JP5176166B2 - Disc brake device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a disk brake system that prevents an inadvertent motion of a vehicle. <P>SOLUTION: When a driver demands brake release, fluid pressure is supplied to a PKB disk brake and simultaneously electric power is supplied to an electric motor. Hence, the fluid pressure is maintained also after the mechanical-lock release has been acknowledged. Thereafter, the driver initiates an acceleration operation. When the accelerator opening degree increases at least to a threshold degree, the fluid pressure is released. In such a case when brake release is demanded in a stationary vehicle on an ascending road for advancing, this keeps the fluid pressure until accelerator opening degree increases to a degree at which the vehicle is no longer allowed to retract. Since the fluid pressure is released when the starting of the vehicle is determined to be possible, the retraction of the vehicle is avoided and the vehicle can be started without delay. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a disc brake used for braking a vehicle, and more particularly to a disc brake device to which an electric parking brake mechanism is added.

As an example of a conventional electric parking brake, there is an electric parking brake disclosed in Patent Document 1. In this electric parking brake, the mechanical lock is quickly released in response to the driver's request to release the parking brake.
JP 2007-17799 A

By the way, the prior art has an advantage that the vehicle can be started without delay.
However, in the above prior art, the braking force of the vehicle is rapidly reduced with the release of the mechanical lock. For this reason, the driver had to perform an abrupt operation of an accelerator, a brake, etc. with respect to the movement of the vehicle resulting from the rapid decrease in the braking force of the vehicle described above.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a disc brake device that can suppress inadvertent movement of a vehicle.

The present invention comprises a caliper that generates a braking force by a piston that is propelled by receiving a hydraulic pressure supply from a hydraulic means, pressing a brake pad against a disc;
A parking brake mechanism that operates using an electric actuator as a drive source and mechanically holds the piston in a braking position;
A control for releasing the hydraulic pressure after operating the hydraulic pressure means in response to a parking brake release signal to supply a predetermined hydraulic pressure to the caliper and operating the parking brake mechanism to release the holding position of the piston. in the disc brake device comprising a means,,
The control means of the vehicle whether to hold the liquid pressure in said caliper after the parking brake release signal is deactivated the parking brake mechanism by a predetermined pressure to the hydraulic pressure of the input in the caliper Having a hydraulic pressure holding judging means for judging based on the situation ;
After the parking brake release signal supplies a predetermined hydraulic pressure to the caliper and releases the parking brake mechanism, the hydraulic pressure is held, and the hydraulic pressure holding determination means determines that the holding is released. And the hydraulic pressure is released.

  According to the disc brake device of the present invention, the parking brake release signal is input, and after the parking brake mechanism is released by setting the hydraulic pressure in the caliper to a predetermined pressure, the hydraulic pressure holding determination means determines that the holding is released. Since the hydraulic pressure is sometimes released, inadvertent movement of the vehicle can be suppressed.

Hereinafter, a disc brake device according to a first embodiment of the present invention will be described with reference to FIGS.
1 to 4, the disc brake device according to the first embodiment of the present invention is used in a vehicle (hereinafter referred to as an “AT vehicle” as appropriate) equipped with an AT (automatic transmission). Note that the disc brake device according to the first embodiment and each embodiment to be described later are referred to as a vehicle equipped with an MT (manual transmission) as will be described later (hereinafter referred to as an MT vehicle as appropriate) instead of an AT vehicle. Reference). 4 and 14, the broken line represents a signal line.

  FIG. 1 shows a brake system including a disc brake device 70 according to a first embodiment of the present invention. In the figure, reference numerals 1 and 1a denote disc brakes arranged on each wheel of the vehicle, and particularly 1 denotes a disc brake with an electric parking brake mechanism (hereinafter referred to as appropriate) arranged on the rear wheels (RL, RR) of the vehicle. , Referred to as a disc brake with PKB). Further, 2 is a hydraulic unit (hydraulic pressure means) that adjusts the hydraulic pressure supplied to the disc brake 1 with PKB, and 3 is a master cylinder that generates hydraulic pressure in response to the operation of the brake pedal 4. Here, the master cylinder 3 is configured as a tandem type, and the two main brake fluid passages 5, 5 ′ extended from the master cylinder 3 pass through the fluid pressure unit 2 to the respective disc brakes 1, 1 a. It is connected to the. The disc brakes 1, 1 a are, here, the main brake fluid passage 5, so that the right front wheel FR and the left rear wheel RL, and the left front wheel FL and the right rear wheel RR are combined, that is, in an X-type circuit distribution. These are connected to branch passages 5a and 5a 'branched from 5'. As the hydraulic unit 2, a hydraulic control unit in a brake system such as a vehicle dynamics control system, an anti-lock brake system, a traction control system, etc. is shared.

  10 controls a parking brake mechanism 40 which will be described later (activates the hydraulic unit 2 in response to a parking brake release signal which will be described later to supply a predetermined hydraulic pressure to a caliper 24 which will be described later and operates the parking brake mechanism 40. A parking brake ECU (control means) 11 for releasing the hydraulic pressure after releasing the braking position of the piston 35, and a hydraulic pressure control processing unit 11 included in the parking brake ECU 10 for controlling the hydraulic pressure unit 2 , 71 is a hydraulic pressure holding / releasing determination processing unit (hydraulic pressure holding determination means) included in the parking brake ECU 10 together with the hydraulic pressure control processing unit 11. As shown in FIGS. 1, 4 and 5, the parking brake ECU 10 includes a brake signal detecting means 12 for detecting the operation of the brake pedal 4, and a parking brake switch for outputting a parking brake instruction signal (parking brake request) (for example, , Push buttons, etc.) 13 and signals are inputted from a hydraulic pressure sensor 14 for detecting the hydraulic pressure in each disc brake 1a and the disc brake 1 with PKB. The parking brake ECU 10 also includes a shift position detecting means 15a for detecting the position of the shift lever, and an accelerator signal detecting means (ACL) 16 for detecting and outputting information (accelerator opening information) corresponding to the operation of the accelerator pedal. A signal is input from the motor current detecting means 17 that is mounted on the disc brake 1 with PKB and detects the power consumption of the electric motor 20 for operating the parking brake mechanism 40 described later.

