ELECTRIC BRAKE CONTROL UNIT

Abstract

[Problem] [Means to solve] An electric brake control device according to the invention comprises: a control unit configured to control an electric brake device that generates a braking force on a wheel of a vehicle; a procurement unit configured to obtain the wheel speed pulse from a wheel speed sensor that outputs a wheel speed pulse each time the wheel rotates through a predetermined angle; a calculation unit configured to calculate the elapsed time from the acquisition of a previous wheel speed pulse to the acquisition of a current wheel speed pulse; and a counter configured to increment a counter value when the current elapsed time is shorter than a previous elapsed time when the wheel speed pulse is obtained by the procurement unit in a state where the braking force on the wheel is maintained by the electric brake device.The control unit controls the electric braking device to increase the braking force when the count value is equal to or greater than a threshold value.

Description

Technical field

[0001] The present invention relates to an electric brake control device. State of the art

[0002] In recent years, electric braking systems (hereinafter referred to as electric parking brakes (EPBs)) have become widely established in vehicles (such as passenger cars). For example, an electric brake control unit that controls the EPB generates an electric braking force on the wheels by driving a wheel brake mechanism with a motor.

[0003] Even when electric braking force is generated and maintained on a vehicle parked on a slope, the vehicle can still slip. Therefore, if, for example, a wheel speed sensor is fitted to the vehicle, which outputs a wheel speed pulse each time the wheel rotates through a predetermined angle, the vehicle slip can be detected by recording the wheel speed pulse output by the sensor when the slip occurs. Once the vehicle slip is detected, it is possible to stop the slip by increasing the electric braking force. Citation list for patent literature

[0004] PTL 1: Japanese Patent No. 7058327 Brief description of the invention: Technical problem

[0005] According to the related prior art described above, in a parked vehicle, even if no actual skidding occurs, the vehicle can still wobble and the wheel speed pulse can be detected, e.g., due to a person getting in and out, loading and unloading luggage, opening and closing a door (including a tailgate), or the like (hereinafter referred to as "a person getting in and out or the like"). Since, in this case, the vehicle skidding is detected based on the presence or absence of the wheel speed pulse in the related prior art described above, it is erroneously recognized that the vehicle is skidding, and the EPB is controlled to increase the electric braking force. Consequently, an additional load can be applied to the EPB.

[0006] It is therefore an object of the invention to provide an electric brake control device that is capable of improving the detection accuracy of a vehicle skidding on which an electric brake device and a wheel speed sensor are attached. Solution to the problem

[0007] An electric brake control device according to the invention comprises, for example: a control unit configured to control an electric brake device that generates a braking force on a wheel of a vehicle; a procurement unit configured to obtain the wheel speed pulse from a wheel speed sensor that outputs a wheel speed pulse each time the wheel rotates by a predetermined angle; a calculation unit configured to calculate the elapsed time from the procurement of a previous wheel speed pulse until the procurement of a current wheel speed pulse;and a counter unit configured to increment a count value when the current elapsed time is shorter than a previous elapsed time, when the wheel speed pulse is procured by the procurement unit in a state where the braking force on the wheel is maintained by the electric braking device. The control unit controls the electric braking device to increase the braking force when the count value is equal to or greater than a threshold value.

[0008] For example, the electric brake control unit further includes a gradient detection unit configured to detect the gradient of a road surface with which the vehicle is in contact; and a decision unit configured to determine an acceptable parameter range according to the gradient at a time when the braking force is being maintained. The control unit increases the braking force if a parameter, which includes the vehicle's acceleration and / or velocity calculated based on the wheel speed pulse, falls within the acceptable parameter range, and does not increase the braking force if the parameter falls outside the acceptable parameter range.

