WO2023062833A1 - 電動パーキングブレーキ装置およびブレーキ制御装置 - Google Patents
電動パーキングブレーキ装置およびブレーキ制御装置 Download PDFInfo
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- WO2023062833A1 WO2023062833A1 PCT/JP2021/038292 JP2021038292W WO2023062833A1 WO 2023062833 A1 WO2023062833 A1 WO 2023062833A1 JP 2021038292 W JP2021038292 W JP 2021038292W WO 2023062833 A1 WO2023062833 A1 WO 2023062833A1
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- WIPO (PCT)
- Prior art keywords
- electric motor
- brake
- control device
- parking brake
- electric
- Prior art date
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- 230000001133 acceleration Effects 0.000 claims abstract description 61
- 230000007246 mechanism Effects 0.000 claims description 52
- 238000012937 correction Methods 0.000 claims description 39
- 230000033001 locomotion Effects 0.000 description 41
- 238000006243 chemical reaction Methods 0.000 description 19
- 239000012530 fluid Substances 0.000 description 16
- 238000000034 method Methods 0.000 description 16
- 230000008569 process Effects 0.000 description 16
- 238000003825 pressing Methods 0.000 description 11
- 230000009467 reduction Effects 0.000 description 11
- 238000001514 detection method Methods 0.000 description 9
- 230000006870 function Effects 0.000 description 9
- 239000003638 chemical reducing agent Substances 0.000 description 7
- 238000012545 processing Methods 0.000 description 7
- 230000008859 change Effects 0.000 description 4
- 238000004891 communication Methods 0.000 description 4
- 230000004044 response Effects 0.000 description 4
- 238000006073 displacement reaction Methods 0.000 description 3
- 238000002474 experimental method Methods 0.000 description 3
- 239000004519 grease Substances 0.000 description 3
- 210000000078 claw Anatomy 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 230000006641 stabilisation Effects 0.000 description 2
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- 230000000994 depressogenic effect Effects 0.000 description 1
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- 230000009347 mechanical transmission Effects 0.000 description 1
- 230000000116 mitigating effect Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- 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
- B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
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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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/746—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 and mechanical transmission of the braking action
-
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
- F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
- F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
- H02P3/02—Details of stopping control
- H02P3/04—Means for stopping or slowing by a separate brake, e.g. friction brake or eddy-current brake
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/18—Electric or magnetic
- F16D2121/24—Electric or magnetic using motors
Definitions
- the present disclosure relates to, for example, an electric parking brake device and a brake control device that apply braking force to a vehicle such as an automobile.
- a braking member for example, a brake pad
- a member to be braked for example, a disc rotor
- An electric brake device that presses and holds a braking force is known (for example, Patent Document 1).
- An object of one embodiment of the present invention is to provide an electric parking brake device and a brake control device capable of suppressing variation in thrust force based on the driving of the electric motor when the braking force is maintained.
- An embodiment of the present invention provides an electric parking brake device comprising: an electric motor that drives an electric mechanism that presses a braking member against a member to be braked and holds a braking force; and a control device that controls the driving of the electric motor.
- the control device stops driving the electric motor when a current value of the electric motor reaches a target current threshold for stopping the driving of the electric motor when the braking force is maintained, and the target current The threshold is changed according to the rotation acceleration of the electric motor.
- one embodiment of the present invention is an electric parking brake device comprising: an electric motor that drives an electric mechanism that presses a braking member against a member to be braked and retains braking force; and a control device that controls driving of the electric motor. and a torque correction unit for correcting the torque of the electric motor obtained by the torque calculation unit from the rotational acceleration of the electric motor. and a target current determination unit that calculates a target current threshold for stopping the driving of the electric motor according to the output of the torque correction unit.
- the current value of the electric motor reaches a target current threshold for stopping the driving of the electric motor.
- the target current threshold value is changed according to the rotation acceleration of the electric motor.
- the present invention it is possible to suppress variations in the thrust based on the driving of the electric motor when the braking force is maintained. As a result, the maximum thrust can be reduced, and miniaturization and cost reduction can be achieved.
- FIG. 1 is a conceptual diagram of a vehicle equipped with an electric parking brake device and a brake control device according to an embodiment
- FIG. FIG. 2 is an enlarged longitudinal sectional view showing a disk brake with an electric parking brake function provided on the rear wheel side in FIG. 1
- FIG. 2 is a block diagram showing the parking brake control device in FIG. 1 together with a rear wheel side disc brake and the like
- FIG. 2 is a flowchart showing apply control processing performed by the parking brake control device in FIG. 1;
- FIG. 1 On the lower side (road surface side) of a vehicle body 1 that constitutes the body of the vehicle, there are a total of four wheels, for example, left and right front wheels 2 (FL, FR) and left and right rear wheels 3 (RL, RR). Wheels are provided.
- the wheels (each front wheel 2 and each rear wheel 3) constitute a vehicle together with the vehicle body 1.
- a vehicle is equipped with a brake system for applying a braking force.
- a vehicle brake system will be described below.
- the front wheels 2 and the rear wheels 3 are provided with disc rotors 4 as members to be braked (rotating members) that rotate together with the respective wheels (front wheels 2 and rear wheels 3).
- Braking force is applied to the disc rotor 4 for the front wheel 2 by a front wheel side disc brake 5 which is a hydraulic disc brake.
- Braking force is applied to a disc rotor 4 for the rear wheel 3 by a rear wheel side disc brake 6 which is a hydraulic disc brake with an electric parking brake function.
- a pair (one set) of rear wheel side disc brakes 6 provided corresponding to the left and right rear wheels 3 apply braking force by pressing brake pads 6C (see FIG. 2) against the disc rotor 4 by hydraulic pressure.
- It is a hydraulic brake mechanism (hydraulic brake).
- the rear wheel disc brake 6 includes, for example, a mounting member 6A called a carrier, a caliper 6B as a wheel cylinder, and a pair of brake pads 6C as braking members (friction members, friction pads). , and a piston 6D as a pressing member.
- the caliper 6B and the piston 6D constitute a cylinder mechanism, that is, a cylinder mechanism that presses the brake pad 6C against the disc rotor 4 by moving the piston 6D by hydraulic pressure.
