provided along the inner peripheral surface of the drum D1. One end of each of the two brake shoes D2 is rotatably supported by the support member D5, so that the two brake shoes D2 can rotate in directions toward and away from each other.
  • the return spring D3 is urging the other ends of the two brake shoes D2 in a direction to bring them closer to each other.
  • the wheel cylinder D4 urges the two brake shoes D2 toward the inner peripheral surface of the drum D1 by the brake hydraulic pressure supplied from the hydraulic pressure unit 10. That is, the hydraulic pressure unit 10 presses the brake shoe D2 against the inner peripheral surface of the drum D1 by the brake hydraulic pressure to generate the hydraulic braking force.
  • the parking brake mechanism 200 includes a strut 210, a parking lever 220 as an example of a connecting member, a wire 230, and an electric actuator 240 shown in FIG.
  • the strut 210 is engaged with the other end of each of the two brake shoes D2.
  • One end of the parking lever 220 is rotatably connected to one of the brake shoes D2 by a pin 221.
  • a wire 230 is connected to the other end of the parking lever 220. The portion between one end and the other end of the parking lever 220, which is closer to one end, is engaged with the strut 210.
  • the parking lever 220 rotates about the pin 221 so that the parking lever 220 presses the other brake shoe D2 against the inner peripheral surface of the drum D1 via the strut 210. Further, when the wire 230 is pulled, the parking lever 220 rotates about the engagement portion with the strut 210, so that the parking lever 220 uses the pin 221 to move one brake shoe D2 to the inner peripheral surface of the drum D1. Press on.
  • each brake shoe D2 is pressed against the inner peripheral surface of the drum D1 by the pulling operation of the wire 230. That is, the parking brake mechanism 200 moves the parking lever 220 by the driving force of the electric actuator 240 to press the brake shoe D2 against the inner peripheral surface of the drum D1 to generate the parking brake force.
  • the wire 230 is loosened in the left direction in the drawing, each brake shoe D2 is separated from the inner peripheral surface of the drum D1 by the urging force of the return spring D3.
  • the electric actuator 240 is a device for towing the wire 230.
  • the electric actuator 240 includes a motor 241, a plurality of gears 242, a nut 243, a screw shaft 244, a housing 245, a retainer 246, and a plurality of disc springs 247.
  • the nut 243 is connected to the motor 241 via a plurality of gears 242.
  • the nut 243 has a female screw portion 243A that meshes with the male screw portion 244A of the screw shaft 244.
  • the screw shaft 244 is supported by the housing 245 so as to be movable in the axial direction, and the wire 230 is fixed to the tip thereof.
  • a flange portion 244B protruding in the radial direction is formed at an end portion of the screw shaft 244 opposite to the tip end.
  • the retainer 246 is a member of a disk having a hole in the center, and is engaged with the flange portion 244B of the screw shaft 244 from the tip end side of the screw shaft 244.
  • a plurality of disc springs 247 are arranged between the flange portion 244B and the nut 243 in the axial direction of the screw shaft 244.
  • the hydraulic pressure unit 10 is configured by arranging an oil passage and various solenoid valves on a pump body 11 which is a substrate having an oil passage (hydraulic passage) through which brake fluid flows.
  • the output ports M1 and M2 of the master cylinder MC are connected to the input port 11a of the pump body 11, and the output port 11b of the pump body 11 is connected to each wheel cylinder D4. Then, in the normal state, the pedaling force of the brake pedal BP is transmitted to each wheel cylinder D4 by forming an oil passage in which the input port 11a and the output port 11b in the pump body 11 communicate with each other.
  • the hydraulic pressure system connected to the output port M1 of the master cylinder MC is connected to the wheel cylinder D4 of the left front wheel and the wheel cylinder D4 of the right rear wheel, and is connected to the output port M2 of the master cylinder MC. Is connected to the wheel cylinder D4 of the right front wheel and the wheel cylinder D4 of the left rear wheel.