[0009] In the electric brake control system, the procurement unit, for example, obtains predetermined data from a predetermined sensor located in the vehicle. This data is used to determine whether the vehicle is in a situation where rocking is likely. The electric brake control system further includes a determination unit configured to determine, based on the predetermined data, whether the vehicle is in a situation where rocking is likely. If the determination unit determines that the vehicle is in a situation where rocking is likely, the control unit will not increase the braking force within a predetermined time before and after the determination, even if the procurement unit obtains the wheel speed pulse. Brief description of the drawings Fig. Figure 1 is a schematic diagram that provides an overview of a vehicle braking system according to an exemplary embodiment. Fig. Figure 2 is a graph that represents a relationship between a wheel speed pulse generation interval and an estimate of slippage. Fig. Figure 3 is a graph that shows a relationship between a G-sensor value or accelerometer value and the estimate of slippage. Fig. Figure 4 is a graph that represents a relationship between the open and closed states of a vehicle door and the estimate of slippage. Fig. Figure 5 is a flowchart illustrating the processing by an EPB-ECU according to this embodiment. Description of the exemplary implementations

[0010] An embodiment of an electric brake control device according to the invention is described below with reference to the drawings. In this embodiment, a vehicle brake system is described in which an EPB-type disc brake is applied to a rear wheel system. Fig. Figure 1 is a schematic diagram that provides an overview of the vehicle braking system according to the exemplary embodiment.

[0011] As in Fig. As shown in Figure 1, the vehicle braking device according to the exemplary embodiment comprises a service brake 1 which generates a service braking force based on a pedal force of a driver, and electric braking devices (EPBs) 2 for limiting the movement of a vehicle when parking or the like.

[0012] The service brake 1 is a hydraulic braking mechanism that generates brake fluid pressure based on the driver's actuation of a brake pedal 3 and produces the service braking force based on this brake fluid pressure. Specifically, the service brake 1 amplifies the pedal force corresponding to the driver's depressing of the brake pedal 3 through an amplification device 4 and then generates brake fluid pressure corresponding to the amplified pedal force in a master cylinder (M / C) 5. The brake fluid pressure is then transferred to a wheel cylinder (W / C) 6, which is provided in a wheel brake mechanism for each wheel, to generate the service braking force.

[0013] An ESC-ACT 7, an actuator for controlling brake fluid pressure, is located between the M / C 5 and the W / C 6. The ESC-ACT 7 adjusts the service braking force generated by the service brake 1 and performs various controls (e.g., traction control) to improve vehicle safety.

[0014] Various controls utilizing the ESC-ACT 7 are executed by an Electronic Stability Control (ESC) ECU 8, which controls the service braking force. For example, the ESC-ECU 8 outputs a control current to operate various control valves (not shown) provided in the ESC-ACT 7 or a motor to drive the pump, thereby controlling a hydraulic circuit provided in the ESC-ACT 7 and regulating the water / cooling pressure transmitted to the W / C 6. This prevents wheel slip and increases vehicle safety.

[0015] For example, the ESC-ACT 7 includes for each wheel a pressure booster control valve that controls the application of the brake fluid pressure generated in the M / C 5 or the brake fluid pressure generated by the drive pump to the W / C 6, a pressure decrease control valve that reduces the W / C pressure by supplying brake fluid in each W / C 6 to a reservoir, and the like, and has a configuration that is able to increase, maintain and decrease the W / C pressure.

[0016] Furthermore, the ESC-ACT 7 can implement an automatic pressurization function for the service brake 1 and automatically pressurize the W / C 6, based on the pump drive and the control of various control valves, even in a state where the brake is not in operation. Since the configuration of the ESC-ACT 7 is known from the prior art, a detailed description is omitted here.

[0017] The EPB 2 generates a parking brake force (hereinafter referred to simply as "braking force") by driving the wheel brake mechanism via a motor 10 and includes an electric brake control unit (EPB-ECU) 9 that controls the drive of the motor 10. The EPB-ECU 9 and the ESC-ECU 8 send and receive information to and from each other, e.g., via Controller Area Network (CAN) communication.

