JP6747282B2 - Brake device - Google Patents

Description

The present invention relates to a brake device that controls a braking force of a vehicle based on a driver's depression of a brake pedal.

Patent Document 1 describes a brake device in an electric control system for a vehicle for the purpose of providing an inexpensive and highly reliable system. The brake device described in Patent Document 1 includes a motor control device that electrically controls the electric brake, a central control device that is connected to the motor control device, a stroke sensor, and a pedaling force sensor. The central controller and the motor controller jointly control the electric brake based on the inputs from the stroke sensor and the pedaling force sensor. The stroke sensor and the pedaling force sensor are respectively connected to both the central controller and the motor controller.

Further, Patent Document 2 describes a brake device that aims to enable control of an electric caliper even if a brake operation sensor fails. The brake device described in Patent Document 2 includes a plurality of brake operation sensors that detect the operation status of the brake pedal. The brake operation sensor has a stroke sensor and a pedaling force sensor. The brake device calculates a piston thrust value based on the stroke output value from the stroke sensor and the pedal effort output value from the pedal effort sensor, and controls the electric caliper based on the piston thrust value.

JP 2001-138882 A JP, 2002-240692, A

Since the brake device described in Patent Document 1 has a configuration capable of controlling the electric brake by both the central control device and the motor control device, for example, even if the central control device fails, the motor control can be performed. The device can control the electric brake. Further, since the stroke sensor and the pedaling force sensor are connected to both the central control unit and the motor control unit, even if one of the stroke sensor and the pedaling force sensor fails, the sensor from the other sensor that has not failed is used. The electric brake can be controlled based on the input. The brake device described in Patent Document 2 also includes a stroke sensor and a pedaling force sensor. Therefore, if the brake pedal is provided with the stroke sensor and the pedaling force sensor as in the brake device described in Patent Document 1 or Patent Document 2 described above, even if one of the sensors fails. The electric brake can be controlled by using the other sensor that is not in failure. Then, the vehicle can be evacuated. However, since the stroke sensor and the pedaling force sensor have different operating characteristics of the brakes that are detected, if one of the sensors fails, the feeling of brake operation changes compared to when it is normal. End up. Therefore, even if the vehicle can be made to run away as described above, the driver may feel uncomfortable.

Further, in the redundant design for improving the reliability of the device, two sensors of the same type may be provided. The two sensors in that case are usually designed on the assumption that the same failure does not occur at the same time. For example, when the stroke sensor and the pedaling force sensor are used as in the brake device described in Patent Document 1 and Patent Document 2 described above, two stroke sensors and two pedaling force sensors are provided in the redundant design. However, in Patent Document 1 and Patent Document 2, although there is a description of providing the stroke sensor and the pedaling force sensor as described above, there is no mention of specific installation parts or configurations of the stroke sensor and the pedaling force sensor. .. Therefore, for example, if two sensors of the same type provided in the same portion both fail, the driver may feel uncomfortable as described above. In this way, in order to improve the reliability of the brake device, which is a so-called important safety component of the vehicle, and maintain the feeling of brake operation even when the sensor fails, it is possible to perform stable evacuation travel. , There is still room for improvement.

The present invention was conceived by paying attention to the above technical problems, and configured a redundant system for a sensor to improve reliability and maintain a feeling of brake operation even when the sensor fails. Therefore, it is an object of the present invention to provide a brake device capable of stable evacuation traveling.

In order to achieve the above-mentioned object, the present invention provides a brake sensor that detects a stroke and a pedaling force when a driver depresses a brake pedal, and a reaction force application that generates a reaction force that opposes the pedaling force according to the stroke. comprising a mechanism, a transmission member for transmitting force between said brake pedal and the reaction force applying mechanism, and a controller that controls the braking force of the vehicle on the basis of the stroke and the depression force detected by the brake sensor in the braking device, the brake pedal, and the fulcrum portion rotatably supported by the vehicle body to the brake pedal, an output unit by connecting the transmission member and the brake pedal for transmitting the pedaling force to the transmission member The reaction force applying mechanism includes an elastic member that is compressed and elastically deformed by the pedal force, an input unit that connects the transmission member and the elastic member, and transmits the pedal force to the elastic member, A fixed portion that receives a reaction force when the elastic member is compressed, the brake sensor is provided at the fulcrum portion, a first stroke sensor that detects the stroke, and the output portion, A first pedal force sensor for detecting a pedal force, a second stroke sensor provided in the input unit for detecting the stroke, and a second pedal force sensor provided in the fixed unit for detecting the pedal force , A first controller, to which the first stroke sensor and the first pedaling force sensor are connected, outputs a control command signal by performing an operation based on data input from the first stroke sensor and the first pedaling force sensor. And a second controller that is connected to the second stroke sensor and the second pedal force sensor, and that performs a calculation based on the data input from the second stroke sensor and the second pedal force sensor to output a control command signal. that you are e Bei the is characterized in.