  • Each of these hydraulic pressure systems has substantially the same configuration.
  • Each hydraulic system has a pressure regulating valve 12 which is a normally open proportional solenoid valve capable of adjusting the difference in hydraulic pressure upstream and downstream according to the current supplied on the hydraulic path connecting the input port 11a and the output port 11b. Is provided.
  • the pressure regulating valve 12 is provided in parallel with a check valve 12a that allows flow only to the output port 11b side.
  • the hydraulic path on the wheel cylinder D4 side of the pressure regulating valve 12 branches in the middle, and each is connected to the output port 11b.
  • An inlet valve 13, which is a normally open proportional solenoid valve, is arranged on each hydraulic path corresponding to each output port 11b.
  • Each inlet valve 13 is provided with a check valve 13a in parallel, which allows flow only to the pressure regulating valve 12 side.
  • a reservoir 16, a check valve 16a, a pump 17, and an orifice 17a for temporarily absorbing excess brake fluid are arranged in order from the outlet valve 14 side.
  • the check valve 16a is arranged so as to allow only flow toward between the pressure regulating valve 12 and the inlet valve 13.
  • the pump 17 is driven by a hydraulic pressure motor 31 and is provided so as to generate pressure toward between the pressure regulating valve 12 and the inlet valve 13.
  • the hydraulic motor 31 is a common motor for driving the pumps 17 of each hydraulic system, and is provided only once for each of the two pumps 17.
  • the orifice 17a attenuates the pulsation of the pressure of the brake fluid discharged from the pump 17 and the pulsation generated by the operation of the pressure regulating valve 12.
  • the introduction hydraulic passage 19A connecting the input port 11a and the pressure regulating valve 12 and the portion between the check valve 16a and the pump 17 in the reflux hydraulic passage 19B are connected by the suction hydraulic passage 19C.
  • a suction valve 15 which is a normally closed solenoid valve is provided in the suction hydraulic pressure passage 19C.
  • the introduction hydraulic path 19A is provided with a pressure sensor 94 only on the side corresponding to the output port M2 of the master cylinder MC.
  • each solenoid valve is not energized, and the brake fluid pressure introduced from the input port 11a passes through the pressure regulating valve 12 and the inlet valve 13 to the output port 11b. It is output and is directly applied to each wheel cylinder D4.
  • the corresponding inlet valve 13 is closed and the outlet valve 14 is opened to allow the brake fluid to pass through the reflux hydraulic pressure passage 19B. Can be drained into the reservoir 16 to drain the brake fluid from the wheel cylinder D4.
  • the parking brake mechanism 200 when the parking brake mechanism 200 is in the applied state and the vehicle CR is stopped on a flat ground, the contact portion P1 of the parking lever 220 with the strut 210 to the strut 210 of the brake shoe D2 The distance to the contact portion P2 is L1. Further, for example, when the parking brake mechanism 200 is applied to a steep downhill having a first predetermined gradient or more, the parking brake mechanism 200 is first brought into the state shown in FIG. 5A, so that the vehicle is in the applied state. CR will stop once.
  • the drum D1 may rotate slightly as shown in FIG. 5 (b).
  • the brake shoe D2 pressed against the drum D1 rotates slightly following the drum D1, so that the distance from the contact portion P1 to the contact portion P2 described above is slightly larger than L1. become. It should be noted that such a phenomenon also occurs when the vehicle is stopped uphill. Therefore, on a steep slope having a first predetermined slope or more, the parking braking force may be weaker than on a flat ground.
  • the frictional force between the brake shoe D2 and the drum D1 becomes small, so that the vehicle CR temporarily moves. After stopping, it may move slightly forward downhill. Also in this case, the distance from the contact portion P1 to the contact portion P2 described above becomes L2, which is slightly larger than L1. It should be noted that such a phenomenon also occurs when the vehicle is stopped uphill. Therefore, even if the slope is less than the first predetermined slope, if the slope is equal to or higher than the second predetermined slope and the temperature of the brake shoe D2 is high, the parking braking force may be weaker than that on a flat ground.
