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WO2018135512A1 - Dispositif de frein de stationnement électrique et dispositif de frein - Google Patents

Dispositif de frein de stationnement électrique et dispositif de frein Download PDF

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Publication number
WO2018135512A1
WO2018135512A1 PCT/JP2018/001144 JP2018001144W WO2018135512A1 WO 2018135512 A1 WO2018135512 A1 WO 2018135512A1 JP 2018001144 W JP2018001144 W JP 2018001144W WO 2018135512 A1 WO2018135512 A1 WO 2018135512A1
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WIPO (PCT)
Prior art keywords
current
value
thrust
electric motor
motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2018/001144
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English (en)
Japanese (ja)
Inventor
公久 古川
安島　俊幸
瀬戸　信治
景山　寛
及川　浩隆
大谷　行雄
坂下　貴康
達朗 小船
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Hitachi Astemo Ltd
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Hitachi Automotive Systems Ltd
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Publication of WO2018135512A1 publication Critical patent/WO2018135512A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • 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
    • 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

Definitions

  • the present invention relates to an electric parking brake device and a brake device, and more particularly, an electric parking brake device that brakes a disk rotor by driving a brake pad by a power transmission mechanism that converts rotational motion of the electric motor into linear motion. It relates to the device.
  • the electric motor-driven parking brake device amplifies the rotational torque generated by the electric motor attached to the caliper by a speed reduction mechanism, and further linearly moves the rotational torque by a rotation / linear motion conversion mechanism such as a feed screw mechanism. This is converted into motion, and the caliper piston is pushed out by the thrust of this linear motion, and the braking force is generated by pressing the brake pad against the disc rotor.
  • Such an electric parking brake device is described in, for example, DE102006052810A1 (Patent Document 1).
  • the estimation parameter used for a thrust estimation model is calculated
  • An object of the present invention is to provide an electric parking brake device capable of accurately obtaining at least an estimation parameter used for a thrust estimation model and accurately estimating a thrust using the thrust estimation model.
  • a feature of the present invention is that it includes a cutoff current threshold value calculation unit that controls the thrust of the piston, and a current reduction before reaching a constant current section in which the current after the inrush current generated when energization of the electric motor is started is substantially constant
  • An estimation parameter used in the thrust estimation model by measuring at least a voltage value and a current value applied to the electric motor a plurality of times within a section and performing a predetermined calculation using the voltage value and the current value.
  • the cutoff current threshold value is calculated by the cutoff current threshold value calculation unit using these estimated parameters.
  • the estimation parameter of the thrust estimation model can be accurately estimated and calculated within the current decrease section before reaching the constant current section, and accurate thrust estimation can be performed using the thrust estimation model.
  • FIG. 1 shows the overall configuration of the electric parking brake device.
  • the electric parking brake device includes an electric motor, a speed reduction mechanism, a rotation / linear motion conversion mechanism, a piston, a brake pad, and electronic control means.
  • the electric parking brake device includes a brake caliper 10 that provides a brake function, and a hydraulic chamber 12 is formed inside a caliper body 11 that constitutes the brake caliper 10.
  • a piston 13 is disposed in the hydraulic chamber 12, and the piston 13 has a function of driving the first brake pad 14.
  • a second brake pad 15 is attached to one end of the caliper main body 11, and a disc rotor 16 fixed to the axle is disposed between the first brake pad 14 and the second brake pad 15. The disc rotor 16 is sandwiched between the first brake pad 14 and the second brake pad 15 to be braked.
  • the piston 13 disposed in the hydraulic chamber 12 is driven by the hydraulic pressure from the hydraulic system MB, and is connected to the hydraulic pipe 34A from the booster 33A.
  • the piston 13 is also thrust by the operation of the brake pedal 17. This is the structure where this occurs.
  • the brake pedal 17 When the brake pedal 17 is operated during normal travel, the hydraulic pressure is supplied to the hydraulic chamber 12 and the piston 13 moves to the left in FIG. 2 to press the first brake pad 14 against the disc rotor 16. A braking operation is performed. Note that this hydraulic braking operation does not operate during parking and stopping.
  • the piston 13 is connected to a speed reduction mechanism 19 via a rotation / linear motion conversion mechanism 18.
  • the rotation / linear motion conversion mechanism 18 uses a slide screw.