The parking brake ECU 10 includes the hydraulic pressure holding / release determination processing unit 71 and the hydraulic pressure control processing unit 11 as described above. The hydraulic pressure hold / release determination processing unit 71 generates a parking brake release signal (release request) generated in response to a signal from the brake signal detecting unit 12, an operation of a parking brake release unit such as a parking brake release switch (not shown) by the driver, ), A signal from the accelerator signal detecting means 16, a signal from the AT ECU 72 for controlling the AT (not shown), a signal from the acceleration sensor 73 for detecting the tilt state of the vehicle, information on the camera 74 (cameras 74a and 74b), not shown Based on GPS or navigation information, a signal from a seat belt switch (not shown), a signal from a seat switch (not shown), etc., it is selected whether the hydraulic pressure in the caliper 24 is held or released after the mechanical lock is released (ie, Determine whether to maintain the hydraulic pressure in the caliper). The hydraulic pressure control processing unit 11 outputs a hydraulic pressure hold / release instruction to the hydraulic pressure unit 2 based on the processing result of the hydraulic pressure hold / release determination processing unit 71.
The parking brake ECU 10 (control means) has a function of releasing the hydraulic pressure in the caliper 24 when the hydraulic pressure holding / release determination processing unit 71 determines that the holding is released, and the hydraulic pressure holding / release determination processing unit. 71 receives, for example, an input of a parking brake release signal (release request) from the parking brake release means, and releases the parking brake mechanism 40 (described later) by setting the hydraulic pressure in the caliper 24 (described later) to a predetermined pressure. The hydraulic pressure is released when it is determined that the release (holding release) is made in the hydraulic pressure holding / release determination (determination of whether or not to hold the hydraulic pressure in the caliper).
The hydraulic pressure hold / release determination processing unit 71 performs the above-described hydraulic pressure hold / release determination (determination as to whether or not to hold the hydraulic pressure in the caliper) based on the situation of the vehicle. It should be noted that the situation of the vehicle includes the vehicle operation situation of the driver (a situation grasped by a signal from the brake signal detection means 12 and a signal from the accelerator signal detection means 16), a vehicle state [a signal from the brake signal detection means 12, The state grasped by the signal from the accelerator signal detection means 16, the signal from the ATECU 72, the signal from the acceleration sensor 73] or the situation around the vehicle [information of the camera 74 (cameras 74a, 74b), GPS or navigation information not shown) Status) and in-vehicle status (situation grasped by a signal of a seat belt switch not shown, a signal of a seating switch not shown), and the situation can be grasped from various corresponding signals. ing.

In this embodiment, the camera 74 is provided, and the information is input to the hydraulic pressure holding / release determination processing unit 71. However, instead of the camera 74, a millimeter wave radar (not shown) is provided, and the information is You may make it use.
Further, the parking brake ECU 10 controls the hydraulic unit 2 via the hydraulic pressure control processing unit 11 so that the hydraulic pressure in the disc brake 1 with PKB becomes a predetermined pressure based on the input signals. And the operation of the electric motor 20 is controlled.

  As shown in FIGS. 2 and 3, each PKB-equipped disc brake 1 includes a pair of pads 22 and 23 disposed on both sides of a disc rotor 21 (disc) and a pair of pads 22 and 23. And a caliper 24 that generates a braking force by being pressed on both sides of the disk rotor 21. The disc brake 1 with PKB is configured as a caliper floating type, and the pair of pads 22 and 23 and the caliper 24 are bolted to a carrier 25 (see, for example, a knuckle) of the vehicle (see FIG. 3). ) Is supported so as to be movable in the axial direction of the disk rotor 21.

  More specifically, each of the pads 22 and 23 is configured such that the left and right ear portions 26 provided on both sides thereof are fitted into guide grooves 27 provided to face the inner sides of the left and right support column portions 25a of the carrier 25, thereby 25 is slidably supported (FIG. 3). Further, the caliper 24 is inserted into guide holes (not shown) provided in the bridge portion 25b of the carrier 25 by inserting guide pins (not shown) attached to the left and right arm portions 24a using bolts 28. The carrier 25 is slidably supported. In FIG. 3, 29 is a screw hole for bolting the carrier 25 to the non-rotating portion of the vehicle, and is provided at two places on the left and right sides of the carrier 25.