- the mounting member 6A is fixed to a non-rotating portion of the vehicle, and arranged across the outer peripheral side of the disc rotor 4 .
- the caliper 6B is provided on the mounting member 6A so that the disc rotor 4 can move in the axial direction.
- the caliper 6B includes a cylinder body portion 6B1, a claw portion 6B2, and a bridge portion 6B3 connecting them.
- a cylinder (cylinder hole) 6B4 is provided in the cylinder body portion 6B1, and a piston 6D is fitted in the cylinder 6B4.
- the brake pad 6C is movably attached to the mounting member 6A and arranged so as to contact the disc rotor 4 .
- the piston 6D presses the brake pad 6C against the disc rotor 4.
- the caliper 6B propels the brake pad 6C with the piston 6D by supplying (applying) hydraulic pressure (brake hydraulic pressure) to the cylinder 6B4 based on the operation of the brake pedal 9 or the like.
- the brake pad 6C is pressed against both surfaces of the disc rotor 4 by the claw portion 6B2 of the caliper 6B and the piston 6D.
- a braking force is applied to the rear wheel 3 rotating together with the disk rotor 4 .
- the rear wheel side disc brake 6 includes an electric actuator 7 and a rotation/linear motion conversion mechanism 8 .
- the electric actuator 7 includes an electric motor 7A as an electric motor and a reduction gear (not shown) that reduces the rotation of the electric motor 7A.
- the electric motor 7A serves as a propulsion source (driving source) for propelling the piston 6D.
- the rotation/linear motion conversion mechanism 8 constitutes a holding mechanism (pressing member holding mechanism) that holds the pressing force of the brake pad 6C.
- the rotation/linear motion conversion mechanism 8 includes a rotary/linear motion member 8A that converts the rotation of the electric motor 7A into axial displacement (linear motion displacement) of the piston 6D and propels the piston 6D.
- the rotary linear motion member 8A is composed of, for example, a threaded member 8A1 made of a rod-shaped body having a male screw formed thereon, and a linear motion member 8A2 serving as a propulsion member having a female threaded hole formed on the inner peripheral side thereof.
- the rotation-to-linear motion converting mechanism 8 converts the rotation of the electric motor 7A into axial displacement of the piston 6D, and holds the piston 6D propelled by the electric motor 7A. That is, the rotation/linear motion conversion mechanism 8 applies thrust to the piston 6D by the electric motor 7A, propels the brake pad 6C by the piston 6D, presses the disk rotor 4, and holds the thrust of the piston 6D.
- the rotation/linear motion conversion mechanism 8 constitutes an electric mechanism of an electric parking brake device (electric brake device) together with the electric motor 7A.
- the electric mechanism converts the rotational force of the electric motor 7A into thrust via the speed reducer and the rotation/linear motion conversion mechanism 8, and propels (displaces) the piston 6D, thereby pressing the brake pad 6C against the disc rotor 4. to maintain the braking force of the vehicle.
- the electric motor 7A drives the electric mechanism.
- Such an electric mechanism (that is, the electric motor 7A and the rotation/linear motion conversion mechanism 8) constitutes an electric parking brake device together with a parking brake control device 24, which will be described later.
- the rear wheel side disc brake 6 propels the piston 6D by the brake fluid pressure generated based on the operation of the brake pedal 9, etc., and presses the disc rotor 4 with the brake pad 6C, thereby extending the wheel (rear wheel 3). provides braking force to the vehicle.
- the rear wheel side disc brake 6 is driven by the electric motor 7A via the rotation/linear motion conversion mechanism 8 in response to an operation request based on a signal from the parking brake switch 23 or the like. It propels the vehicle and applies the braking force (parking brake, if necessary auxiliary braking while driving) to the vehicle.
- the rear-wheel-side disc brake 6 drives the electric motor 7A and propels the piston 6D with the rotary motion member 8A, thereby pressing and holding the brake pad 6C against the disc rotor 4.
- the rear-wheel disc brake 6 propels the piston 6D with the electric motor 7A in response to a parking brake request signal (apply request signal) serving as an apply request for applying the parking brake (parking brake) to the vehicle. hold the brake.
- the rear-wheel disc brake 6 brakes the vehicle by hydraulic pressure supplied from a hydraulic pressure source (a master cylinder 12 described later, and a hydraulic pressure supply device 16 if necessary) in accordance with the operation of the brake pedal 9. .
- the rear-wheel disc brake 6 has the rotation/linear motion conversion mechanism 8 that presses the brake pad 6C against the disc rotor 4 by the electric motor 7A and retains the pressing force of the brake pad 6C.
- the brake pad 6C can be pressed against the disc rotor 4 by the hydraulic pressure applied separately from the pressing by 7A.
- a pair (one set) of front-wheel disc brakes 5 provided corresponding to the left and right front wheels 2 are configured in substantially the same manner as the rear-wheel disc brakes 6 except for the mechanism related to the operation of the parking brake.
- the front wheel side disc brake 5 includes a mounting member (not shown), a caliper 5A, a brake pad (not shown), a piston 5B, and the like.
- the electric actuator 7 (electric motor 7A), the rotation-to-linear motion conversion mechanism 8, and the like are not provided.
- the front wheel side disc brake 5 propels the piston 5B by hydraulic pressure generated based on the operation of the brake pedal 9, etc., and applies braking force to the wheels (front wheels 2) and the vehicle.
- the front-wheel disc brake 5 is a hydraulic brake mechanism (hydraulic brake) that presses the brake pad against the disc rotor 4 with hydraulic pressure to apply a braking force.
- the front wheel disc brake 5 may be a disc brake with an electric parking brake function, like the rear wheel disc brake 6.
- a hydraulic disc brake 6 equipped with an electric motor 7A is used as an electric brake mechanism (electric parking brake).
- the electric brake mechanism is not limited to this, and may be, for example, an electric disk brake equipped with an electric caliper, an electric drum brake that applies a braking force by pressing a shoe against the drum with an electric motor, or an electric drum parking brake. or a cable puller type electric parking brake that applies the parking brake by pulling a cable with an electric motor.
- the electric brake mechanism presses (propulses) the friction member (pad, shoe) against the rotating member (rotor, drum) based on the drive of the electric motor (electric actuator), and holds and releases the pressing force.