  • the rotation shaft 20 has a helical thread surface formed on the outer periphery, and is screwed onto the thread surface of the rotation shaft 20. It is comprised from the linear motion member 21 which provided the screw surface which carries out inside.
  • the linear motion member 21 can be separated from the piston 13, and the linear motion member 21 can move the piston 13 in the axial direction of the rotational shaft 20 by the rotation of the rotational shaft 20.
  • the rotation / linear motion conversion mechanism 18 is provided with a self-locking function unit.
  • the rotation shaft 20 When the rotation shaft 20 is rotated, the linear motion member 21 moves linearly, but the rotation shaft 20 rotates. If stopped, even if a force acts on the linear motion member 21 in the linear motion direction, the linear motion member 21 maintains its position. That is, the rotating shaft 20 and the linear motion member 21 have a spiral thread surface having a smaller advance angle than the friction angle, thereby obtaining a self-locking function. Since a rotation / linear motion conversion mechanism using this type of screw surface is well known, detailed description thereof is omitted.
  • the rotary shaft 20 is fixed to the large-diameter gear 22 of the speed reduction mechanism 19, and the large-diameter gear 22 meshes with the small-diameter gear 23.
  • the small diameter gear 23 is rotated by an electric motor 24, and the rotation of the electric motor 24 is transmitted to the small diameter gear 23 and the large diameter gear 22 and decelerated.
  • the rotational torque of the electric motor 24 is amplified and transmitted to the rotary shaft 20.
  • the supply of electric power to the electric motor 24 is controlled by an electronic control means 25 having an electric motor control function unit, and the electric motor control function unit includes a known microprocessor, an output circuit, and the like.
  • the electronic control means 25 controls a relay 27 for energizing / cutting off the battery 26, an H bridge circuit 28 for applying a voltage to the electric motor 24, and each circuit element (not shown).
  • a predetermined current is supplied from the electronic control means 25 to the electric motor 24 to rotate the electric motor 24, and this rotation rotates the rotary shaft 20 via the gears 23 and 22 of the speed reduction mechanism 19. Is.
  • the rotary shaft 20 rotates, the linear motion member 21 and the piston 13 move to the left side and press the first brake pad 14 against the disc rotor 16 with a predetermined thrust (pressing force) to apply braking (parking brake).
  • the predetermined thrust is held by the self-locking function portion between the members 21 and the disc rotor 16 is continuously braked.
  • FIG. 3 shows the behavior of thrust and current during an operation for applying a thrust to the piston 13 of the brake caliper 10 constituting the electric parking brake device (hereinafter referred to as an apply operation).
  • the rotation of the electric motor 24 starts immediately before the inrush current (IR) reaches the maximum value. However, since the induced voltage is generated by the rotation of the electric motor 24, the current decreases from the increase as shown by the current (ID). After a while, the current value becomes almost constant as indicated by current (IC) at time T2. Between this time T1 and T2, it becomes a current decreasing section. At this time T2, the rotational speed of the electric motor 24 also reaches a substantially constant value.
  • the piston 13 moves in the direction in which the disc rotor 16 is clamped, but the brake pads 14, 15 have not yet sandwiched the disc rotor 16, and clamping has not started.
  • the thrust of the piston 13 is “0”, and the current is constant during the period from time T2 to T3.
  • the “constant current section” can include a fluctuation state that is allowed in the control, and means a section that can be considered to be substantially constant from the control. Therefore, although referred to as “a constant current section” in the following, it includes a variation state that is allowed for control purposes.
  • the microprocessor 29 calculates the cutoff current threshold (I SL ) from the target thrust (F 1 ) and flows to the actual winding of the electric motor 24. The actual current value is compared with the cut-off current threshold (I SL ).
  • End clamp section in the state in which the voltage to the electric motor 24 is not applied, is held the target force F 1. This is to prevent the electric motor 24 from rotating even if it is pushed from the piston 13 side by using the rotation / linear motion conversion mechanism 18 having reverse operability (low reverse efficiency). After this time T5, it becomes a thrust holding section.
  • the holding thrust ( ⁇ target thrust F 1 ) in the thrust holding section is controlled by the cut-off current threshold (I SL ).
  • the cut-off current threshold changes depending on factors such as temperature, individual hardware differences, voltage, etc., but even if the holding thrust varies due to these factors, it is necessary to stop the car. The minimum holding thrust must be guaranteed.