  The caliper main body 30 which is the main body of the caliper 24 has a cylinder portion 31 on the base end side facing the pad (inner pad) 22 on the vehicle inner side and a claw portion 32 on the tip end side facing the pad (outer pad) 23 on the vehicle outer side. Each has. The cylinder portion 31 is formed with a bottomed cylinder 33 having an opening on the inner pad 22 side and the other end closed by a bottom wall 31a. A piston seal 34 is interposed in the cylinder 33. A piston 35 is slidably mounted. The piston 35 has a cup shape here, and is housed in the cylinder 33 so that the bottom thereof faces the inner pad 22. A space between the piston 35 and the cylinder bottom wall 31a is defined as a fluid pressure chamber 36. The fluid pressure chamber 36 has branch passages 5a, 5a ′ (branched from the main brake fluid passages 5, 5 ′. The hydraulic pressure is supplied from the master cylinder 3 (hydraulic pressure unit 2) through FIG. The piston 35 is prevented from rotating by engaging a convex portion 22 a provided on the back surface of the inner pad 22 with a concave portion 35 a provided on the bottom surface thereof. Further, a dust boot 37 is interposed between the bottom of the piston 35 and the caliper main body 30 to prevent foreign matter from entering the cylinder 33.

  In the present embodiment, a housing 38 is fixed to the rear end of the caliper body 30 with a plurality of bolts 39. A cylinder bottom wall 31a is sandwiched between the housing 38 and the cylinder portion 31 of the caliper body 30. A parking brake mechanism 40 is provided. The parking brake mechanism 40 is inserted through a through hole 41 provided in the cylinder bottom wall 31a from the inside of the cylinder 33 and extended at one end side into the housing 38, and has a male screw 42 at the other end side located in the cup portion of the piston 35. A shaft 45 and a nut 45 disposed in the cup portion of the piston 35 and having a female screw 44 on the inner surface engaged with the male screw 42 of the shaft 43 and a housing 38 are driven by the electric motor 20 (FIG. 1). And a gear mechanism (deceleration mechanism) 46 that rotates the shaft 43. A seal member 47 is provided on the inner surface of the through hole 41 of the cylinder bottom wall 31a so as to seal between the shaft 43 and the fluid pressure chamber 36 in the cylinder 33 is maintained fluid-tight. .

  The shaft 43 is disposed on the axis of the cylinder 33, and an intermediate portion thereof is rotatably supported by two bearings (thrust bearings) 48 and 49 disposed on both sides of the cylinder bottom wall 31a. . A flange portion 50 capable of contacting one bearing 48 disposed in the cylinder 33 is provided at an intermediate portion of the shaft 43, and a double nut 51 can be screwed to one end portion extended into the housing 38. The shaft 43 is firmly constrained in the axial direction with respect to the two bearings 48 and 49 by tightening the double nut 51 into the threaded portion 52.

  A nut 45 that meshes with the shaft 43 is slidably fitted to the inner surface of the piston 35 via a seal member 53. Further, the nut 45 is slidably fitted into an axial pin hole 56 provided in the piston 35 by extending a pin 55 extending in the axial direction in the flange portion 54 provided at the rear end thereof, thereby rotating the nut 45. It is regulated. The nut 45 moves linearly according to the rotation of the shaft 43, and the flange portion 54 abuts against the rear end of the piston 35 to apply a pressing force in the propulsion direction to the piston 35. A lid plate 57 is attached to the opening of the tip of the nut 45, and the piston 35 is used to release air between the inner bottom of the piston 35 and the tip of the nut 45 including the lid plate 57. Air vent holes 58 are provided in the radial direction.

  On the other hand, a gear mechanism 46 that rotates the shaft 43 is attached to a worm 61 fixed to the rotating shaft 60 of the electric motor 20 and non-rotatable at one end of the shaft 43 via a key 62 and meshes with the worm 61. The worm wheel 63 is combined. The worm wheel 63 is rotatably supported by the housing 38 via a pair of front and rear bearings 64. In the present embodiment, the electric motor 20 is fixed to the lower side of the outer surface of the housing 38 using a bolt 65 as shown in FIG. It is extended upward from. The distal end portion of the rotary shaft 60 extends through the housing 38 to the outside (upper portion), and the extended end portion 60a is processed into a two-sided width so as to be suitable for holding the rotary jig. Yes. The extended end portion 60 a of the rotary shaft 60 that has been subjected to the two-surface width processing is always covered with a cap 66. In FIG. 2, the upper side and the lower side of the center line are indicated by different cut ends (cross sections).

  Hereinafter, the operation of the disc brake 1 with PKB configured as described above will be described.

  When operating as a normal brake, that is, a service brake, the electric motor 20 is in a stopped state, and hydraulic pressure is supplied from the master cylinder 3 to the hydraulic pressure chamber 36 of the caliper 24 according to the operation of the brake pedal 4. Then, since the nut 45 is not moved due to the stop of the electric motor 20, only the piston 35 propels and presses the inner pad 22 against the disc rotor 21. At this time, the caliper main body 30 moves to the inside of the vehicle by the reaction force, and the claw portion 32 presses the outer pad 23 against the other surface of the disk rotor 21, whereby the disk rotor 21 is sandwiched between the pair of pads 22 and 23. Thus, a braking force corresponding to the hydraulic pressure is generated. On the other hand, when the hydraulic pressure in the hydraulic chamber 36 is released from this state, the piston 35 is retracted by the elastic restoring force of the piston seal 34, and accordingly, the pair of pads 22 and 23 are separated from the disk rotor 21. The brake is released.