- Various types of electric brake mechanisms can be used as long as they are configured to be able to operate.
- a brake pedal 9 is provided on the front board side of the vehicle body 1 .
- the brake pedal 9 is depressed by a driver when braking the vehicle.
- Each of the disc brakes 5 and 6 applies and releases a braking force as a service brake (service brake) based on the operation of the brake pedal 9 .
- the brake pedal 9 is provided with a brake operation detection sensor (brake sensor) 10 such as a brake lamp switch, a pedal switch (brake switch), and a pedal stroke sensor.
- the brake operation detection sensor 10 detects whether or not the brake pedal 9 is stepped on or the amount of operation, and outputs the detection signal to the ESC control device 17 .
- a detection signal of the brake operation detection sensor 10 is transmitted via, for example, the vehicle data bus 20 or a communication line (not shown) connecting the ESC control device 17 and the parking brake control device 24 (parking brake control output to device 24).
- a stepping operation of the brake pedal 9 is transmitted via a booster 11 to a master cylinder 12 that functions as a hydraulic source (fluid pressure source).
- the booster 11 is configured as a negative pressure booster (air pressure booster) or an electric booster (electric booster) provided between the brake pedal 9 and the master cylinder 12 .
- the booster 11 increases the pedaling force and transmits it to the master cylinder 12 when the brake pedal 9 is stepped on.
- the master cylinder 12 generates hydraulic pressure from the brake fluid supplied (replenished) from the master reservoir 13 .
- the master reservoir 13 is a hydraulic fluid tank containing brake fluid.
- the mechanism for generating hydraulic pressure by the brake pedal 9 is not limited to the above configuration, and may be a mechanism for generating hydraulic pressure in accordance with the operation of the brake pedal 9, such as a brake-by-wire mechanism. .
- the hydraulic pressure generated in the master cylinder 12 is sent to a hydraulic pressure supply device 16 (hereinafter referred to as ESC 16) via, for example, a pair of cylinder-side hydraulic pipes 14A and 14B.
- the hydraulic pressure sent to the ESC 16 is supplied to the disc brakes 5, 6 via the brake side piping portions 15A, 15B, 15C, 15D.
- the ESC 16 is arranged between each disc brake 5 , 6 and the master cylinder 12 .
- the ESC 16 is a hydraulic pressure control device that controls the hydraulic pressure of the hydraulic brakes (the front wheel side disc brake 5 and the rear wheel side disc brake 6).
- the ESC 16 includes a plurality of control valves, a hydraulic pump that pressurizes the brake fluid pressure, an electric motor that drives the hydraulic pump, and a fluid pressure control reservoir that temporarily stores excess brake fluid. (none of which is shown).
- Each control valve and electric motor of ESC 16 are connected to ESC control device 17 , and ESC 16 includes ESC control device 17 .
- the ESC control device 17 is an ESC control unit (ESC ECU) that controls the ESC 16 .
- the ESC control device 17 includes a microcomputer and electrically drives and controls the ESC 16 (solenoids and electric motors of control valves thereof).
- the ESC control device 17 includes, for example, an arithmetic circuit that controls the hydraulic pressure supply to the ESC 16 and detects failure of the ESC 16, a drive circuit that drives the electric motor and each control valve (none of which are shown), and the like. is built-in.
- the ESC control device 17 individually drives and controls each control valve (solenoid) of the ESC 16 and the electric motor for the hydraulic pump. As a result, the ESC control device 17 controls to reduce, hold, increase or increase the brake fluid pressure (wheel cylinder fluid pressure) supplied to the disc brakes 5 and 6 through the brake side piping sections 15A to 15D. Each disc brake 5, 6 is performed individually. In this case, the ESC control device 17 controls the operation of the ESC 16 to perform, for example, braking force distribution control, antilock brake control (hydraulic pressure ABS control), vehicle stabilization control, slope start assist control, traction control, vehicle following control, and so on. control, lane departure avoidance control, and obstacle avoidance control (automatic brake control, collision damage mitigation brake control).
- the ESC 16 directly supplies the hydraulic pressure generated by the master cylinder 12 to the disc brakes 5 and 6 (the calipers 5A and 6B thereof) during normal operation by the driver's braking operation.
- the pressure increasing control valve is closed to maintain the hydraulic pressure of the disc brakes 5 and 6, and when the hydraulic pressure of the disc brakes 5 and 6 is reduced, The pressure reducing control valve is opened to discharge the hydraulic pressure of the disc brakes 5 and 6 so as to release it to the hydraulic pressure control reservoir.
- the electric power supply control valve is closed with the supply control valve closed.
- a hydraulic pump is operated by a motor, and brake fluid discharged from the hydraulic pump is supplied to the disk brakes 5 and 6 . At this time, the brake fluid in the master reservoir 13 is supplied from the master cylinder 12 side to the suction side of the hydraulic pump.
- Electric power is supplied to the ESC control device 17 through a power line 19 from a battery 18 (or a generator driven by the engine) that serves as a vehicle power source.
- ESC controller 17 is connected to vehicle data bus 20 .
- a known ABS unit can be used instead of the ESC 16 .
- the vehicle data bus 20 constitutes a CAN (Controller Area Network) as a serial communication unit mounted on the vehicle body 1.
- a large number of electronic devices mounted on the vehicle for example, various ECUs including the ESC control device 17, the parking brake control device 24, etc.) perform multiplex communication between them in the vehicle via the vehicle data bus 20.
- the vehicle information sent to the vehicle data bus 20 includes, for example, the brake operation detection sensor 10, the ignition switch, the seat belt sensor, the door lock sensor, the door open sensor, the seating sensor, the vehicle speed sensor, the steering angle sensor, the accelerator sensor, and the like.
- the vehicle information sent to the vehicle data bus 20 includes a detection signal from a W/C pressure sensor 21 for detecting wheel cylinder pressure (W/C pressure), and an M sensor for detecting master cylinder pressure (M/C pressure).
- a detection signal from the /C pressure sensor 22 is also included.
- a parking brake switch (PKB-SW) 23 as a switch for the electric parking brake is provided in the vehicle body 1 at a position near the driver's seat (not shown).
- the parking brake switch 23 is an operation instruction section operated by the driver.