  • the holding thrust is calculated under many assumed conditions, and the cut-off current value is determined so that the minimum value in the variation distribution of the holding thrust exceeds the minimum guaranteed thrust.
  • the maximum value is a factor that reduces the durability by applying excessive stress to the mechanical system of the electric parking brake device because an excessive thrust is generated depending on the individual having good mechanical efficiency and motor characteristics.
  • the thrust estimation model it is necessary to suppress the excessive variation of the holding thrust toward the upper limit side while ensuring the minimum guaranteed thrust.
  • the actual thrust can be adjusted between the minimum guaranteed thrust and the allowable upper limit thrust that is the allowable upper limit. For this purpose, it is important to accurately obtain the estimation parameters of the thrust estimation model.
  • Fig. 4 shows the control model block of the electric parking brake device.
  • the control model is mainly composed of components such as a battery 26, a master cylinder 35, a microprocessor 29, and electronic control means 25 including peripheral circuits, a harness 34, an electric motor 24, and a caliper 10. The main connection relationship and input / output signals of these components will be described.
  • the microprocessor 29 determines the switch (in the electronic control means 25) based on the current and voltage of the electric motor 24 and the hydraulic pressure of the master cylinder 35. An On / Off command is issued to the relay or the like, and the voltage output of the battery 26 is turned On / Off.
  • the applied voltage is applied to the electric motor 24 via the harness 34, and the electric motor 24 is rotationally driven.
  • the rotational torque generated by the electric motor 24 is input to the caliper 10, and the input rotational torque of the electric motor 24 is amplified by the speed reduction mechanism 19 in the caliper 10, and the piston 13 passes through the rotation / linear motion conversion mechanism 18. Output thrust.
  • the caliper 10 is also given a hydraulic action by the master cylinder 35.
  • equations of motion and circuit equations can be derived for such a control model.
  • the following equations of motion and circuit are derived based on the main elements expressing the operation of the electric parking brake device described above.
  • Equation (1) “Jd ⁇ / dt” is inertia resistance, “J” is inertia coefficient, “ ⁇ ” is torque constant, “I” is current, “ ⁇ ” is viscosity coefficient, and “ ⁇ ” is rotation.
  • Speed “T fric ” is a friction torque obtained by integrating the electric motor 24 to the rotation / linear motion conversion mechanism 18 of the power transmission mechanism, and “T CLP ” is a torque converted value of thrust.
  • the viscosity coefficient “ ⁇ ”, the torque constant “ ⁇ ”, and the friction torque “T fric ” are estimation parameters for estimating the thrust to be obtained in the present embodiment.
  • K B in the equation (1) corresponds to the rotation / linear motion conversion efficiency of the rotation / linear motion conversion mechanism 18 and is caused by the total friction coefficient generated by the rotation / linear motion conversion mechanism in the clamp section.
  • K B is set to an arbitrary value from the operation at the time of applying in the present embodiment. For example, an empirically obtained value is input.
  • T CLP corresponding to the thrust is “0” in the idle section as shown below, when estimating the estimation parameters (viscosity coefficient, torque constant, friction torque) in the idle section, “ “K B ” can be ignored.
  • circuit equation of the electric motor is expressed as the following equation (4).
  • V is a voltage
  • R is a winding resistance
  • L is an inductance
  • Equations (3) and (4) the relationship between the current, voltage, and thrust in the idle running section was obtained by Equations (3) and (4). At that time, since these parameters include unknown parameters, it is necessary to estimate the unknown parameters.
  • the unknown parameters are included in the equations shown in equations (3) and (4) of the electric parking brake device described above. If the circuit equation of (4) is arranged in this, the right side of the circuit equation is composed of three terms of resistance voltage drop (RI), inductance voltage drop (LdI / dt), and induced voltage ( ⁇ ). Since this term also includes unknown coefficients and unknown variables, it is difficult to solve exactly, but if there are elements that can be omitted from these three terms, they can be solved approximately.
  • RI resistance voltage drop
  • LdI / dt inductance voltage drop
  • ⁇ induced voltage
  • the inductance voltage drop and the induced voltage can be omitted.
  • the inductance voltage reaches a peak at the same time as the energization of the electric motor 24 is started, but the inductance voltage is sufficiently small when the current value reaches a maximum value by rapidly decreasing within a few ms. It has become.
  • the electric motor gradually increases its rotational speed from the stopped state, the induced voltage (motor terminal voltage) is relatively small in the period of several ms immediately after startup.