  When the parking brake is operated, a control signal is output from the hydraulic pressure control processing unit 11 of the parking brake ECU 10 to the hydraulic pressure unit 2 according to the operation of the parking brake switch 13, and the hydraulic pressure is supplied to the hydraulic pressure chamber 36 of the caliper 24. A fluid pressure of a predetermined pressure is supplied from the unit 2. Then, the piston 35 is propelled by this hydraulic pressure supply, and a predetermined braking force is generated in the same manner as during normal braking. On the other hand, the electric motor 20 is activated by a command from the parking brake ECU 10 almost simultaneously with the start of the supply of the hydraulic pressure to the hydraulic pressure chamber 36. Then, the shaft 43 rotates through the gear mechanism 46, the nut 45 moves linearly (advances), and the flange portion 54 comes into contact with the rear end of the piston 35 to press the piston 35 in the propulsion direction. Thereafter, when the electric motor 20 is stopped, a command is sent from the parking brake ECU 10 to the hydraulic pressure control processing unit 11 almost simultaneously, the circuit in the hydraulic unit 2 is switched, and the hydraulic pressure in the hydraulic chamber 36 is released. . At this time, a large frictional force is generated at the meshing portion between the male screw 42 and the female screw 44 due to the axial force received from the piston 35, and the gear mechanism 46 is irreversible, so that the rotation of the shaft 43 is prevented. And the nut 45 is held in that position. That is, even if the electric motor 20 is stopped and the hydraulic pressure is released, the piston 35 is mechanically held (locked) at the braking position by the parking brake mechanism 40, thereby establishing the parking brake.

  When releasing the parking brake, a control signal is output from the parking brake ECU 10 to the hydraulic pressure control processing unit 11 of the hydraulic pressure unit 2 according to the operation of the parking brake switch 13, and the hydraulic pressure unit 2 supplies the hydraulic pressure to the hydraulic pressure chamber 36. At the same time, the electric motor 20 is rotationally driven in the reverse direction by a command from the parking brake ECU 10. Then, the shaft 43 rotates in reverse via the gear mechanism 46, and the nut 45 tries to retreat. However, until a piston thrust equal to or higher than that at the time of parking brake is obtained (until the hydraulic pressure in the hydraulic chamber 36 in the caliper 24 becomes equal to or higher than a predetermined pressure), the irreversibility between the male screw 42 and the female screw 44 and the gear mechanism The irreversibility of 46 prevents the shaft 43 from rotating. When the hydraulic pressure increases until a piston thrust exceeding that at the time of parking brake is obtained, the axial force applied to the nut 45 from the piston 35 decreases rapidly, and the shaft 43 rotates (reversely rotates) in accordance with this, whereby the nut 45 Retreats. After that, the rotation of the electric motor 20 is stopped at the same time as the nut 45 returns to the original position, and then the hydraulic pressure in the hydraulic chamber 36 is released by the hydraulic pressure unit 2, thereby completely releasing the parking brake. (Released).

  In the event that the electric motor 20 breaks down during the parking brake, the hydraulic pressure is supplied to the hydraulic chamber 36, and then the appropriate rotation is applied to the extended end 60 a of the rotary shaft 60 protruding outside the housing 38. The rotating shaft 60 is forcibly rotated from the outside by engaging the jig. As a result, the shaft 43 rotates via the gear mechanism 46, the nut 45 moves backward, and the parking brake is released. That is, the parking brake can be easily released manually.

  The hydraulic pressure holding / releasing determination processing unit 71 executes the determination processing first routine R1 shown in FIG. 6 and performs a determination process (step S102) related to the hydraulic pressure holding and the releasing thereof, thereby determining corresponding to the hydraulic pressure holding. A processing result (NO determination in step S102) and a determination processing result (YES determination in step S102) corresponding to hydraulic pressure release are obtained. In the present embodiment, the determination processing result of the hydraulic pressure holding / release determination processing unit 71 [the determination processing result corresponding to the hydraulic pressure holding (step S104) and the determination processing result corresponding to the hydraulic pressure holding and releasing (step S103). )] Is processed by the parking brake ECU 10 and the hydraulic unit 2 is controlled to hold and release the hydraulic pressure of the disc brakes 1 and 1 with PKB (see steps S103 and S104).

The determination processing first routine R1 executed by the hydraulic pressure hold / release determination processing unit 71 will be described in detail below with reference to FIG.
In FIG. 6, when the determination process first routine R1 is started, first, accelerator opening information from the accelerator signal detecting means 165 is acquired (step S101). In step S102 following step S101, it is determined whether or not the accelerator opening is equal to or greater than a predetermined threshold (hereinafter referred to as an accelerator opening threshold). The accelerator opening threshold value used in step S102 is determined based on the vehicle inclination state and traveling direction obtained from the acceleration sensor 73, the AT range as the driver requested traveling direction obtained from the ATECU 72, and the like.
If it is determined YES in step S102, a process of releasing the hydraulic pressure of the PKB-equipped disc brakes 1, 1 is performed (step S103), and the determination process first routine R1 in the control cycle ends, and the next control Judgment processing first routine R1 in the cycle is started.
If it is determined as NO in step S102, a process for holding the hydraulic pressure of the disc brake with PKB 1, 1 is performed (step S104), and the determination process first routine R1 in the control cycle ends, and the next control Judgment processing first routine R1 in the cycle is started.

In the disc brake device 70 according to the first embodiment configured as described above, as shown in FIG. 7, when a driver release request is received, hydraulic pressure is supplied to the PKB disc brakes 1, 1. Electric power is supplied to the electric motors 20 and 20. Thereafter, the motor current continues a predetermined stall current, so that the hydraulic pressure is maintained even after it is determined that the release of the mechanical lock is completed. Thereafter, an accelerator operation is performed by the driver, and the hydraulic pressure is released when the accelerator opening reaches or exceeds the threshold value.
As a result, for example, when a release request is issued while the vehicle is stopped while moving forward on an uphill road, the hydraulic pressure is maintained until the accelerator opening increases to such an extent that the vehicle does not move backward, and the vehicle can start. Since the hydraulic pressure is released at the stage when it is determined that the vehicle has been determined, the vehicle can be prevented from moving backward, and the vehicle can be started without delay.
In the prior art, when there is a release request in a state where the vehicle is stopped trying to move forward on an uphill road as described above, as shown by a broken line in FIG. As a result, there is a problem that the vehicle temporarily moves backward. On the other hand, according to the present embodiment, as described above, the hydraulic pressure is maintained until the accelerator opening increases to an extent that does not cause the vehicle to reverse, and the hydraulic pressure is determined when it is determined that the vehicle can start. Since it is cancelled | released, the problem (reverse of a vehicle) which the said prior art raises can be avoided.