  • the control unit 20 shown in FIG. 1 executes the control shown below, so that when the vehicle is stopped on a slope having a first predetermined gradient or higher, the temperature of the brake shoe D2 is high, and the first degree is high. 2
  • the decrease in parking braking force when the vehicle is stopped on a slope with a predetermined slope or higher is suppressed.
  • the control unit 20 has a function of selecting and executing the first braking control and the second braking control based on the road surface gradient at the time of stopping and the temperature of the brake shoe D2.
  • the brake shoe D2 is pressed against the drum D1 using only the parking brake mechanism 200.
  • the brake shoe D2 is pressed against the drum D1 by using the hydraulic pressure unit 10 and the parking brake mechanism 200 in combination.
  • the control unit 20 acquires the road surface gradient and the current estimated temperature of the brake shoe D2 when the apply request is received when the vehicle is stopped.
  • the control unit 20 estimates the road surface gradient based on the front-back acceleration acquired from the front-back acceleration sensor 93. Further, when the front-rear acceleration sensor has an abnormality, the control unit 20 sets the road surface gradient as the maximum gradient value.
  • the maximum gradient value is the maximum gradient value of the road surface that can be actually assumed.
  • a method of determining a stop a method of determining whether or not the vehicle body speed has become a predetermined speed or less can be mentioned.
  • the vehicle body speed is calculated based on, for example, a signal from the wheel speed sensor 91.
  • control unit 20 constantly estimates the temperature of the brake shoe D2. Specifically, the control unit 20 sets the temperature of the brake shoe D2 to the initial value at the time of starting the engine of the vehicle CR or the like, and the temperature of the brake shoe D2 by the brake each time the brake is applied while the vehicle CR is running. The temperature of the brake shoe D2 is estimated by setting the amount of increase and adding the amount of temperature increase to the initial value.
  • the control unit 20 sets the temperature rise amount based on the brake fluid pressure and the wheel speed during braking. Specifically, the temperature rise amount of the brake shoe D2 is set to a larger value as the brake fluid pressure during braking is larger and as the wheel speed during braking is larger. Further, the control unit 20 gradually lowers the temperature of the brake shoe D2 with the passage of time while the vehicle CR without the brake is running.
  • the control unit 20 controls the first braking when the road surface gradient is less than the second predetermined gradient, or when the road surface gradient is equal to or higher than the second predetermined gradient and the estimated temperature of the brake shoe D2 is less than the predetermined temperature. To execute. Specifically, in the first braking control, the control unit 20 supplies a current to the motor 241 and stops the supply of the current when the current exceeds the apply threshold value, thereby putting the parking brake mechanism 200 in the apply state. ..
  • the control unit 20 controls the second braking when the road surface gradient is equal to or higher than the first predetermined gradient, or when the road surface gradient is equal to or higher than the second predetermined gradient and the estimated temperature of the brake shoe D2 is equal to or higher than the predetermined temperature.
  • the control unit 20 starts the operation of the hydraulic pressure unit 10 by starting the supply of the current to the hydraulic pressure motor 31 after starting the supply of the current to the motor 241. More specifically, in the second braking control, the control unit 20 starts supplying a current to the hydraulic motor 31 after the parking brake mechanism 200 starts to move.
  • control unit 20 closes the inlet valve 13 of the hydraulic pressure unit 10 to maintain the hydraulic pressure while the motor 241 is being driven. Further, the control unit 20 stops the supply of the current to the hydraulic pressure motor 31 when the hydraulic pressure increased by the drive of the hydraulic pressure motor 31 reaches the maximum value in the hydraulic pressure unit 10.
  • the operation of the control unit 20 described above is executed by the parking brake control unit 21 and the hydraulic pressure control unit 22.