- the parking brake switch 23 outputs a signal (operation request signal) corresponding to a parking brake operation request (apply request as a hold request, release request as a release request) in response to an operation instruction from the driver. to That is, the parking brake switch 23 outputs an operation request signal (holding request signal) for applying (holding operation) or releasing (release operation) the piston 6D and thus the brake pad 6C based on the drive (rotation) of the electric motor 7A.
- An apply request signal serving as a signal and a release request signal serving as a release request signal) are output to the parking brake control device 24 .
- the parking brake control device 24 is a parking brake control unit (parking brake ECU).
- the parking brake switch 23 When the parking brake switch 23 is operated to the braking side (apply side) by the driver, that is, when there is an apply request (brake holding request) for applying braking force to the vehicle, the parking brake switch 23 is applied.
- a request signal (parking brake request signal, apply command) is output.
- electric power is supplied to the electric motor 7A of the rear-wheel disc brake 6 via the parking brake control device 24 to rotate the electric motor 7A to the braking side.
- the rotation/linear motion conversion mechanism 8 propels (presses) the piston 6D toward the disk rotor 4 based on the rotation of the electric motor 7A, and holds the propelled piston 6D.
- the rear-wheel disc brake 6 is in a state in which braking force as a parking brake (or an auxiliary brake) is applied, that is, in an applied state (braking holding state).
- the parking brake switch 23 when the driver operates the parking brake switch 23 to the brake release side (release side), that is, when there is a release request (braking release request) for releasing the braking force of the vehicle, the parking brake switch 23 outputs a release request signal (parking brake release request signal, release command).
- a release request signal (parking brake release request signal, release command).
- electric power is supplied to the electric motor 7A of the rear-wheel disc brake 6 via the parking brake control device 24 so as to rotate the electric motor 7A in the direction opposite to the braking side.
- the rotation/linear motion conversion mechanism 8 releases the holding of the piston 6D (releases the pressing force of the piston 6D) by rotating the electric motor 7A.
- the rear-wheel disc brake 6 is in a state in which the application of braking force as a parking brake (or an auxiliary brake) is released, that is, in a released state (braking release state).
- the parking brake control device 24 as a control device constitutes an electric parking brake device together with the rear wheel side disc brake 6 (the electric motor 7A and the rotation/linear motion conversion mechanism 8).
- the parking brake control device 24 controls driving of the electric motor 7A.
- the parking brake control device 24 has an arithmetic circuit (CPU) 25 and a memory 26 which are configured by a microcomputer or the like.
- the parking brake control device 24 is supplied with electric power from a battery 18 (or a generator driven by the engine) through a power supply line 19 .
- the parking brake control device 24 controls the driving of the electric motors 7A, 7A of the rear wheel side disc brakes 6, 6, and applies braking force (parking brake, auxiliary brake ). That is, the parking brake control device 24 operates (applies and releases) the disc brakes 6, 6 as parking brakes (auxiliary brakes as necessary) by driving the left and right electric motors 7A, 7A.
- the parking brake control device 24 has an input side connected to the parking brake switch 23 and an output side connected to the electric motors 7A, 7A of the disc brakes 6, 6, respectively.
- the parking brake control device 24 is an arithmetic circuit for detecting a driver's operation (operation of the parking brake switch 23), determining whether or not the electric motors 7A, 7A can be driven, and determining whether the electric motors 7A, 7A should stop. 25 and motor drive circuits 28, 28 for controlling the electric motors 7A, 7A.
- the parking brake control device 24 operates the left and right electric motors 7A, 7A based on an operation request (apply request, release request) by the operation of the parking brake switch 23 by the driver, an operation request by determination of auto apply/auto release, and the like. drive to apply (hold) or release (release) the left and right disc brakes 6,6. At this time, in the rear-wheel disc brake 6, the piston 6D and the brake pad 6C are held or released by the rotation/linear motion conversion mechanism 8 based on the driving of each electric motor 7A. In this way, the parking brake control device 24 controls the piston 6D (and thus the brake pad 6C) in response to the operation request signal for holding operation (apply) or release operation (release) of the piston 6D (and thus brake pad 6C). The electric motor 7A is driven and controlled to propel the pad 6C).
- the arithmetic circuit 25 of the parking brake control device 24 includes a parking brake switch 23, a vehicle data bus 20, a voltage sensor section 27, a motor drive circuit 28, a current A sensor unit 29 and the like are connected. From the vehicle data bus 20, it is possible to acquire various vehicle state quantities necessary for controlling (activating) the parking brake, that is, various vehicle information.
- the parking brake control device 24 can also output information and instructions to various ECUs including the ESC control device 17 via the vehicle data bus 20 or the communication line.
- the vehicle information obtained from the vehicle data bus 20 may be obtained by directly connecting a sensor that detects the information to (the arithmetic circuit 25 of) the parking brake control device 24 .
- the arithmetic circuit 25 of the parking brake control device 24 is configured to receive an operation request based on determination of auto apply/auto release from another control device (for example, the ESC control device 17) connected to the vehicle data bus 20. You may In this case, the auto-apply/auto-release determination may be controlled by another control device such as the ESC control device 17 instead of the parking brake control device 24 . That is, it is possible to integrate the control contents of the parking brake control device 24 into the ESC control device 17 .
- the parking brake control device 24 is provided with a memory 26 as a storage unit, such as flash memory, ROM, RAM, EEPROM, and the like.
- the memory 26 stores a processing program used for controlling the parking brake.
- the memory 26 stores a processing program for executing a processing flow shown in FIG. 4, which will be described later, that is, a processing program used for control processing when the electric parking brake is applied.
- the parking brake control device 24 is separated from the ESC control device 17, but the parking brake control device 24 and the ESC control device 17 are integrated (that is, integrated by one braking control device) ) may be configured.
- the parking brake control device 24 controls the two rear wheel disc brakes 6, 6 on the left and right, but it may be provided for each of the left and right rear wheel disc brakes 6, 6. In some cases, each parking brake control device 24 can be provided integrally with the rear wheel side disc brake 6 .
- the parking brake control device 24 includes a voltage sensor unit 27 that detects the voltage from the power supply line 19, left and right motor drive circuits 28 that respectively drive the left and right electric motors 7A, 7A, left and right Left and right current sensor units 29, 29 for detecting respective motor currents of the electric motors 7A, 7A are incorporated.