In the above explanation of the operation, an example is given in which a release request is made when the vehicle is stopped while going forward on an uphill road, but this is released when the vehicle is stopped trying to move backward on a downhill road. The same can be said by replacing forward and backward when requested.
If it is possible to determine whether the vehicle is moving backward, processing can be performed based on information other than the accelerator opening.
As described above, according to the disc brake device 70 of the present embodiment, even when there is a release request, the hydraulic pressure is temporarily maintained, and it is determined whether or not the hydraulic pressure can be released based on the vehicle operation, that is, the accelerator operation. Since the hydraulic pressure is released, the vehicle can be prevented from retreating or suddenly starting.

In the above embodiment, the parking brake ECU 10 (control means) operates the hydraulic pressure unit 2 (hydraulic pressure means) in response to the parking brake release signal to supply a predetermined pressure to the caliper 24 and activate the parking brake mechanism 40. Then, the parking brake mechanism 40 is controlled so as to release the hydraulic pressure after releasing the braking position holding of the piston 35, and the hydraulic pressure holding / release judgment processing unit 71 (hydraulic pressure holding judgment means) receives a parking brake release signal. , The hydraulic pressure in the caliper 24 is set to a predetermined pressure and the parking brake mechanism 40 is released to determine whether to hold the hydraulic pressure in the caliper 24, and the hydraulic pressure hold / release determination process Although the case where the hydraulic pressure is released when the part 71 determines NO (releases the hydraulic pressure) is taken as an example, instead of this, the following configuration may be adopted.
That is, the hydraulic pressure unit 2 is operated by a parking brake release signal to supply a hydraulic pressure higher than a predetermined pressure to the caliper 24, and then the parking brake mechanism 40 is operated to release the holding position of the piston 35 and then the hydraulic pressure. And a control means for releasing the parking brake. When the parking brake release signal is input and the hydraulic pressure in the caliper 24 is set to be equal to or higher than the predetermined pressure to release the parking brake mechanism 40, the control means , Having a hydraulic pressure holding judging means for judging whether or not to hold the hydraulic pressure in the caliper 24 based on the vehicle state or the situation around the vehicle, and when the hydraulic pressure holding judging means judges that the holding is released, You may comprise so that a hydraulic pressure may be cancelled | released.

Next, 2nd Embodiment of this invention is described with reference to FIG.4 and FIG.5 based on FIGS.
In the second embodiment of the present invention, the hydraulic pressure retention / release determination processing unit 71 (see FIG. 5) of the parking brake ECU 10 executes the determination processing first routine R1 in the first embodiment, whereas FIG. 8 to execute the determination processes 2nd, 3rd, 4th and 5th routines R2, R3, R4 and R5 shown in FIG. 11 and to execute the determination processes 2nd to 5th routines R2 to R5, respectively. The main difference is that the detection data of various sensors (detection signal of the acceleration sensor 73, information from the camera 74, seat belt signal, etc.) is used. It is the same as in the first embodiment that the hydraulic pressure hold / release determination processing unit 71 performs determination (determination) of hydraulic pressure hold and release.

The determination processing second to fifth routines R2 to R5 are repeatedly executed at a predetermined control cycle. The value (1 or 0) of the hydraulic pressure release enable first flag f1 based on the determination process second routine R2 is obtained by the process of the determination process second routine R2 (FIG. 8), and the determination process third routine R3 (FIG. 9). ), The value (1 or 0) of the hydraulic pressure release enable second flag f2 based on the third determination routine R3 is obtained, and the determination processing fourth routine R4 (FIG. 10) performs the determination processing fourth. The value (1 or 0) of the hydraulic pressure release possible third flag f3 based on the routine R4 is obtained.
Then, the hydraulic pressure holding / releasing determination processing unit 71 uses the processing results of the determination processing second to fourth routines R2 to R4 in the determination processing fifth routine R5 (FIG. 11) to hold the hydraulic pressure as described later. Release determination processing is performed. In addition, the parking brake controls the hydraulic pressure retention / release using the determination process of the determination process fifth routine R5.
Hereinafter, the determination processing second to fifth routines R2 to R5 will be sequentially described in detail with reference to FIGS.

  The determination process second routine R2 shown in FIG. 8 determines whether or not the vehicle moves in the direction opposite to the driver's requested traveling direction, and this is established (the vehicle is in the direction opposite to the driver's requested traveling direction). In the case of movement), O is set in the hydraulic pressure release possible first flag f1, and if not established (the vehicle does not move in the direction opposite to the direction required by the driver), the hydraulic pressure release possible first flag f1 is set to 1. Perform processing to set. If the same processing is possible, other processing procedures can be adopted.