  • the operations of the parking brake control unit 21 and the hydraulic pressure control unit 22 will be described in detail.
  • the parking brake control unit 21 repeatedly executes the process shown in FIG. In the process shown in FIG. 6, the parking brake control unit 21 first determines whether or not the vehicle CR has stopped (S1). If it is determined in step S1 that the vehicle CR has stopped (Yes), the parking brake control unit 21 determines whether or not there is an apply request (S2).
  • step S2 If it is determined in step S2 that there is an apply request (Yes), the parking brake control unit 21 starts supplying current to the motor 241 (S3). After step S3, the parking brake control unit 21 determines whether or not a predetermined time T1 has elapsed from the start of current supply to the motor 241 (S4).
  • the predetermined time T1 is the time from the start of energization of the motor 241 (time t1) to the timing at which the inrush current converges (time t2), and is an experiment, a simulation, or the like. Is set to an appropriate value.
  • the parking brake control unit 21 repeatedly executes the process of step S4 until the predetermined time T1 elapses (S4: No). If it is determined in step S4 that the predetermined time T1 has elapsed (Yes), the parking brake control unit 21 executes a hydraulic pressure operation determination process for determining whether or not to operate the hydraulic pressure unit 10 (Yes). S5). When the parking brake control unit 21 determines in the hydraulic pressure operation determination process that the hydraulic pressure unit 10 is to be operated, the parking brake control unit 21 sets the hydraulic pressure operation flag Fa for operating the hydraulic pressure unit 10 to 1. The hydraulic pressure operation determination process will be described in detail later.
  • step S6 the parking brake control unit 21 determines whether or not the hydraulic pressure operation flag Fa is 1.
  • step S6 the hydraulic pressure operation flag Fa is 1
  • the parking brake control unit 21 outputs a pressure increase request and a target hydraulic pressure value to the hydraulic pressure control unit 22 (S7).
  • the target hydraulic pressure value is set to the maximum value of the hydraulic pressure in the hydraulic pressure unit 10.
  • step S7 the parking brake control unit 21 sets the flag F indicating that a pressure increase request or the like is output to the hydraulic pressure unit 10 to 1 (S8).
  • step S8 the parking brake control unit 21 determines whether or not the current of the motor 241 is equal to or higher than the apply threshold value (S9). If it is determined in step S6 that the hydraulic pressure operation flag Fa is not 1, the parking brake control unit 21 skips the processes of steps S7 and S8 and shifts to the process of step S9.
  • the parking brake control unit 21 repeatedly executes the process of step S9 until the current of the motor 241 becomes equal to or higher than the apply threshold value (S9: No). When it is determined in step S9 that the current exceeds the apply threshold value (Yes), the parking brake control unit 21 determines whether or not the flag F is 1, and the hydraulic pressure unit 10 is operating. It is determined whether or not there is (S10).
  • step S10 If it is determined in step S10 that the flag F is 1 (Yes), the parking brake control unit 21 outputs a decompression request to the hydraulic pressure control unit 22 (S11). After step S11, the parking brake control unit 21 sets the flag F and the hydraulic pressure operation flag Fa to 0 (S12), and ends this process. Further, the parking brake control unit 21 also ends this process when it is determined as No in steps S1, S2, and S10.
  • the parking brake control unit 21 first determines whether or not the front-rear acceleration sensor 93 is abnormal (S31).
  • the abnormality determination method include a method of setting an abnormality flag when the output value output from the front-rear acceleration sensor 93 does not change while the vehicle CR is traveling.
  • step S31 If it is determined in step S31 that there is no abnormality (No), the parking brake control unit 21 estimates the road surface gradient S based on the front-back acceleration acquired from the front-back acceleration sensor 93 (S32). If it is determined in step S31 that the condition is abnormal (Yes), the parking brake control unit 21 sets the road surface gradient S to the maximum gradient value Smax (S33).