  • the resistance (R) can be obtained by the equation (5)
  • the induced voltage ( ⁇ ) can be obtained by the equation (4) (inductance voltage drop (LdI / dt) can be ignored).
  • the equation of motion is expressed as in Equation (6) so that the induced voltage ( ⁇ ) can be used. It is a deformation type. As a result, the use of rotation information by the rotation sensor can be omitted.
  • this (6) Formula is expressed using the measured value of three times measured discretely, it has a determinant form.
  • equation (3) which is the equation of motion of the idling section obtained previously, includes three unknown parameters: a torque constant ( ⁇ ), a viscosity coefficient ( ⁇ ), and a friction torque (T fric ). For this reason, in order to solve the three unknown parameters, it is necessary to establish three equations. In the present embodiment, three equations are established in the current decrease section before reaching the constant current section where the current value becomes substantially constant.
  • the electric resistance (R) is estimated and calculated from the voltage (V) and the current (I) from when the voltage application starts until the inrush current reaches the maximum value. This corresponds to the start-up of the electric motor 24 described in the equation (5).
  • equation (6) When three equations of motion are established for each sampling Sp1 to Sp3 and expressed in a matrix format, it can be expressed by the following equation (6).
  • t3 "To distinguish them.
  • the inertia coefficient “J” does not vary, and is input as a known value. Then, from the induced voltage ( ⁇ ) and current (I) shown on the right side of equation (7), the torque constant ( ⁇ ), viscosity coefficient ( ⁇ ), and friction torque (T fric ), which are unknown estimation parameters on the left side, are obtained. be able to.
  • the torque constant ( ⁇ ) is obtained from the square root of “ ⁇ 2 ” on the left side, and “T fric The friction torque (T fric ) can be obtained by dividing “ ⁇ ” by the torque constant ( ⁇ ).
  • the torque constant ( ⁇ ), the viscosity coefficient ( ⁇ ), and the friction torque (T fric ) in the idle running section can be accurately obtained from the voltage (V) and the current (I) using the equation (7). become able to.
  • the estimated thrust (F CLP ) can be expressed by equation (8) from equations (1) and (2). Therefore, since the torque constant ( ⁇ ), the viscosity coefficient ( ⁇ ), and the friction torque (T fric ) are estimated from the equation (7), the estimated thrust (F CLP ) is obtained using the following equation (8). Can do.
  • the rotation / linear motion conversion efficiency K B are those that can not be estimated due to the lack of equations needed to estimate.
  • the rotation / linear motion conversion efficiency K B in this embodiment is input as an arbitrary value.
  • the target cutoff current threshold (I SL ) when the current to the electric motor 24 is cut off is obtained by modifying equation (8) below. (9).
  • the torque constant ( ⁇ ), viscosity coefficient ( ⁇ ), and friction torque (T fric ) obtained from the equation (7) may be used.
  • the cutoff current threshold (I SL ) is reset to a higher value by changing the target thrust (F * CLP ) in the following equation (9).
  • the cut-off current threshold (I SL ) may be reset again. In this case, the cut-off current threshold (I SL ) can be corrected (increased or decreased) stepwise by a predetermined value in accordance with the calculation cycle.
  • the target cutoff current threshold value (I SL ) is obtained by reflecting the torque constant ( ⁇ ), the viscosity coefficient ( ⁇ ), and the friction torque (T fric ), it is possible to manage the thrust accurately.
  • the only measurement parameters to be detected are voltage (V) and current (I).
  • V voltage
  • I current
  • the detection time of the voltage (V) and current (I) is as shown in FIG. For this reason, by detecting the voltage (V) and the current (I) in the current decrease section before reaching the constant current section where the current value becomes substantially constant, the viscosity coefficient or the like is detected in the constant current section as in Patent Document 1. Such estimation parameters are not estimated, so that the thrust can be estimated accurately. Furthermore, since the voltage (V) and current (I) are measured in the current decrease interval, the amount of change in the measured value between each time increases, and the torque constant ( ⁇ ), viscosity, The estimation accuracy of the coefficient ( ⁇ ) and the friction torque (T fric ) is increased.
  • a voltage (V) and a current (I) are input to the resistance / induced voltage estimation unit 40.
  • the voltage (V) and the current (I) are calculated using the equation (5).
  • the electric resistance (R) is obtained.