In FIG. 8, when the determination process second routine R2 is started, first, the signal of the distance sensor 111 is acquired (step S111). In step S112 following step S111, the AT range is acquired from the AT ECU 72.
Next, it is determined whether or not the absolute value of the gradient is equal to or less than a threshold value (hereinafter referred to as a gradient threshold value) determined so that the vehicle does not slip down (step S113). If YES in step S113 (the absolute value of the gradient is equal to or less than the gradient threshold value), the process of step S117 is executed and NO (the absolute value of the gradient exceeds the gradient threshold value). If determined, the process of step S114 is executed.
In step S114, it is determined whether or not the vehicle is stopped on the uphill road. If YES is determined in step S114 (the vehicle is stopped on the uphill road), the process of step S115 is executed, and NO is determined (the vehicle is not stopped on the uphill road). The process of step S116 is executed.

In step S115, it is determined whether or not the AT range is R or P. If it is determined YES in step S115 (AT range is R or P), the process of step S118 is performed, and if NO (AT range is a range other than R and P), the process of step S119 is performed. Is executed.
In step S116, it is determined whether or not the AT range is D or P. If it is determined YES in step S116 (AT range is D or P), the process of step S120 is performed, and if it is determined NO (AT range is a range other than D or P), The process of step S121 is executed.

In step S117, when it is determined that the vehicle does not move even if the hydraulic pressure is released, a process of setting 1 to the hydraulic pressure release enabled first flag f1 is performed. In step S118, when it is determined that the driver is requesting the vehicle to move backward on the uphill road or the vehicle does not move backward, a process of setting 1 to the hydraulic pressure release possible first flag f1 is performed. In step S119, when it is determined that the driver is requesting the vehicle to advance on the uphill road, a process of setting O to the hydraulic pressure release possible first flag f1 is performed. In step S120, in response to the determination that the driver is requesting the vehicle to advance on the downhill road or the vehicle does not move forward, a process of setting 1 to the hydraulic pressure release enabled first flag f1 is performed. In step S121, in response to the determination that the driver is requesting the vehicle to move backward on the downhill road, a process of setting O to the hydraulic pressure release possible first flag f1 is performed. The processing results of steps S117 to S121 can be used in the determination processing fifth routine R5.
When the processes in steps S117 to S121 are performed, the determination process second routine R2 in the control cycle ends, and the determination process second routine R2 in the next control period starts.

  The determination process third routine R3 shown in FIG. 9 is for determining whether or not a person or an object exists in the traveling direction of the vehicle, and if it is established (a person or an object exists in the traveling direction of the vehicle). Is set to O in the hydraulic pressure releasable second flag f2, and if not established (no person or object exists in the traveling direction of the vehicle), a process of setting 1 to the hydraulic pressure releasable second flag f2 is performed. . If the same processing is possible, other processing procedures can be adopted.

In FIG. 9, when the third determination processing routine R3 is started, first, information of the camera 74, millimeter wave radar, GPS, or navigation information (not shown) is acquired (step S131). In step S132 following step S131, the AT range is acquired from the AT ECU 72.
Next, it is determined whether or not the AT range is D (step S133). If YES is determined in step S133, the process of step S134 is performed. If NO is determined, the process of step S135 is performed.
In step S134, it is determined whether or not there is a person or an object in front of the vehicle based on information from the camera 74, millimeter wave radar (not shown), GPS, or navigation information. If it is determined YES in step S134 (no person or object exists in front of the vehicle), the process of step S137 is performed, and if NO (person or object exists in front of the vehicle), it is determined in step S138. Processing is performed.

In step S135, it is determined whether or not the AT range is R. If it determines with YES at step S135, the process of step S136 will be performed, and if it determines with NO, the process of step S141 will be performed.
In step S136, it is determined whether or not there is a person or an object behind the vehicle based on information from the camera 74, information on a millimeter wave radar, GPS, or navigation (not shown). If the process is performed and the condition is not established, the process of step S140 is performed.

  In step S137, when it is determined that the driver intends to travel and that no person or object exists in the driver's requested traveling direction, a process of setting 1 to the hydraulic pressure release enabled second flag f2 is performed. . In step S138, in response to the determination that the driver intends to travel and that there is a person or an object in the driver's requested traveling direction, a process of setting O to the hydraulic pressure release enabled second flag f2 is performed. In step S139, when it is determined that the driver intends to travel and that there is no person or thing in the direction of the driver's request, a process of setting 1 to the hydraulic pressure release enabled second flag f2 is performed. . In step S140, in response to the determination that the driver intends to travel and that there is a person or an object in the direction of the driver's request, a process of setting O to the hydraulic pressure release enabled second flag f2 is performed. In step S141, when it is determined that the driver does not intend to travel, a process of setting 1 to the hydraulic pressure release enabled second flag f2 is performed.

The processing results of steps S137 to S141 can be used in the determination processing fifth routine R5.
When the processes in steps S137 to S141 are performed, the determination process third routine R3 in the control cycle ends, and the determination process third routine R3 in the next control period starts.

  The determination process fourth routine R4 shown in FIG. 10 determines whether or not the parking brake release signal is erroneously input, and if it is established (the parking brake release signal is erroneously input), If the pressure release enable third flag f3 is set to O and the parking brake release signal is not erroneously input (i.e., the parking brake release signal is not erroneously input), a process of setting 1 to the fluid pressure release enable third flag f3 is performed. If the same determination is possible, other processing procedures can be taken.

In FIG. 10, when the determination process fourth routine R4 is started, first, a signal of a seat belt switch (not shown) is acquired (step S151). In step S152 following step S151, a signal of a seating switch (not shown) is acquired.
Next, it is determined whether or not the signal of the seat belt switch is on (step S153). If YES in step S153 (the seat belt switch signal is ON), the process of step S154 is executed, and if NO (the seat belt switch signal is OFF), the process of step S156 is executed.