- the voltage sensor section 27, the motor drive circuit 28, and the current sensor section 29 are connected to the arithmetic circuit 25, respectively.
- the arithmetic circuit 25 of the parking brake control device 24 based on the current value (monitor current value) of the electric motor 7A detected by the current sensor unit 29 when applying or releasing the parking brake, It is possible to determine whether to stop driving 7A (determination of application completion, determination of release completion), and the like.
- the voltage sensor unit 27 is configured to detect (measure) the power supply voltage. It can be configured to measure independently.
- the thrust force based on the driving of the electric motor may vary when the braking force is applied.
- the driving of the electric motor can be accurately stopped with a desired thrust at the time of applying, the maximum thrust due to the driving of the electric motor can be reduced, and the size and cost of the brake mechanism can be reduced. can be achieved.
- the higher the voltage the higher the thrust.
- the variation in thrust will increase due to the difference in voltage when driving the electric motor.
- one of the factors that change with the voltage is the rotational acceleration of the electric motor when the application is completed. Therefore, in the embodiment, the thrust is optimized by correcting the target current threshold (target current threshold) for stopping the driving of the electric motor according to the rotational acceleration (rotational deceleration) of the electric motor.
- the parking brake control device 24 drives the electric motor 7A and presses the brake pad 6C against the disk rotor 4 to maintain the braking force, the current value of the electric motor 7A (monitor current value) is reached, the driving of the electric motor 7A is stopped.
- the target current threshold is a current value at which driving of the electric motor 7A is stopped.
- the parking brake control device 24 changes the target current threshold according to the rotational acceleration of the electric motor 7A. More specifically, the parking brake control device 24 changes the target current threshold according to the rotation speed and rotation acceleration of the electric motor 7A. That is, the parking brake control device 24 obtains the rotational speed and rotational acceleration of the electric motor 7A during application.
- the rotation speed, the rotation acceleration, and the target current threshold which will be described later, are calculated at the control cycle (calculation cycle) of the parking brake control device 24, so that the current values are always calculated.
- the current value is obtained by updating the value calculated in the control cycle.
- the parking brake control device 24 obtains the rotational speed and rotational acceleration of the electric motor 7A based on the voltage of the electric motor 7A. Specifically, the parking brake control device 24 obtains the rotational speed ⁇ from the voltage across the terminals of the electric motor 7A (motor voltage V) and the current (motor current I) using the following equation (1).
- V is the motor voltage (at the time of completion)
- I is the motor current (at the time of completion)
- R is the motor resistance (the parking brake control device 24, which is an ECU). Also includes the resistance of the harness between the electric motor 7A), and "Ke” is the back electromotive force constant (proportional coefficient between voltage and rotation speed).
- the parking brake control device 24 uses the rotational speed ⁇ obtained based on the motor voltage V to obtain the rotational acceleration ⁇ ' using the following equation (2).
- ⁇ n is the rotation speed (current value) calculated in the current control cycle
- ⁇ n ⁇ 1 is the rotation speed (previous value) calculated in the previous control cycle
- ⁇ T is the control cycle (calculation cycle) of the parking brake control device 24 .
- the parking brake control device 24 calculates the target current threshold value I from the following equation (3) using the obtained rotational speed ⁇ and rotational acceleration ⁇ '.
- F is the target thrust
- F LOSS is the thrust loss
- ⁇ is the mechanical efficiency (efficiency) for converting rotary motion to linear motion
- ⁇ GR is the reduction ratio
- J is the inertia of the rotating system
- c is the grease viscosity coefficient
- Kt is , is the back-EMF constant (proportionality factor between current and torque)
- ⁇ is the current monitor error.
- Equation 3 the parenthesis "(FF LOSS )" in Equation 3 corresponds to the required thrust. Also, the square brackets “ ⁇ . . . ⁇ ” in Equation 3 correspond to the required torque. "J ⁇ '” in Equation 3 corresponds to a correction term based on the rotational acceleration ⁇ '. "c ⁇ ” corresponds to a correction term based on the rotation speed ⁇ .
- the target current threshold I calculated by Equation 3 is changed (corrected) according to the current threshold calculated based on the rotation speed ⁇ and the rotation acceleration ⁇ ′, that is, the rotation speed ⁇ and the rotation acceleration ⁇ ′. current threshold.
- the parking brake control device 24 determines whether or not the target current threshold value I calculated from Equation 3 is within a preset correction range.
- the correction range is used to determine whether the driving of the electric motor 7A is stopped at the target current threshold value I calculated from Equation 3 or whether the driving of the electric motor 7A is stopped at a predetermined value It. is the judgment range.
- the parking brake control device 24 determines that the target current threshold value I calculated from Equation 3 is within a preset correction range, the current value (monitor current value) of the electric motor 7A is equal to the target current threshold value I is reached, the driving of the electric motor 7A is stopped.
- the parking brake control device 24 determines that the target current threshold value I calculated from Equation 3 is not within the preset correction range, the current value (monitor current value) of the electric motor 7A is When reaching a preset value It, the electric motor 7A is stopped.
- the predetermined value It can be set in advance as a target current value for stopping the driving of the electric motor 7A so that the thrust does not become too small or too large.
- the correction range can be set in advance so that the thrust does not become excessive or insufficient when the target current threshold value I is calculated as an excessive value or an excessively small value. For example, consider a case where the predetermined value It is 11.0 [A] and the correction range is 9.0 [A] to 11.0 [A]. In this case, for example, when the calculated target current threshold value I is 10.5 [A], the target current threshold value I is within the correction range, so the current value of the electric motor 7A is 10.5 [A]. ], the driving of the electric motor 7A is stopped.
- the target current threshold value I is 13.0 [A]
- the target current threshold value I is not within the correction range.
- the driving of the electric motor 7A is stopped.
- the calculated target current threshold value I is 5.0 [A]
- the target current threshold value I is not within the correction range.
- the parking brake control device 24 has a torque calculation section, a torque correction section, a target current determination section, and a motor drive stop section.
- the torque calculator calculates the torque of the electric motor 7A required to maintain the braking force.