[0018] The wheel brake mechanism comprises a mechanical structure that generates the braking force in the vehicle braking system according to the present embodiment, wherein the wheel brake mechanism of a front wheel system initially comprises a structure that generates the service braking force through an operation of the service brake 1. In contrast, a wheel brake mechanism of the rear wheel system comprises a common structure that generates the braking force in response to operations of both the service brake 1 and the EPB 2. Since the wheel brake mechanism of the front wheel system is a wheel brake mechanism commonly used in related prior art, in which a mechanism for generating the parking brake force based on the operation of the EPB 2 is eliminated with respect to the wheel brake mechanism of the rear wheel system, its description is omitted here, and the wheel brake mechanism of the rear wheel system is described below.

[0019] In the wheel brake mechanism of the rear wheel system, not only when the service brake 1 is actuated, but also when the EPB 2 is actuated, brake pads 11, which are a friction material, are pressed, and a brake disc 12 (12RL, 12RR, 12FR and 12FL), which is a friction material, is enclosed by the brake pads 11, thereby generating a frictional force between the brake pad 11 and the brake disc 12 to generate the braking force.

[0020] A door opening and closing detection sensor 22 transmits an opening signal to the EPB-ECU 9 when a door (which may be a tailgate) of the vehicle is opened, and transmits a closing signal to the EPB-ECU 9 when the vehicle door is closed.

[0021] A longitudinal G-sensor 25 detects an acceleration (G) in one direction of travel of the vehicle and sends a detection signal (hereinafter also referred to as the "G-sensor value") to the EPB-ECU 9.

[0022] An M / C pressure sensor 26 detects an M / C pressure in the M / C 5 and sends a detection signal to the EPB-ECU 9.

[0023] A temperature sensor 28 detects the temperature of the wheel brake mechanism (e.g., the brake disc) and transmits a detection signal to the EPB-ECU 9.

[0024] A wheel speed sensor 29 transmits (outputs) a wheel speed pulse to the EPB-ECU 9 each time the wheel rotates by a predetermined angle. Although a wheel speed sensor 29 is actually provided for each wheel, a detailed description is omitted here.

[0025] The EPB-ECU 9 is implemented by a known microcomputer comprising a CPU, a ROM, a RAM, an I / O and the like, and performs the parking brake control by controlling the rotation of the motor 10 according to a program stored in the ROM or the like.

[0026] The EPB-ECU 9, for example, inputs a signal corresponding to the operating state of an operation switch 23 (an operating switch) provided on an instrument panel (not shown) in the vehicle interior, and controls the motor 10 according to the operating state of the operation switch 23. Based on a motor current value, the EPB-ECU 9 performs locking control, release control, and the like, and detects that the locking control is performed, the wheel is locked by the locking control, the release control is performed, and the wheel is released by the release control based on a control state (an EPB-released state). The EPB-ECU 9 then outputs a signal indicating whether the wheel is locked to an indicator lamp 24, which is provided on the instrument panel according to a drive state of the motor 10.The indicator lamp 24 performs a display according to the received signal.

[0027] The vehicle braking system, implemented as described above, essentially performs an operation of generating a braking force in the vehicle by generating the service braking force through the service brake 1 when the vehicle is moving. When the vehicle is stopped by the service brake 1, the driver presses the operation switch 23 to actuate the EPB 2 to generate the parking brake force, thereby performing an operation to maintain the stopped state or release the parking brake force.

[0028] Next, specific control contents are described that are executed by the EPB-ECU 9 according to a program stored in a built-in ROM (not shown) or the like in the vehicle braking system, which is implemented as described above.

[0029] The EPB-ECU 9 comprises, as functional configurations, a procurement unit 91, a calculation unit 92, a gradient detection unit 93, a decision unit 94, a counting unit 95, a control unit 96 and a determination unit 97.

[0030] Procurement unit 91 procures various types of data from different sensors. For example, procurement unit 91 procures the wheel speed pulse from wheel speed sensor 29.

[0031] The calculation unit 92 calculates the elapsed time from the acquisition of the previous wheel speed pulse until the acquisition of the current wheel speed pulse.

[0032] If the wheel speed pulse is acquired by the procurement unit 91 in a state where the electric braking force for the wheel is maintained by the EPB 2, the counting unit 95 increments a count value by 1 if the currently elapsed time is shorter than the previously elapsed time. The count value is reset accordingly with a predetermined trigger (e.g., when a set time expires or when parking begins).