  In step S154, it is determined whether the signal of the seating switch is on. If it is determined YES in step S154 (the signal of the seating switch is on), the process of step S155 is executed, and if it is determined NO (the signal of the seating switch is off), the process of step S156 is executed.

In step S155, when it is determined that the driver is in a drivable state, that is, the parking brake release signal is due to the driver's operation, a process of setting 1 to the hydraulic pressure release enabled third flag f3 is performed.
In step S156, when it is determined that the driver is not in a drivable state, that is, the parking brake release signal is due to an erroneous operation, a process of setting 0 to the hydraulic pressure release enabled third flag f3 is performed.
The processing results of steps S155 and S156 can be used in the determination processing fifth routine R5.
When the processes in steps S155 and S156 are performed, the determination process fourth routine R4 in the control cycle ends, and the determination process fourth routine R4 in the next control period starts.

  The determination processing fifth routine R5 shown in FIG. 11 is mainly executed by the hydraulic pressure holding / release determination processing section 71. This execution includes the processing results (hydraulic pressure) of the determination processing second to fourth routines R2 to R4. The value of the first to third flags that can be released) is used. The hydraulic pressure hold / release determination processing unit 71 uses the processing results of the determination processing second to fourth routines R2 to R4 (values of the hydraulic pressure release enabled first to third flags f1 to f3) and the accelerator opening information. Then, the determination process [steps S163, S164, S165, S166] related to the holding and release of the hydraulic pressure is performed, the determination processing result corresponding to the holding of the hydraulic pressure (NO determination in any of steps S164, S165, S166), and the liquid A determination processing result corresponding to the pressure release (YES determination in step S163 or YES determination in step S166) is obtained.

The determination process result of the hydraulic pressure holding / releasing determination processing unit 71 [determination processing results corresponding to hydraulic pressure holding and releasing (steps S167, S168, S169)] is calculated and processed by the parking brake ECU 10, and the hydraulic pressure unit 2 (See steps S167, S168, and S169), the hydraulic pressure of the disc brake with PKB 1, 1 is held and released.
A determination processing fifth routine R5 for performing arithmetic processing in this way will be described with reference to FIG.
When the determination process fifth routine R5 is started, as shown in FIG. 11, first, the process of step S161 is executed. In step S161, the accelerator opening information is acquired from the accelerator signal detection means 165.

In step S162 following step S161, first to third hydraulic pressure releaseable first to third flags f1 to f3 are acquired.
Next, it is determined whether or not the accelerator opening is equal to or greater than the accelerator opening threshold (step S163).
If it is determined as YES in step S163, the process of step S167 is executed, and if it is determined as NO, the process of step S164 is executed.

In step S164, it is determined whether the hydraulic pressure release possible first flag f1 is 1. If it determines with YES at step S164, the process of step S165 will be performed, and if it determines with NO, the process of step S169 will be performed.
In step S165, it is determined whether the hydraulic pressure release possible second flag f2 is 1.
If it determines with YES at step S165, the process of step S166 will be performed, and if it determines with NO, the process of step S169 will be performed.

In step S166, it is determined whether the hydraulic pressure release possible third flag f3 is 1.
If it determines with YES at step S166, the process of step S168 will be performed, and if it determines with NO, the process of step S169 will be performed.
When the processes in steps S167 to S169 are performed, the determination process fifth routine R5 in the control cycle ends, and the determination process fifth routine R5 in the next control period starts.

  In step S167, determination processing result transfer processing related to hydraulic pressure release by the hydraulic pressure holding / release determination processing unit 71 is performed. Then, the parking brake ECU 10 controls the hydraulic pressure unit 2 based on the processing in step S167 of the hydraulic pressure holding / releasing determination processing unit 71 (see steps S167, S168, S169), whereby the disc brake with PKB 1, 1 The hydraulic pressure is maintained and released.

  According to the disc brake device 70A according to the second embodiment configured to include the hydraulic pressure hold / release determination processing unit 71 using the determination processing fifth routine R5 (FIG. 11) for executing the arithmetic processing, FIG. As shown, when there is a driver release request, hydraulic pressure is supplied to the disc brakes 1 and 1 with PKB, and electric power is supplied to the electric motors 20 and 20. Thereafter, the motor current continues a predetermined stall current, thereby determining that the release of the mechanical lock has been completed. However, in this state, since the hydraulic pressure release enable second flag f2 and the hydraulic pressure release enable third flag f3 are 0, the hydraulic pressure is maintained even after the release of the mechanical lock is completed. Thereafter, an accelerator operation is performed by the driver, and the hydraulic pressure is released when the accelerator opening reaches or exceeds the accelerator opening threshold.

As shown in FIG. 13, when a driver release request is made, hydraulic pressure is supplied to the disk brakes 1 and 1 with PKB, and electric power is supplied to the electric motors 20 and 20. Thereafter, the motor current continues a predetermined stall current, thereby determining that the release of the mechanical lock has been completed. However, in this state, since the hydraulic pressure release enable second flag f2 and the hydraulic pressure release enable third flag f3 are 0, the hydraulic pressure is maintained even after the release of the mechanical lock is completed. Thereafter, the hydraulic pressure is released when the hydraulic pressure release enable second flag f2 is set to 1 and the hydraulic pressure release enable third flag f3 is set to 1.
As described above, according to the disc brake device 70A according to the second embodiment, the first to third hydraulic pressure releaseable first to third flags f1 to f3, that is, the vehicle state such as the vehicle operation, the vehicle state, or the situation around the vehicle. Based on the above, it is determined and selected whether the hydraulic pressure is maintained or released, thereby avoiding backward or sudden start of the vehicle, avoiding the danger of pedestrians or drivers, avoiding inadvertent movement or starting of the vehicle And the like.