- the torque calculator calculates the portion other than the correction term in the formula (the formula in square brackets " ⁇ ... ⁇ ") for obtaining the required torque in Equation 3 above, that is, the target torque T1 before correction.
- the torque calculator corresponds to the calculation process (the process of calculating the pre-correction target torque T1) of Expression 4 below.
- the torque corrector corrects the torque of the electric motor 7A obtained by the torque calculator from the rotational acceleration of the electric motor 7A. More specifically, the torque corrector corrects the torque of the electric motor 7A obtained by the torque calculator from the rotational speed and rotational acceleration of the electric motor 7A.
- the torque correction calculation unit performs the correction term part of the formula (formula in square brackets " ⁇ ... ⁇ ") for obtaining the required torque in the above formula 3, that is, the calculation process of the correction torque T2. handle. Specifically, the torque correction calculation unit corresponds to the calculation process (the process of calculating the correction torque T2) of Expression 5 below.
- the target current determination unit calculates a target current threshold for stopping the driving of the electric motor 7A according to the output of the torque correction unit.
- the target current determination section corresponds to the process of calculating the target current threshold value I from the sum (T1+T2) of the above Equation 4 (T1) corresponding to the required torque and the above Equation 5 (T2).
- the target current determination unit corresponds to the calculation process (the process of calculating the target current threshold value I) of the following Expression 6.
- the motor drive stop unit stops driving the electric motor 7A when the current value (monitor current value) of the electric motor 7A reaches the target current threshold value I calculated by the target current determination unit.
- the motor drive stopping unit determines whether or not the target current threshold value I is within a preset correction range, and changes the current value for stopping the driving of the electric motor 7A according to the determination result. be able to. That is, when the target current threshold value I is a value within the correction range (for example, a value of 9.0 [A] or more and 11.0 [A] or less), the motor drive stopping unit sets the current value of the electric motor 7A to the target value. When the current threshold value I is reached, the driving of the electric motor 7A is stopped.
- the motor drive stopping unit stops the electric motor 7A. reaches a predetermined value It (for example, 11.0 [A]) instead of the target current threshold value I, the driving of the electric motor 7A is stopped.
- the control of the apply drive of the electric motor 7A by the parking brake control device 24, that is, the control processing shown in FIG. 4 will be described later in detail.
- the brake system for a four-wheeled vehicle has the configuration as described above, and the operation thereof will be described next.
- the force is transmitted to the master cylinder 12 via the booster 11, and the master cylinder 12 generates brake fluid pressure.
- the brake hydraulic pressure generated in the master cylinder 12 is supplied to the disc brakes 5 and 6 via the cylinder side hydraulic pipes 14A, 14B, ESC 16 and the brake side pipe portions 15A, 15B, 15C, 15D, and is applied to the left and right front wheels. 2 and the left and right rear wheels 3 are each given a braking force.
- the pistons 5B and 6D are slidably displaced toward the brake pad 6C as the brake fluid pressure in the calipers 5A and 6B increases, and the brake pad 6C moves toward the disc rotors 4 and 4. pressed against. Thereby, a braking force based on the brake fluid pressure is applied.
- the brake operation is released, the supply of brake fluid pressure to the calipers 5A, 6B is stopped, so that the pistons 5B, 6D are displaced away from the disc rotors 4, 4 (retracted). As a result, the brake pad 6C is separated from the disc rotors 4, 4 and the vehicle is returned to the non-braking state.
- control processing performed by the arithmetic circuit 25 of the parking brake control device 24 will be described with reference to FIG. 4 is repeatedly executed at a predetermined control cycle (eg, 10 ms) while the parking brake control device 24 is energized, for example.
- a predetermined control cycle eg, 10 ms
- the parking brake control device 24 which is an ECU (Electronic Control Unit)
- the parking brake control device 24 determines whether or not to start applying. That is, when an apply command is output by operating the parking brake switch 23 to the apply side, or when an apply command is output based on the apply determination logic of the parking brake, applying is started.
- S3 count up to measure the time from the start of applying. That is, in S3, the time is counted up during the apply operation. After counting up in S3, it is determined in S4 whether or not the mask time has elapsed since the application was started. That is, in S4, it is determined that the time counted in S3 has passed the mask time.
- the mask time is longer than the time until the inrush current converges immediately after energization of the electric motor 7A, and the target thrust from the start of driving of the electric motor 7A, so that the determination of the application completion can be performed at an appropriate timing. set shorter than the time it takes to reach The masking time is obtained in advance by desk calculation or experiment. It should be noted that S3 and S4 may determine that the inrush current has converged using the magnitude of the current value monitored in real time or the time change of the current value instead of the mask time.
- the motor current monitor value I and the motor terminal voltage monitor value V stored in S5 are used to calculate the rotational speed ⁇ of the electric motor 7A.
- the rotation speed ⁇ is calculated using the back electromotive voltage constant Ke of the electric motor 7A and the motor resistance value R (which may include the resistance value of the electric wire from the point where the voltage is monitored to the electric motor 7A). Calculated based on Formula 1.
- the back electromotive voltage constant Ke and the motor resistance value R may be set in advance or estimated from the motor current and motor voltage.
- the rotation speed ⁇ may be directly measured using a rotation sensor.
- the rotational acceleration ⁇ ' of the electric motor 7A is obtained from the rotational speed ⁇ of the electric motor 7A obtained at S6.
- the rotational acceleration ⁇ ' is obtained by calculating the rotational acceleration ⁇ in the current control cycle, the previous control cycle calculated value ⁇ n, and the control cycle ⁇ T as shown in Equation 2 above.
- a target current threshold I which is a current threshold for stopping the electric motor 7A, is determined in S8.
- the current threshold value corresponding to the target thrust that is, the current rotational speed ⁇ and rotational acceleration ⁇ ' is calculated using the rotational speed ⁇ and rotational acceleration ⁇ ' of the electric motor 7A obtained in S6 and S7.
- a target current threshold value I after correction by is obtained.
- the target current threshold value I includes the rotational speed ⁇ and the rotational acceleration ⁇ ′, as well as the target thrust F, the thrust loss amount FLOSS , the mechanical efficiency ⁇ for converting rotational motion to linear motion, the reduction ratio n GR , and the reduction gear efficiency ⁇ GR.