  • step S34 the parking brake control unit 21 determines whether or not the road surface gradient S is equal to or higher than the first predetermined gradient Sth1 (S34). If it is determined in step S34 that S ⁇ Sth1 (Yes), the parking brake control unit 21 sets the hydraulic pressure operation flag Fa to 1 (S37) and ends this process.
  • step S34 determines whether or not the road surface gradient S is equal to or greater than the second predetermined gradient Sth2, which is smaller than the first predetermined gradient Sth1.
  • step S35 determines whether or not the estimated temperature Tb of the brake shoe D2 is equal to or higher than the predetermined temperature Tth (S36).
  • step S36 If it is determined in step S36 that Tb ⁇ Tth (Yes), the parking brake control unit 21 sets the hydraulic pressure operation flag Fa to 1 (S37) and ends this process. If No is determined in step S35 or step S36, the parking brake control unit 21 ends this process without setting the hydraulic pressure operation flag Fa to 1.
  • the hydraulic pressure control unit 22 repeatedly executes the process shown in FIG. 8 while the vehicle CR is stopped. In the process shown in FIG. 8, the hydraulic pressure control unit 22 first determines whether or not a pressure increase request and a target hydraulic pressure value have been acquired from the parking brake control unit 21 (S51).
  • step S51 When it is determined in step S51 that the pressure increase request and the target hydraulic pressure value have been acquired (Yes), the hydraulic pressure control unit 22 starts supplying the current to the hydraulic pressure motor 31, and causes the hydraulic pressure motor 31 to operate. Drive (S52). After step 52, the hydraulic pressure control unit 22 determines whether or not the hydraulic pressure increased by driving the hydraulic pressure motor 31 becomes equal to or higher than the target hydraulic pressure value (S53).
  • the hydraulic pressure control unit 22 repeatedly executes the process of step S53 until the hydraulic pressure reaches the target hydraulic pressure value (S53: No).
  • the hydraulic pressure control unit 22 stops the current supply to the hydraulic pressure motor 31 to stop the hydraulic pressure motor 31.
  • a current is passed through the inlet valve 13 to close the inlet valve 13 (S54). As a result, the hydraulic pressure is maintained at the target hydraulic pressure value.
  • step S54 the hydraulic pressure control unit 22 determines whether or not a decompression request has been obtained from the parking brake control unit 21 (S55). If it is determined in step S55 that the depressurization request has been acquired (Yes), the hydraulic pressure control unit 22 passes a current through the outlet valve 14 to open the outlet valve 14 (S56). As a result, the hydraulic pressure is reduced.
  • step S56 the hydraulic pressure control unit 22 opens the inlet valve 13 and returns the outlet valve 14 to the closed state by stopping the current supply to the inlet valve 13 and the outlet valve 14. This process ends. If it is determined in step S51 that the pressure increase request and the target hydraulic pressure value have not been acquired (No), the hydraulic pressure control unit 22 shifts to the process of step S55. If it is determined in step S55 that the decompression request has not been acquired (No), the hydraulic pressure control unit 22 ends this process. As a result, the hydraulic pressure control unit 22 does not operate the hydraulic pressure unit 10 in the first braking control in which the request does not come from the parking brake control unit 21, but in the second braking control in which the request comes from the parking brake control unit 21. Operates the hydraulic pressure unit 10.
  • FIG. 9D is a graph showing the state of the hydraulic motor 31, in which the state in which the current is flowing in the hydraulic motor 31 is indicated by “ON”, and the current is not flowing in the hydraulic motor 31. The state is indicated by "OFF”.
  • the control unit 20 is the vehicle CR on a slope of the second predetermined gradient Sth2 or higher when the vehicle CR is stopped on a slope of the first predetermined gradient Sth1 or higher, or in a state where the estimated temperature Tb of the brake shoe D2 is the predetermined temperature Tth or higher.
  • time t1 the supply of current to the motor 241 is started as shown in FIG. 9B.
  • the control unit 20 waits until a predetermined time T1 at which the inrush current converges elapses.