  • the resistance / induced voltage estimation unit 40 selects the minimum value of the obtained electrical resistance (R), and the induced voltage estimation unit 41 uses the equation (4) to determine the voltage (V) and current (I).
  • the induced voltage ( ⁇ ) and current (I) are input to the next machine parameter estimation unit 42.
  • the machine parameter estimation unit 42 estimates a torque constant ( ⁇ ), a viscosity coefficient ( ⁇ ), and a friction torque (T fric ).
  • the induced voltage ( ⁇ ) and the current (I) are input to the machine parameter estimation unit 42, and the induced voltage ( ⁇ ) is differentiated into a differential value (d ⁇ / dt) and input to the parameter estimation unit 43. . Further, the induced voltage ( ⁇ ) and the current (I) before differentiation are input to the parameter estimation unit 43. These inputs are used to estimate the torque constant ( ⁇ ), the viscosity coefficient ( ⁇ ), and the friction torque (T fric ) using the parameter estimation formula in formula (7).
  • the torque constant ( ⁇ ), the viscosity coefficient ( ⁇ ), and the friction torque (T fric ) estimated using the equation (7) are input to the next target cutoff current threshold value calculation unit 46. Is done.
  • the target cutoff current threshold value calculation unit 46 obtains a target cutoff current threshold value (I SL ) based on the equation (9).
  • the cut-off current threshold (I SL ) is input to the comparator 47 and compared with the actual current value. When the actual current value exceeds the cut-off current threshold (I SL ), a cut-off signal is output. In this way, when the actual current value actually flowing to the electric motor 24 reaches the cutoff current threshold (I SL ), the electronic control unit 25 cuts off the current supplied to the electric motor 24 and thrusts. It will shift to the holding section.
  • a cutoff current threshold calculation model for controlling the thrust of the piston, and a constant current section in which the current after the inrush current generated when energization of the electric motor is started is substantially constant.
  • the current decrease section before reaching the current value at least the voltage value and the current value applied to the electric motor are measured multiple times, and a predetermined estimation calculation is performed using the voltage value and the current value.
  • the estimation parameter used in the off-current threshold value calculation unit is estimated, and the cutoff current threshold value is calculated using this estimation parameter.
  • the estimation parameter of the cutoff current threshold value calculation unit can be reliably estimated and calculated within the current decrease period before reaching the constant current period, and the accurate cutoff current threshold value by the cutoff current threshold value calculation unit can be calculated. Can be estimated. Further, since the rotation speed information by the rotation sensor is not used for estimation of these estimation parameters, the rotation sensor can be omitted.
  • FIGS. 1 to 6 are the same as those of the first embodiment, description thereof will be omitted.
  • the equations of motion and circuit equations of main components that express the operation of the electric parking brake device can be derived.
  • the equation of motion of the idling section in the equation (10) is the idling of the components related to the viscosity coefficient “ ⁇ ” and the friction torque “T fric ” in the equation (3) described in the first embodiment. Re- expressed by the period synthetic friction torque “T Loss ”.
  • Equations (10) and (4) the relationship between the current, voltage, and thrust in the idle running section was obtained by Equations (10) and (4). At that time, since these parameters include unknown parameters, it is necessary to estimate the unknown parameters.
  • the unknown parameters are included in the equations (10) and (4) of the electric parking brake device described above. If the circuit equation of (4) is arranged in this, the right side of the circuit equation is composed of three terms of resistance voltage drop (RI), inductance voltage drop (LdI / dt), and induced voltage ( ⁇ ). Since this term also includes unknown coefficients and unknown variables, it is difficult to solve exactly, but if there are elements that can be omitted from these three terms, they can be solved approximately.
  • RI resistance voltage drop
  • LdI / dt inductance voltage drop
  • ⁇ induced voltage
  • the current value (I max ) is a current value near the peak value of the inrush current (IR)
  • the current change value ( ⁇ I avr ) is a moving average of changes in the current (ID) after the peak value of the current.
  • the current change value and the number of times (N) are the number of samples from the start of application to the current peak value, which will be described with reference to FIG.
  • the rotational speed ( ⁇ ) can be assumed to decrease linearly in a sufficiently short time with respect to the mechanical time constant (estimated from the inertia coefficient “J”, friction, etc., and not shown in the formula) (rotational speed). Linear approximation of change).