- the inertia J of the rotating system, the viscosity coefficient c, the back electromotive force constant Kt, and the current monitor error ⁇ are used for calculation based on Equation 3 above.
- the target thrust force F is the thrust force required to keep the vehicle stationary.
- the target thrust force F is determined in advance from the vehicle specifications and an assumed stopping gradient, or the stopping gradient of the vehicle is detected using, for example, a longitudinal acceleration sensor, and calculated based on the magnitude of the gradient estimated therefrom.
- the thrust loss amount F LOSS is, for example, the loss of the sliding resistance of the piston (piston 6D) of the brake caliper (caliper 6B). This is determined in advance by desk calculations and experiments.
- the mechanical efficiency ⁇ that converts rotary motion to linear motion is the mechanical transmission rate of the operating part, and in this system, the ratio of the input torque to the output thrust of the screw mechanism (rotation/linear motion conversion mechanism 8) that generates thrust. is. This value is obtained in advance by desk calculation or experiment.
- the speed reduction ratio nGR is the speed reduction ratio of the speed reducer from the electric motor 7A until the rotary motion is converted into linear motion. This value is determined by the gear configuration.
- the speed reducer efficiency ⁇ GR is the ratio of the speed reducer input torque to the output torque, taking into consideration losses due to meshing of the speed reducer, loss due to sliding, viscosity of grease, and the like.
- the inertia J of the rotating system is a value necessary for obtaining the torque due to the calculated rotational acceleration ⁇ ', and is the inertia of the armature, gear, and screw of the electric motor 7A (electric actuator 7). These are calculated or measured in advance from the shape and mass density.
- the viscosity coefficient c is the viscosity coefficient of the grease.
- the viscosity coefficient c is a predetermined value and can be obtained in advance by actual measurement or calculation from the relationship between the rotation speed and the resistance torque.
- Equation 3 the required thrust is obtained from the target thrust F and the thrust loss amount F LOSS . That is, the parenthesis "(FF LOSS )" in Equation 3 corresponds to the required thrust.
- the required torque is the required thrust, the mechanical efficiency ⁇ for converting rotational motion to linear motion, the reduction ratio n GR , the reduction gear efficiency ⁇ GR , the rotational acceleration ⁇ ′, the inertia J, and the rotational speed ⁇ , viscosity coefficient c. That is, the square brackets " ⁇ ... ⁇ ” in Expression 3 correspond to the required torque.
- the target current threshold value I can be obtained from the required torque and the back electromotive voltage constant kt. Since an error may occur when the monitor current is monitored, the monitor error ⁇ is considered.
- the target current threshold value I obtained in S8 is within a predetermined correction range.
- the correction range is set in advance so that the thrust does not become excessive or insufficient when the target current threshold value I is calculated as an excessive value or an excessively small value.
- the correction range is 9.0 [A] to 11.0 [A]. If "YES" in S9, that is, if it is determined that the target current threshold I is within the correction range, the target current threshold I obtained in S8, that is, the corrected current threshold is selected. That is, in S10, the corrected current threshold (the target current threshold I obtained in S8) is selected.
- the preset predetermined value It is selected instead of the target current threshold value I obtained in S8. That is, in S11, an uncorrected current threshold value (predetermined value It) is selected.
- the predetermined value It is set in advance as a target current value for stopping the driving of the electric motor 7A so that the thrust does not become too small or too large.
- the current monitor current is compared with the selected current threshold (target current threshold I or predetermined value It) to determine whether the timing for stopping the electric motor 7A has been reached. That is, in S12, it is determined whether or not the monitor current is greater than the current threshold. If "NO” in S12, that is, if it is determined that the monitor current is smaller than the current threshold, the process returns. On the other hand, if "YES” in S12, that is, if it is determined that the monitor current is equal to or greater than the current threshold, the process proceeds to S13 and S14.
- the parking brake control device 24 sets the target current threshold value I for stopping the driving of the electric motor 7A according to the rotational acceleration ⁇ ' of the electric motor 7A when the braking force is maintained. change. That is, the target current threshold value I for stopping the driving of the electric motor 7A is changed according to the rotational acceleration ⁇ ' of the electric motor 7A.
- the parking brake control device 24 has a torque calculator, a torque corrector, and a target current determiner.
- the target current determination unit determines a target current for stopping the driving of the electric motor 7A according to the output of the torque correction unit that corrects the torque of the electric motor 7A obtained by the torque calculation unit from the rotational acceleration ⁇ ' of the electric motor 7A.
- a current threshold I is calculated.
- the target current threshold value I can be corrected according to the rotational acceleration ⁇ ' that changes with the voltage applied to the electric motor 7A.
- the target current threshold value I can be corrected according to the rotational acceleration ⁇ ' that changes with the voltage applied to the electric motor 7A.
- the target current threshold value I is changed according to the rotation speed ⁇ and the rotation acceleration ⁇ ' of the electric motor 7A. Therefore, the target current threshold value I can be corrected according to not only the rotational acceleration ⁇ ' but also the rotational acceleration ⁇ ' and the rotational speed ⁇ . As a result, the thrust can be further optimized. Moreover, in the embodiment, the rotation speed ⁇ and the rotation acceleration ⁇ ' are obtained based on the voltage of the electric motor 7A. Therefore, the rotation speed ⁇ and the rotation acceleration ⁇ ′ of the electric motor 7A can be obtained without using a rotation sensor.
- the target current threshold value I is changed according to the rotation speed ⁇ and the rotation acceleration ⁇ ′ of the electric motor 7A has been described as an example.
- the configuration is not limited to this, and for example, the target current threshold value I may be changed according to the rotational acceleration ⁇ ' without using the rotational speed ⁇ . That is, the target current threshold value I may be calculated using the following equation (7).
- the maximum value of the viscosity coefficient c is included in the speed reducer efficiency ⁇ GR .
- the rear wheel disc brake 6 is a hydraulic disc brake with an electric parking brake function
- the front wheel disc brake 5 is a hydraulic disc brake without an electric parking brake function.
- the invention is not limited to this.
- the rear wheel disc brake 6 may be a hydraulic disc brake without an electric parking brake function
- the front wheel disc brake 5 may be a hydraulic disc brake with an electric parking brake function. good.