In the brake device of the present invention, the brake sensor detects the stroke (or the operation amount) and the pedaling force when the driver depresses the brake pedal. Then, the braking force of the vehicle is controlled based on the detected stroke and pedaling force. For example, the operation of the brake actuator mounted on the wheel is controlled. In the brake device of the present invention, the first stroke sensor, the first pedal force sensor, the second stroke sensor, and the second pedal force sensor constitute a brake sensor. The first stroke sensor is provided at a fulcrum portion of the brake pedal. The first pedal force sensor is provided at the output part of the brake pedal. On the other hand, the second stroke sensor is provided in the input section of the reaction force applying mechanism. The second pedal force sensor is provided on the fixed portion of the reaction force applying mechanism. That is, the first stroke sensor, the first pedal force sensor, the second stroke sensor, and the second pedal force sensor are installed at different positions of the brake pedal and the reaction force applying mechanism and at different positions . Then, the data detected by the first stroke sensor and the first pedal force sensor is input to the first controller, and the first controller outputs the control command signal. Further, the data detected by the second stroke sensor and the second pedal force sensor is input to the second controller, and the second controller outputs the control command signal. For this reason, according to the brake device of the present invention, it is possible to configure the brake sensor of two systems and a stroke sensor, a pedal pressure sensor, it is possible to improve the reliability against failure of the brake sensor. Further, even if one of the sensors fails, another normal sensor can properly back up. Therefore, it is possible to perform stable retreat traveling while maintaining the feeling of brake operation.

It is a figure for explaining an example of composition and a control system of a brake equipment of this invention. It is a block diagram for explaining the composition of the 1st controller (1st-ECU) and the 2nd controller (2nd-ECU) in the brake equipment of this invention. It is a figure for explaining an example of composition of an input module (brake pedal, reaction force giving mechanism, a brake sensor, etc.) in a brake device of the present invention.

FIG. 1 shows an outline of a brake device to which the present invention is applied. The braking device in the embodiment of the present invention controls the braking force of the vehicle based on the stroke and the pedaling force of the brake pedal detected by the brake sensor. The brake device 1 shown in FIG. 1 typically includes a brake actuator 2, a controller 3, a power supply 4, and an input module 5.

The brake actuator 2 operates a brake (not shown) attached to each wheel (not shown). The brake device 1 in the embodiment of the present invention is configured by an electric brake or an electromagnetic brake. The electric brake operates a brake pad of a brake caliper by an electric servomotor to brake a brake disc, that is, a wheel. The electromagnetic brake frictionally engages the brake rotor and the brake stator with a magnetic attraction force generated by energizing the solenoid to brake the brake rotor, that is, the wheels. Therefore, in the case of an electric brake, the brake actuator 2 is composed of an electric servomotor. In the case of an electromagnetic brake, the brake actuator 2 is composed of a solenoid.

Further, the brake actuator 2 mainly includes a main first brake actuator 2a, 2b, 2c, 2d that normally operates and a redundant second brake actuator 2e, 2f, 2g, 2h that mainly operates when an abnormality occurs. I have it. The first brake actuators 2a, 2b, 2c, 2d are installed respectively for the left and right front wheels (FL, FR) and the left and right rear wheels (RL, RR). Similarly, the second brake actuators 2e, 2f, 2g, 2h are installed for each of the left and right front wheels (FL, FR) and the left and right rear wheels (RL, RR). As will be described later, the second brake actuators 2e, 2f, 2g, 2h also operate when the brake device 1 is operated as a parking brake.

The controller 3 is an electronic control device mainly composed of a microcomputer, for example. As shown in the block diagram of FIG. 2, the controller 3 mainly includes a main first controller (1st-ECU) 3a that operates normally and a second redundant system that mainly operates when an abnormality occurs and the parking brake operates. The controller (2nd-ECU) 3b is provided.