In the above embodiment, the case where the disc brake device 70 according to each embodiment is used in an AT car (FIG. 4) is taken as an example, but it may be used in an MT car instead of the AT car (FIG. 4).
Here, an example (third embodiment) when the disc brake device according to the present invention is used in an AT vehicle (FIG. 4) will be described.
The MT vehicle shown in FIG. 14 is mainly different from the AT vehicle shown in FIG. 4 in that the AT ECU 72 is not provided and in that the clutch 80 is provided. It is configured approximately the same as a car.

Compared with the disc brake device 70 according to the first embodiment, the disc brake device 70B according to the third embodiment determines that the hydraulic pressure is released, as shown in FIG. 15, instead of the accelerator opening. Axle torque is used. In the disc brake device 70B according to the third embodiment, as shown in FIGS. 14 and 15, when a driver release request is made, hydraulic pressure is supplied to the disc brakes 1 and 1 with PKB, and the electric motor Electric power is supplied to 20 and 20. Thereafter, the motor current continues a predetermined stall current, so that the hydraulic pressure is maintained even after it is determined that the release of the mechanical lock is completed. Thereafter, the hydraulic pressure is released when the axle torque reaches or exceeds a predetermined threshold value (hereinafter referred to as an axle torque threshold value).
Thereby, for example, when there is a release request in a state where the vehicle is stopped trying to advance on an uphill road, the hydraulic pressure is maintained until the axle torque rises to the axle torque threshold, and then released, The vehicle can be prevented from moving backward, and the vehicle can be started without delay.

1 is a system diagram showing a structure of a brake system including a disc brake device according to a first embodiment of the present invention. It is sectional drawing which shows the structure of the disc brake with an electric parking brake mechanism which comprises this disc brake device. It is a front view which shows a part of disc brake with this electric parking brake mechanism as a cross section. It is a figure which shows typically the disc brake device of FIG. 1 with the AT vehicle in which this is used. It is a block diagram which shows the parking brake ECU of FIG. FIG. 6 is a flowchart showing a determination processing first routine R1 performed by a hydraulic pressure retention / release determination processing unit in FIG. It is a time chart which shows an example when judgment processing 1st routine R1 is performed. It is a flowchart which shows determination process 2nd routine R2 which the hydraulic pressure holding / release determination process part used for the disc brake apparatus 70A which concerns on 2nd Embodiment of this invention performs. It is a flowchart which shows judgment process 3rd routine R3 which the hydraulic pressure holding | maintenance / cancellation | release judgment process part of the 2nd Embodiment performs. It is a flowchart which shows the judgment process 4th routine R4 which the hydraulic pressure holding | maintenance / cancellation | release judgment process part of the 2nd Embodiment performs. It is a flowchart which shows judgment process 5th routine R5 which the hydraulic pressure holding | maintenance / cancellation | release judgment process part of the 2nd Embodiment performs. It is an example of the time chart which shows the effect | action of the 2nd Embodiment. It is a time chart which shows the example different from FIG. 12 by the effect | action of 2nd Embodiment. It is a figure showing typically the disc brake device concerning a 3rd embodiment of the present invention with MT car in which this is used. It is an example of the time chart which shows the effect | action of the 3rd Embodiment.

Explanation of symbols

  2 ... Hydraulic pressure unit (hydraulic pressure means), 10 ... Parking brake ECU (control means), 13 ... Parking brake switch, 20 ... Electric motor, 21 ... Disc rotor (disk), 22, 23 ... Pad, 24 ... Caliper, 33 ... Cylinder, 35 ... Piston, 40 ... Parking brake mechanism, 70, 70A, 70B ... Disc brake device, 71 ... Hydraulic pressure hold / release judgment processing unit (hydraulic pressure hold judging means), 165 ... Accelerator signal detecting means.

Claims (3)

A caliper that generates a braking force by a piston that is propelled by receiving a hydraulic pressure supply from the hydraulic means, pressing the brake pad against the disc;
A parking brake mechanism that operates using an electric actuator as a drive source and mechanically holds the piston in a braking position;
A control for releasing the hydraulic pressure after operating the hydraulic pressure means in response to a parking brake release signal to supply a predetermined hydraulic pressure to the caliper and operating the parking brake mechanism to release the holding position of the piston. in the disc brake device comprising a means,,
The control means of the vehicle whether to hold the liquid pressure in said caliper after the parking brake release signal is deactivated the parking brake mechanism by a predetermined pressure to the hydraulic pressure of the input in the caliper Having a hydraulic pressure holding judging means for judging based on the situation ;
After the parking brake release signal supplies a predetermined hydraulic pressure to the caliper and releases the parking brake mechanism, the hydraulic pressure is held, and the hydraulic pressure holding determination means determines that the holding is released. The disc brake device is characterized in that the hydraulic pressure is released. The said hydraulic pressure holding judgment means judges whether the hydraulic pressure in the said caliper is held based on a driver | operator's vehicle operation, a vehicle state, or the surroundings condition of a vehicle . Disc brake device. 3. The disc brake device according to claim 1, wherein the hydraulic pressure holding determination unit releases the hydraulic pressure in the caliper when an accelerator operation is detected.

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