- both the front wheel disc brake 5 and the rear wheel disc brake 6 may be hydraulic disc brakes with an electric parking brake function. In short, at least a pair of right and left wheels among the wheels of the vehicle can be braked by an electric parking brake.
- the hydraulic disc brake 6 with an electric parking brake has been taken as an example of the electric brake mechanism.
- the brake mechanism is not limited to the disc brake type, and may be configured as a drum brake type brake mechanism.
- various configurations of the electric parking brake can be adopted, such as a drum-in-disc brake in which a drum-type electric parking brake is attached to the disc brake, or a configuration in which the parking brake is held by pulling a cable with an electric motor. can.
- an electric parking brake device comprising: an electric motor for driving an electric mechanism that presses a braking member against a member to be braked to maintain a braking force; and a control device for controlling the driving of the electric motor.
- the device stops driving the electric motor when a current value of the electric motor reaches a target current threshold for stopping the driving of the electric motor when the braking force is maintained, and the target current threshold is changed according to the rotational acceleration of the electric motor.
- the target current threshold for stopping the driving of the electric motor is changed according to the rotational acceleration of the electric motor when the braking force is maintained. Therefore, the target current threshold can be corrected in accordance with the rotational acceleration that changes with the voltage applied to the electric motor. As a result, it is possible to suppress variations in the thrust based on the driving of the electric motors. That is, it is possible to accurately stop the driving of the electric motor with a desired thrust, and it is possible to optimize the thrust. As a result, the maximum thrust can be reduced, and the size and cost can be reduced.
- the control device changes the target current threshold according to the rotation speed and the rotation acceleration of the electric motor.
- the target current threshold value can be corrected according to not only the rotational acceleration but also the rotational acceleration and the rotational speed. As a result, the thrust can be further optimized.
- the control device obtains the rotation speed and the rotation acceleration based on the voltage of the electric motor.
- the rotation speed and rotation acceleration of the electric motor can be obtained without using a rotation sensor for detecting the rotation speed.
- an electric parking brake device comprising: an electric motor for driving an electric mechanism that presses a braking member against a member to be braked and holds a braking force;
- the device includes a torque calculation unit that calculates the torque of the electric motor required to maintain the braking force, a torque correction unit that corrects the torque of the electric motor obtained by the torque calculation unit from the rotational acceleration of the electric motor, a target current determination unit that calculates a target current threshold for stopping the driving of the electric motor according to the output of the torque correction unit.
- the target current determination unit determines the target current threshold for stopping the driving of the electric motor according to the output of the torque correction unit that corrects the torque of the electric motor obtained by the torque calculation unit from the rotational acceleration of the electric motor. to calculate Therefore, the target current threshold can be corrected in accordance with the rotational acceleration that changes with the voltage applied to the electric motor.
- the target current threshold can be corrected in accordance with the rotational acceleration that changes with the voltage applied to the electric motor.
- a target current threshold for stopping the driving of the electric motor when the electric motor is driven and the braking member is pressed against the member to be braked to hold the braking force.
- a brake control device for stopping the driving of the electric motor, wherein the target current threshold is changed according to the rotational acceleration of the electric motor.
- the target current threshold is changed according to the rotation acceleration of the electric motor. Therefore, the target current threshold can be corrected in accordance with the rotational acceleration that changes with the voltage applied to the electric motor. As a result, it is possible to suppress variations in the thrust based on the driving of the electric motors. That is, it is possible to accurately stop the driving of the electric motor with a desired thrust, and it is possible to optimize the thrust. As a result, the maximum thrust can be reduced, and the size and cost can be reduced.
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- Braking Systems And Boosters (AREA)
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Abstract
Description
6 後輪側ディスクブレーキ
6C ブレーキパッド(制動部材)
7A 電動モータ(電動機、電動機構)
8 回転直動変換機構(電動機構)
24 パーキングブレーキ制御装置(制御装置、ブレーキ制御装置)
Claims (5)
- 制動部材を被制動部材へ押圧し制動力を保持する電動機構を駆動する電動機と、
前記電動機の駆動を制御する制御装置と、を備える電動パーキングブレーキ装置において、
前記制御装置は、
制動力を保持する際に、前記電動機の駆動を停止させる目標電流閾値に、前記電動機の電流値が達したときに、前記電動機の駆動を停止するものであって、
前記目標電流閾値を前記電動機の回転加速度に応じて変更することを特徴とする電動パーキングブレーキ装置。 - 前記制御装置は、
前記電動機の回転速度と前記回転加速度とに応じて前記目標電流閾値を変更することを特徴とする請求項1に記載の電動パーキングブレーキ装置。 - 前記制御装置は、
前記電動機の電圧に基づいて、前記回転速度と前記回転加速度を求めることを特徴とする請求項2に記載の電動パーキングブレーキ装置。 - 制動部材を被制動部材へ押圧し制動力を保持する電動機構を駆動する電動機と、
前記電動機の駆動を制御する制御装置と、を備える電動パーキングブレーキ装置において、
前記制御装置は、
制動力を保持するために必要となる前記電動機のトルクを演算するトルク演算部と、
前記電動機の回転加速度から前記トルク演算部で求められる前記電動機のトルクを補正するトルク補正部と、
前記トルク補正部の出力に応じて、前記電動機の駆動を停止させる目標電流閾値を演算する目標電流決定部と、を有することを特徴とする電動パーキングブレーキ装置。 - 電動機を駆動し制動部材を被制動部材へ押圧し制動力を保持する際に、前記電動機の駆動を停止させる目標電流閾値に、前記電動機の電流値が達したときに、前記電動機の駆動を停止するブレーキ制御装置において、
前記目標電流閾値を前記電動機の回転加速度に応じて変更することを特徴とするブレーキ制御装置。
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US18/281,617 US20240157917A1 (en) | 2021-10-15 | 2021-10-15 | Electric parking brake apparatus and brake control apparatus |
PCT/JP2021/038292 WO2023062833A1 (ja) | 2021-10-15 | 2021-10-15 | 電動パーキングブレーキ装置およびブレーキ制御装置 |
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JP2019130939A (ja) | 2018-01-29 | 2019-08-08 | 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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US20240157917A1 (en) | 2024-05-16 |
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