A first stroke sensor 10a and a first pedaling force sensor 10b of a brake sensor 10 described later are connected to the first controller 3a. Data related to the stroke of the brake pedal 7 detected by the first stroke sensor 10a and data related to the pedal effort of the brake pedal 7 detected by the first pedal force sensor 10b are input to the first controller 3a. On the other hand, the second controller 3b is connected to a second stroke sensor 10c and a second pedal force sensor 10d of the brake sensor 10 described later. Data related to the stroke of the brake pedal 7 detected by the second stroke sensor 10c and data related to the pedal effort of the brake pedal 7 detected by the second pedal force sensor 10d are input to the second controller 3b. An ON-OFF signal of the parking brake switch (EPB-SW) 6 is input to the second controller 3b. The parking brake switch 6 is a switch that is turned on when the brake device 1 is operated as a parking brake.

The first controller 3a performs calculations using various input data, as well as previously stored data, calculation formulas, maps and the like. At the same time, the calculation result is output as a control command signal to the first brake actuators (1st-ACT) 2a, 2b, 2c, 2d to control the operations of the first brake actuators 2a, 2b, 2c, 2d, respectively. On the other hand, the second controller 3b performs an operation using various input data, and data and a calculation formula, a map, and the like that are stored in advance. At the same time, the calculation result is output as a control command signal to the second brake actuators (2nd-ACT) 2e, 2f, 2g, 2h to control the operations of the second brake actuators 2e, 2f, 2g, 2h. Further, the second controller 3b controls the operations of the second brake actuators 2e, 2f, 2g, 2h based on the ON-OFF signal input from the parking brake switch 6.

A first power source (1st-PWR) 4a and a second power source (2nd-PWR) 4b are connected to the first controller 3a and the second controller 3b, respectively. That is, the power supply 4 includes a first power supply 4a and a second power supply 4b, and supplies power to the first controller 3a and the second controller 3b, respectively. The first controller 3a and the second controller 3b are connected so that they can communicate with each other. Therefore, the first controller 3a and the second controller 3b can independently control the brake actuator 2. Further, for example, when the second controller 3b fails, the operation of the brake actuator 2 can be controlled by the first controller 3a. Alternatively, when the first controller 3a fails, the second controller 3b can function as a backup for the first controller 3a, and the operation of the brake actuator 2 can be controlled by the second controller 3b.

The input module 5 detects the depression operation state of the brake pedal 7 by the driver and inputs the detection signal to the controller 3. At the same time, when the driver depresses the brake pedal 7, the input module 5 gives the driver an appropriate feeling of the brake operation, and therefore generates a reaction force that opposes the pedal effort at the time of the depressing operation. As shown in FIG. 3, the input module 5 typically includes a brake pedal 7, a stroke simulator 8, an operation rod 9, and a brake sensor 10.

The brake pedal 7 is formed of a lever 7a and a tread surface 7b. The lever 7a is supported by the vehicle body 11 in a suspended state so as to rotate around one end (upper end). The tread surface 7b is a portion that receives a treading force when the driver depresses, and is formed at the other end (lower end) of the lever 7a.

Further, the brake pedal 7 has a fulcrum portion 12 and an output portion 13. The fulcrum portion 12 is a portion that rotatably supports the brake pedal 7 on the vehicle body 11, and is formed at the upper end portion of the lever 7a. The fulcrum portion 12 is composed of, for example, a shaft hole formed in the lever 7a and a shaft member inserted into the shaft hole to support the lever 7a on the vehicle body 11. Alternatively, it is composed of a protruding shaft formed on the lever 7a and a shaft hole formed on the vehicle body 11 for supporting the lever 7a by inserting the protruding shaft. In the example shown in FIG. 3, the fulcrum portion 12 is composed of a hole 12a formed in the lever 7a, and a pin 12b inserted into the hole 12a and fixed to the vehicle body 11 to support the lever 7a on the vehicle body 11. There is. The hole 12a and the pin 12b are formed so that they can rotate relative to each other.

The output portion 13 is a portion that connects the brake pedal 7 and the operation rod 9 and transmits the pedaling force when the brake pedal 7 is depressed to the transmission member 9. In the example shown in FIG. Is formed in part. The output unit 13 is composed of, for example, shaft holes formed in the lever 7a and the operation rod 9, and a shaft member that is inserted into both shaft holes and connects the lever 7a and the operation rod 9. Alternatively, it is composed of a protruding shaft formed on the lever 7a and a shaft hole formed on the operation rod 9 and connecting the lever 7a and the operation rod 9 by inserting the protruding shaft. Alternatively, it is composed of a protruding shaft formed on the operation rod 9 and a shaft hole formed on the lever 7a and connecting the lever 7a and the operation rod 9 by inserting the protruding shaft. In the example shown in FIG. 3, the output unit 13 is formed on the pin 13a fixed to the lever 7a and one end of the operation rod 9, and the pin 13a is inserted to connect the lever 7a and the operation rod 9. The hole 13b is formed. The pin 13a and the hole 13b are formed so that they can rotate relative to each other.