  • the predetermined time T1 elapses time t2
  • the motor 241 starts to rotate.
  • the screw shaft 244 shown in FIG. 3 starts moving from the release position to the apply position.
  • the load applied from the disc spring 247 to the screw shaft 244 gradually decreases. Therefore, as shown in FIG. 9B, the motor 241 The current gradually decreases after time t2.
  • the screw shaft 244 is separated from the retainer 246, the load is not applied to the screw shaft 244 (time t3), and then the current becomes constant.
  • the control unit 20 After a predetermined time T1 has elapsed from the start of energization of the motor 241 (time t2), the control unit 20 starts supplying a current to the hydraulic motor 31 as shown in FIG. 9D, and the hydraulic pressure unit 20 is started. 10 starts to increase the hydraulic pressure in the wheel cylinder D4 (see FIGS. 9A and 9C). As a result, the brake shoe D2 starts to move by the wheel cylinder D4 while the hydraulic pressure is increased, and the brake shoe D2 is pressed against the drum D1.
  • the control unit 20 controls the liquid as shown in FIGS. 9 (c) and 9 (d).
  • the hydraulic pressure mode is switched from boosting to holding.
  • the parking lever 220 starts pushing the brake shoe D2 via the strut 210 (time t5), as shown in FIGS. 9A and 9B, a pulling force which is a force for pulling the wire 230 by the motor 241 is applied.
  • the current of the motor 241 begins to increase due to the load applied to the motor 241.
  • the graph shown by the two-dot chain line in FIG. 9B is the current in the first braking control in which the braking force is generated only by the parking brake mechanism 200.
  • the position of the brake shoe D2 before the load is applied to the motor 241 is the position shown in FIG. 2A, that is, the position away from the drum D1. Therefore, in the first braking control, the load starts to be applied to the motor 241 at a timing earlier than that in the second braking control, and the current of the motor starts to increase.
  • the position of the brake shoe D2 after the hydraulic pressure is increased and before the load is applied to the motor 241 is the position shown in FIG. 2B, that is, It is in contact with the drum D1. Therefore, in the second braking control, the timing at which the load starts to be applied to the motor 241 is later than in the first braking control, and the amount of pulling the wire 230 can be increased.
  • the control unit 20 stops the energization of the motor 241 to complete the apply process. After that, as shown in FIGS. 9A and 9C, the control unit 20 switches the hydraulic pressure mode from holding to depressurization to reduce the hydraulic pressure (time t7-t8).
  • the vehicle CR when the vehicle CR is stopped on a slope having a first predetermined gradient Sth1 or higher, or when the estimated temperature Tb of the brake shoe D2 is equal to or higher than the predetermined temperature Tth, the vehicle CR is stopped on a slope having a second predetermined gradient Sth2 or higher. At times, the vehicle CR can be stopped satisfactorily.
  • the hydraulic pressure unit 10 and the parking brake mechanism 200 are used in combination to press the brake shoe D2 against the drum D1, so that the vehicle CR is stopped even if the slope is steep. It is possible to generate a braking force that can be generated. Further, when the road surface gradient S is the first predetermined gradient Sth1 or more, the hydraulic pressure unit 10 and the parking brake mechanism 200 are used in combination, so that the capacity of the motor 241 of the parking brake mechanism 200 is increased in consideration of the road surface gradient S. There is no need for it, and the cost can be reduced.
  • the operation of the hydraulic pressure unit 10 is started after starting the supply of the current to the motor 241 as compared with the case where the hydraulic pressure unit is operated before the start of the current supply to the motor, for example.
  • the operating time of the hydraulic pressure unit 10, specifically, the time for passing an electric current through the inlet valve 13 for maintaining the hydraulic pressure can be shortened.
  • the hydraulic pressure unit 10 starts to operate after the parking brake mechanism 200 starts to move. Therefore, for example, when the hydraulic pressure unit is operated before the parking brake mechanism starts to move.