  • the induced voltage ( ⁇ ) proportional to the rotation speed ( ⁇ ) also decreases linearly.
  • the influence of the inductance voltage drop (LdI / dt) becomes small after the peak value of the current, the current change after the peak value of the current is due to the linear change of the induced voltage ( ⁇ ).
  • the influence of the induced voltage can be corrected by calculating the current change value ( ⁇ I avr ) from the value after the peak value of the current and extrapolating the current value at the start of application.
  • equation (11) is calculated in the current decrease section before reaching the constant current section where the current value becomes substantially constant.
  • step S10 the timing from the start of voltage application until the inrush current reaches the maximum value is counted.
  • step S14 After calculating the calculation result of the expression (11) in step S14, the electric resistance (R) is limited by the upper and lower limit values in step S15, and the electric resistance (R) estimation process is completed.
  • the induced voltage ( ⁇ ) can be obtained from the equation (4).
  • the equation of motion is changed to the following equation (12) so that the induced voltage ( ⁇ ) can be used by multiplying the equation of motion shown in equation (10) by the torque constant ( ⁇ ).
  • T Loss the time interval between time t1 and time t2 is sufficiently small relative to the change in the air-run period synthetic friction torque (T Loss)
  • T Loss an empty run time synthetic friction torque
  • the equation (14) is calculated in the current decrease section before reaching the constant current section where the current value becomes substantially constant. That is, as shown in FIGS. 11 and 10, in step S20, sampling Sp1 is executed at a predetermined time interval, for example, sampling Sp1 at time t1 and sampling Sp2 at time t2, within a current decreasing interval in which the current (ID) decreases. Thus, voltage (V) and current (I) are measured. Then, the process proceeds to steps S21 to S22, and the equations of motion for at least two different times in the current decrease section are established, so that among the two unknown parameters ( ⁇ 2 ) (T Loss ⁇ ) in the equation (12), The torque constant ( ⁇ ) can be solved by deleting (T Loss ⁇ ).
  • step S23 the limit processing is performed with the upper and lower limit values of the torque constant ( ⁇ ), and the difference between the current and n0 samples before the torque constant ( ⁇ ).
  • the estimation of the torque constant ( ⁇ ) is completed.
  • FIG. 12 and FIG. 13 show the estimation operation of the idle running period combined friction torque “T Loss ”.
  • steps S ⁇ b> 30 and S ⁇ b> 31 the idling period combined friction torque “T Loss ” starts to be estimated in the current decrease section (ID).
  • ID current decrease section
  • the estimation starts, and “T Loss ” gradually converges to a value close to the true value, and when the change in the calculation value of the idle running period combined friction torque “T Loss ” becomes moderate, the idle running period synthesized friction torque “T Loss ”.
  • the estimation is complete.
  • steps S32 to S34 where the calculation result of the idle running period combined friction torque “T Loss ” is limited by the upper and lower limit values of (T Loss ), and the idle running period synthesized friction torque “n0 samples before the running period combined friction torque“ When the difference between the calculated values of “T Loss ” falls below the set value, the estimation of the idle running period combined friction torque “T Loss ” is completed.
  • the target cutoff current threshold value (I SL ) can be obtained, so that accurate thrust can be obtained. Can be managed.
  • the electronic control unit 25 cuts off the current supplied to the electric motor 24 and thrusts. It will shift to the holding section.
  • the cutoff current threshold value calculation unit that controls the thrust of the piston is provided, and the current after the inrush current that occurs when energization of the electric motor is started is in a constant current interval.
  • the current decrease section before reaching at least the voltage value and current value applied to the motor are measured a plurality of times, and a predetermined calculation is performed using this voltage value and current value to obtain a thrust estimation model.
  • the estimation parameters used are estimated, and the cutoff current threshold value is calculated by the cutoff current threshold value calculation unit using these estimated parameters.
  • the estimation parameter of the thrust estimation model can be accurately estimated and calculated within the current decrease section before reaching the constant current section, and accurate thrust estimation can be performed using the thrust estimation model.
  • this invention is not limited to above-described embodiment, Various modifications are included.
  • the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described.
  • a part of the configuration of an embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of an embodiment.