In the example shown in FIG. 3, the stroke simulator 8 is provided as a reaction force applying mechanism that generates a reaction force that opposes the treading force during the depression operation according to the stroke when the brake pedal 7 is depressed. There is. The stroke simulator 8 is composed of a case 8a, an elastic member 8b, and an additional reaction force generating portion 8c. The case 8a is a cylindrical member having a cylinder formed therein, and accommodates an elastic member 8b, an additional reaction force generating portion 8c, an input portion 14 described later, and the like in the hollow portion of the cylinder. The elastic member 8b is a member that is compressed and elastically deformed by the pedaling force when the brake pedal 7 is depressed. The elastic member 8b generates the reaction force as described above when it is compressed, and also returns the brake pedal 7 to the predetermined origin position by the reaction force. The elastic member 8b is formed of, for example, a compression coil spring. The additional reaction force generation unit 8c generates a force (additional reaction force) that opposes the pedaling force as described above, in addition to the reaction force of the elastic member 8b. The additional reaction force generation unit 8c has, for example, a mechanism that is electrically controlled to generate an additional reaction force, and is configured to apply an electromagnetic force, a frictional force, or the like to the brake pedal 7 as an additional reaction force. ..

The stroke simulator 8 also has an input unit 14 and a fixed unit 15. The input portion 14 is a portion that connects the operation rod 9 and the elastic member 8b and transmits the pedaling force when the brake pedal 7 is depressed to the elastic member 8b. The input portion 14 is formed by a piston-shaped member housed in the inner peripheral portion of the cylinder formed in the case 8a. The input section 14 is connected by, for example, a hole 14a formed in each of the input section 14 and the operation rod 9 and a pin 14b inserted into both holes. The input unit 14 linearly moves in the axial direction of the elastic member 8b (left-right direction in FIG. 3) so as to compress the elastic member 8b by receiving the pedaling force from the operation rod 9. Therefore, the input unit 14 is held inside the case 8a so that the elastic member 8b can move relative to the case 8a in the axial direction.

The fixing portion 15 is a portion that receives a reaction force when the elastic member 8b is compressed, and is formed, for example, on the bottom surface portion of the case 8a. The fixed portion 15 has a loading surface 15a that comes into contact with one end of the elastic member 8b and receives a reaction force. The stroke simulator 8 is fixed to the vehicle body 11 by this fixing portion 15.

The operation rod 9 is a transmission member that transmits force between the brake pedal 7 and the stroke simulator 8. As described above, both ends of the operation rod 9 are connected to the lever 7a and the input portion 14, respectively. Therefore, the operation rod 9 transmits the pedaling force from the brake pedal 7 to the stroke simulator 8 and transmits the reaction force generated by the stroke simulator 8 to the brake pedal 7 against the pedaling force.

The brake sensor 10 detects a stroke and a pedaling force when the driver depresses the brake pedal 7. The brake sensor 10 according to the embodiment of the present invention mainly includes a main first stroke sensor (S1) 10a and a first pedaling force sensor (F1) 10b which normally function, and a redundant second stroke which mainly functions when an abnormality occurs. The sensor (S2) 10c and the second pedal force sensor (F2) 10d are provided.

The first stroke sensor 10a is provided on the fulcrum 12 of the brake pedal 7. As described above, the fulcrum portion 12 is a portion including the hole 12a formed in the lever 7a and the pin 12b fixed to the vehicle body 11. Therefore, the first stroke sensor 10a is configured to detect the rotation angle when the hole 12a and the pin 12b relatively rotate as the stroke (operation amount) of the brake pedal 7. For example, the first stroke sensor 10a can be configured by a potentiometer using a variable resistor, a rotary encoder, or the like.

The first pedal force sensor 10b is provided at the output unit 13 of the brake pedal 7. As described above, the output portion 13 is a portion that connects the lever 7a and the operation rod 9 with the hole 14a formed in the operation rod 9 and the pin 14b fixed to the lever 7a. Therefore, the first pedal force sensor 10b is configured to detect the load acting between the hole 14a of the output portion 13 and the pin 14b or the generated stress as the pedal force of the brake pedal 7. For example, the first stroke sensor 10a can be configured by a strain gauge, a pressure sensitive diode, or the like.