  • the operating time of the hydraulic pressure unit 10 can be shortened as compared with the above.
  • the second braking control when the hydraulic pressure increased by the drive of the hydraulic pressure motor 31 reaches the maximum value in the hydraulic pressure unit 10, the supply of the current to the hydraulic pressure motor 31 is stopped, so that the slope is steep. Since the braking force of the hydraulic pressure unit 10 can be fully utilized when the vehicle CR is stopped, the capacity of the motor 241 can be further lowered, and the cost can be further lowered.
  • the road surface gradient S is set to the maximum gradient value Smax. Also, the vehicle CR can be stopped.
  • the temperature of the brake shoe D2 is estimated, it is not necessary to provide a temperature sensor for detecting the temperature of the brake shoe D2, and the cost can be reduced.
  • the hydraulic pressure unit 10 is operated after the start of the current supply to the motor 241.
  • the control unit 20 transfers the current to the motor 241 in the second braking control.
  • the current supply to the hydraulic pressure motor 31 may be started to start increasing the pressure of the brake fluid.
  • the control unit 20 may start supplying the current to the motor 241 (time t1) after stopping the current supply to the hydraulic motor 31 (time t1).
  • “after the current supply to the hydraulic motor 31 is stopped” means after the current supply to the hydraulic motor 31 is stopped, and includes the timing at the same time as the stop.
  • the parking brake control unit 21 executes the process shown in FIG.
  • the process shown in FIG. 10 is a process obtained by partially modifying the process shown in FIG. Specifically, in the process shown in FIG. 10, the processes of steps S3 and S4 of the process shown in FIG. 6 are moved between steps S8 and S9, and a new process of step S71 is performed between steps S8 and S3. This is the added process.
  • the hydraulic pressure control unit 22 executes the process shown in FIG.
  • the process shown in FIG. 11 is a process obtained by partially modifying the process shown in FIG. Specifically, the process shown in FIG. 11 is a process in which a new process of step S81 is added between steps S54 and S55 of the process shown in FIG.
  • the parking brake control unit 21 executes the processes of steps S1 and S2 in the same manner as in the above embodiment, and if it is determined to be Yes in step S2, the hydraulic pressure operation determination process is executed (S5). After step S5, the parking brake control unit 21 executes the process of step S7 in the same manner as in the above embodiment. That is, the parking brake control unit 21 outputs the pressure increase request and the target hydraulic pressure value to the hydraulic pressure control unit 22 (S7) before executing the process of step S3 for starting the current supply to the motor 241.
  • the hydraulic pressure control unit 22 when the hydraulic pressure control unit 22 acquires the pressure increase request and the target hydraulic pressure value from the parking brake control unit 21 (S51: Yes), the hydraulic pressure control unit 22 performs the processes of steps S52 to S54 as in the above embodiment. By doing so, the process of increasing the hydraulic pressure is completed.
  • the hydraulic pressure control unit 22 outputs a pressure increase completion signal indicating that the pressure increase is completed to the parking brake control unit 21 (S81).
  • the hydraulic pressure control unit 22 executes the processes of steps S55 and S56 in the same manner as in the above embodiment.
  • the parking brake control unit 21 determines whether or not a pressure increase completion signal has been acquired from the hydraulic pressure control unit 22 after executing the processes of steps S7 and S8 in the same manner as in the above embodiment. S71).
  • the parking brake control unit 21 repeatedly executes the process of step S71 until the pressure increase completion signal is acquired from the hydraulic pressure control unit 22 (S71: No).
  • step S71 If it is determined in step S71 that the pressure increase completion signal has been acquired (Yes), the parking brake control unit 21 starts supplying current to the motor 241 (S3). That is, the parking brake control unit 21 starts supplying the current to the motor 241 after the hydraulic pressure control unit 22 stops the current supply to the hydraulic motor 31.
  • step S3 the parking brake control unit 21 executes the process of step S4 in the same manner as in the above embodiment.