  • SYMBOLS 10 Brake caliper, 11 ... Caliper main body, 12 ... Hydraulic chamber, 13 ... Piston, 14, 15 ... Brake pad, 16 ... Disc rotor, 17 ... Brake pedal, 18 ... Rotation / linear motion conversion mechanism, 19 ... Deceleration mechanism, DESCRIPTION OF SYMBOLS 20 ... Rotating shaft, 21 ... Linear motion member, 22 ... Large diameter gear, 23 ... Small diameter gear, 24 ... Electric motor, 25 ... Electronic control means, 26 ... Battery, 27 ... Relay, 28 ... H bridge circuit, 29 ... Micro Processor 30 ... Current monitor circuit 31 ... Upper arm voltage monitor circuit 32 ... Lower arm voltage monitor circuit 33 ...
  • Power supply voltage monitor circuit 34 ... Harness 35 ... Master cylinder 40 ... Resistance / induced voltage estimator 41 ... induced voltage estimation unit, 42 ... machine parameter estimation unit, 43 ... parameter estimation unit, 46 ... target cut-off current threshold value calculation unit, 47 ... comparator.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un dispositif de frein de stationnement électrique qui peut déterminer de manière fiable un paramètre d'estimation utilisé dans une unité de calcul de valeur de seuil de courant de coupure et effectuer une estimation de force de poussée précise. Dans un intervalle de réduction de courant précédant un intervalle de courant constant durant lequel un courant est sensiblement constant, au moins une valeur de tension (V) et une valeur de courant (I) d'un moteur électrique (24) sont mesurées à plusieurs reprises (Sp1-Sp3), un calcul prédéterminé est effectué à partir de la pluralité de valeurs de tension (V) et de valeurs de courant (I) pour estimer des paramètres d'estimation utilisés dans l'unité de calcul de valeur de seuil de courant de coupure, et un calcul d'estimation d'une valeur de seuil de courant de coupure par l'unité de calcul de valeur de seuil de courant de coupure est réalisé à l'aide desdites paramètres d'estimation. Pendant l'intervalle de réduction de courant, un paramètre d'estimation d'un modèle d'estimation de force de poussée peut être estimé de manière fiable et une estimation de force de poussée précise par calcul de la valeur de seuil de courant de coupure peut être effectuée.
PCT/JP2018/001144 2017-01-23 2018-01-17 Dispositif de frein de stationnement électrique et dispositif de frein Ceased WO2018135512A1 (fr)

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WO2019093030A1 (fr) * 2017-11-13 2019-05-16 日立オートモティブシステムズ株式会社 Dispositif de frein de stationnement électrique et dispositif de frein électrique
WO2022167269A1 (fr) * 2021-02-08 2022-08-11 Hitachi Astemo France Unité de commande électronique d'un moteur d'un frein de stationnement électrique avec un convertisseur boost
CN115697797A (zh) * 2020-06-03 2023-02-03 日立安斯泰莫株式会社 电动停车制动器控制装置和电动停车制动器控制方法
WO2024122634A1 (fr) * 2022-12-09 2024-06-13 株式会社アドヴィックス Dispositif de frein électrique de stationnement

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JP7136662B2 (ja) * 2018-11-01 2022-09-13 日立Astemo株式会社 電動パーキングブレーキ装置
JP7155055B2 (ja) * 2019-03-19 2022-10-18 日立Astemo株式会社 電動パーキングブレーキ装置
JP7286560B2 (ja) * 2020-01-21 2023-06-05 日立Astemo株式会社 電動パーキングブレーキ装置及び電動パーキングブレーキ制御方法
JP7720233B2 (ja) 2021-11-19 2025-08-07 Ａｓｔｅｍｏ株式会社 電動ブレーキ装置

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WO2019093030A1 (fr) * 2017-11-13 2019-05-16 日立オートモティブシステムズ株式会社 Dispositif de frein de stationnement électrique et dispositif de frein électrique
CN115697797A (zh) * 2020-06-03 2023-02-03 日立安斯泰莫株式会社 电动停车制动器控制装置和电动停车制动器控制方法
WO2022167269A1 (fr) * 2021-02-08 2022-08-11 Hitachi Astemo France Unité de commande électronique d'un moteur d'un frein de stationnement électrique avec un convertisseur boost
FR3119592A1 (fr) * 2021-02-08 2022-08-12 Foundation Brakes France Unité de commande électronique d’un moteur d’un frein de stationnement électrique avec un convertisseur Boost
WO2024122634A1 (fr) * 2022-12-09 2024-06-13 株式会社アドヴィックス Dispositif de frein électrique de stationnement

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