On the other hand, the second stroke sensor 10c is provided in the input unit 14 of the stroke simulator 8. As described above, the input unit 14 is a portion that moves relative to the case 8a in the axial direction of the elastic member 8b. Therefore, the second stroke sensor 10c is configured to detect the displacement when the input unit 14 moves relative to the case 8a as the stroke (operation amount) of the brake pedal 7. For example, the second stroke sensor 10c can be configured by a potentiometer using a variable resistor, a linear encoder, or the like.

The second pedal force sensor 10d is provided on the fixed portion 15 of the stroke simulator 8. As described above, the fixing portion 15 is a portion that receives a reaction force when the elastic member 8b is compressed. Therefore, the second pedal force sensor 10d is configured to detect the load acting between the loading surface 15a of the fixed portion 15 and the elastic member 8b or the generated stress as the pedal force of the brake pedal 7. For example, the second pedal force sensor 10d can be configured by a strain gauge, a load cell using the strain gauge, a pressure sensitive diode, or the like.

As described above, in the brake device 1 according to the embodiment of the present invention, the brake sensor 10 that detects the stroke and the pedal effort when the brake pedal 7 is stepped on includes the first stroke sensor 10a, the first pedal force sensor 10b, and the second stroke. The sensor 10c and the second pedal force sensor 10d are composed of four different sensors. The first stroke sensor 10a, the first pedal force sensor 10b, the second stroke sensor 10c, and the second pedal force sensor 10d are located at different positions of the brake pedal 7 and the stroke simulator 8, respectively, and at different positions of movement and change. is set up. Therefore, for example, if the first stroke sensor 10a and the first pedal force sensor 10b are the main brake sensors 10, the second stroke sensor 10c and the second pedal force sensor 10d can form a redundant brake sensor 10. That is, the two-system brake sensor 10 can be configured. Therefore, the reliability of the brake sensor 10 against failure can be improved. Further, even if one of the sensors fails, it can be backed up properly by another normal sensor, and the feeling of brake operation can be maintained.

1... Brake device, 2... Brake actuator, 2a, 2b, 2c, 2d... 1st brake actuator (1st-ACT), 2e, 2f, 2g, 2h... 2nd brake actuator (2nd-ACT), 3... Controller, 3a... 1st controller (1st-ECU), 3b... 2nd controller (2nd-ECU), 4... Power supply, 4a... 1st power supply (1st-PWR), 4b... 2nd power supply (2nd-PWR), 5... Input module, 6... Parking brake switch (EPB-SW), 7... Brake pedal, 7a... Lever, 7b... Tread surface, 8... Stroke simulator (reaction force applying mechanism), 8a... Case, 8b... Elastic member, 8c... Addition Reaction force generation part, 9... Operation rod (transmission member), 10... Brake sensor, 10a... First stroke sensor, 10b... First pedal force sensor, 10c... Second stroke sensor, 10d... Second pedal force sensor, 11... Vehicle body , 12... fulcrum part, 13... output part, 14... input part, 15... fixed part.

Claims (1)

A brake sensor that detects a stroke and a pedaling force when the driver depresses the brake pedal, a reaction force applying mechanism that generates a reaction force that opposes the pedaling force according to the stroke, the brake pedal, and the reaction force applying mechanism. a transmission member for transmitting a force between the at brake device that includes a controller that controls the braking force of the vehicle on the basis of the stroke and the depression force detected by the brake sensor,
The brake pedal includes a fulcrum portion that rotatably supports the brake pedal on a vehicle body, and an output portion that connects the brake pedal and the transmission member to transmit the pedaling force to the transmission member.
The reaction force applying mechanism includes an elastic member that is elastically deformed by being compressed by the pedal force, an input unit that connects the transmission member and the elastic member to transmit the pedal force to the elastic member, and the elastic member is compressed. Has a fixing portion that receives a reaction force when
The brake sensor is
A first stroke sensor provided on the fulcrum portion for detecting the stroke;
A first pedal force sensor provided in the output unit for detecting the pedal force;
A second stroke sensor provided in the input unit for detecting the stroke;
A second pedal force sensor provided on the fixed portion for detecting the pedal force;
Have
The controller is
A first controller that is connected to the first stroke sensor and the first pedaling force sensor, and that performs a calculation based on data input from the first stroke sensor and the first pedaling force sensor to output a control command signal;
A second controller to which the second stroke sensor and the second pedal force sensor are connected, and which performs a calculation based on the data input from the second stroke sensor and the second pedal force sensor and outputs a control command signal;
Braking device, characterized in that it e Bei a.

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