  • step S4 the parking brake control unit 21 executes the processes of steps S9 to S12 in the same manner as in the above embodiment.
  • the first braking control and the second braking control are selected based on the road surface gradient and the temperature of the brake shoe.
  • the first braking control and the second braking control are performed based only on the temperature of the brake shoe. May be selected.
  • the second braking control is executed when the temperature of the brake shoe is high regardless of the road surface gradient. It is possible to prevent the loaded vehicle from moving due to the shaking of the ship.
  • the first braking control and the second braking control are selected and executed when the vehicle is stopped.
  • the control unit receives an apply request while the vehicle is running, and the temperature of the brake shoe is high.
  • the first braking control and the second braking control may be selected and executed based on the above.
  • the temperature of the brake shoe D2 is estimated based on the hydraulic pressure and the wheel speed, but for example, the temperature may be estimated based on the hydraulic pressure, the wheel speed, and other parameters.
  • the current supply to the hydraulic pressure motor 31 is started immediately after the parking brake mechanism 200 starts to move (time point), but the attractive force starts to increase after the hydraulic pressure increase is completed. If it is the timing, the current supply to the hydraulic motor 31 may be started at any timing. For example, the current supply to the hydraulic motor 31 may be started at the time when the current of the motor 241 switches from the decreasing tendency to a constant value (time t3).
  • control unit 20 of the vehicle brake hydraulic pressure control device 100 is exemplified as the brake control device, but a control device different from the vehicle brake hydraulic pressure control device, for example, an ECU (Electronic Control Unit) of the vehicle is used. It may be a brake control device.
  • ECU Electronic Control Unit
  • the parking brake mechanism 200 installed on the drum brake D is exemplified, but for example, the parking brake mechanism installed on the disc brake may be used.
  • the rotor that rotates integrally with the wheel corresponds to the rotating body
  • the pad pressed against the rotor corresponds to the friction member
  • the member connected to the friction member corresponds to the connecting member.

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

Abstract

La présente invention divulgue un dispositif de commande de frein qui génère une force de freinage capable d'arrêter un véhicule lorsque des éléments de friction sont chauds, tout en réduisant au minimum les coûts liés au moteur. Un dispositif de commande de frein (unité de commande 20) commande : un dispositif de freinage à pression hydraulique (unité de pression hydraulique 10) qui utilise une pression hydraulique pour presser un élément de friction (mâchoire de frein D2) contre un corps rotatif (tambour D1) qui tourne d'un seul tenant avec une roue W ; et un mécanisme de frein de stationnement (200) qui presse l'élément de friction contre le corps rotatif en déplaçant un élément de liaison relié à l'élément de friction en utilisant la force d'entraînement du moteur. Le dispositif de commande de frein, lors de la réception d'une demande d'application, acquiert la température de l'élément de friction, et si la température est inférieure à une température prescrite, utilise uniquement le mécanisme de frein de stationnement (200) pour exécuter une première commande de freinage pressant l'élément de friction contre le corps rotatif, et si la température est égale ou supérieure à la température prescrite, utilise à la fois le dispositif de freinage à pression hydraulique et le mécanisme de frein de stationnement (200) pour exécuter une seconde commande de freinage pressant l'élément de friction contre le corps rotatif.
PCT/JP2021/038903 2020-10-28 2021-10-21 Dispositif de commande de frein WO2022091928A1 (fr)

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008168785A (ja) * 2007-01-11 2008-07-24 Toyota Motor Corp ブレーキ制御装置
JP2018086879A (ja) * 2016-11-28 2018-06-07 日立オートモティブシステムズ株式会社 電動ブレーキ装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008168785A (ja) * 2007-01-11 2008-07-24 Toyota Motor Corp ブレーキ制御装置
JP2018086879A (ja) * 2016-11-28 2018-06-07 日立オートモティブシステムズ株式会社 電動ブレーキ装置

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