[0033] The control unit 96 performs various control functions. The control unit 96 controls the EPB 2. In the state where the electric braking force for the wheel is maintained by the EPB 2, the control unit 96 controls the EPB 2 to increase the electric braking force when the count value is equal to or greater than a threshold value.

[0034] The counting unit 95, the control unit 96 and the like are described with reference to Fig. 2 described. Fig. Figure 2 is a graph that illustrates the relationship between a wheel speed pulse generation interval and the slip estimate. In the example of Fig. 2. It is assumed that the vehicle will slip. (a) is a graph representing the wheel speed pulse. (b) is a graph representing the count value. (c) is a graph representing a slip marker. In (a) to (c), the horizontal axes represent time.

[0035] As shown in (a), the wheel speed pulse is generated from time points t1 to t5. The elapsed times between adjacent wheel speed pulses are W0 to W4 in sequential order, gradually decreasing in length. Therefore, the counter unit 95, as shown in (b), increments the count by 1 from time points t2 to t5. Then, when the count reaches the threshold at time t5, as shown in (c), the slip indicator is switched from OFF to ON (i.e., it is detected that slipping is occurring). The control unit 96 then controls the EPB 2 to increase the electric braking force.

[0036] By setting the threshold to a suitable value, the following can then be done. If the vehicle starts to slip, as in Fig. As shown in Figure 2, the count reaches the threshold, while the time intervals of the detected wheel speed pulses gradually decrease. If, however, the vehicle does not slip and the vehicle rocks due to a person getting in or out, or similar, there is a small probability that the count will reach the threshold, while the time intervals of the detected wheel speed pulses gradually decrease.

[0037] Accordingly, the electric braking force is increased to stop the skid when the vehicle skids, and it is possible to reduce the possibility of increasing the electric braking force due to a false detection of skidding when skidding is actually occurring. Therefore, the possibility of placing an unnecessary load on the EPB 2 can be reduced.

[0038] Next, the gradient detection unit 93, the decision unit 94, and the like will be described with reference to the Fig. 1 and Fig. 3 described. Fig. Figure 3 is a graph that illustrates the relationship between the G-sensor value or accelerometer value and the estimated slippage. In the example of Fig. 3. It is assumed that the vehicle is parked on a slope with an angle of inclination of approximately 3°, that the vehicle does not slip and that the vehicle does not wobble.

[0039] For example, the gradient detection unit 93 detects a gradient (an inclination of the vehicle in the longitudinal direction) of a road surface with which the vehicle is in contact, based on the detection signal of the longitudinal G-sensor or longitudinal acceleration sensor 25.

[0040] Decision unit 94 determines a permissible parameter range corresponding to the inclination at a time when the electric braking force is maintained. The permissible parameter range refers to a range that is considered a parameter value when vehicle slippage occurs.

[0041] The following parameters (1) to (3) could be considered as parameters to be used, for example. (1) An acceleration of the vehicle calculated on the basis of the wheel speed impulse (2) A vehicle speed calculated on the basis of the wheel speed impulse (3) An acceleration and a speed of the vehicle, calculated on the basis of the wheel rotation impulse

[0042] The permissible parameter range in the case of (1) is, for example, 2 [m / s²]. 2 ] (approximately 0.2 G) or less. That is, if the vehicle's acceleration is 2 [m / s²]2 If the value exceeds ], it is assumed that the vehicle is not sliding and that the vehicle's wobbling is caused by a factor other than sliding (e.g., a person getting in and out).

[0043] The permissible parameter range in case (2) is, for example, 5 [km / h] or less. That is, if the vehicle speed exceeds 5 [km / h], it is assumed that the vehicle will not slip and that the vehicle's wobble is due to a factor other than slippage.

[0044] The permissible parameter range in the case of (3) is, for example, “the acceleration of the vehicle is 2 [m / s²]”. 2] or less" and "the vehicle's speed is 5 [km / h] or less". This means that if the vehicle's acceleration and speed do not fall within the permissible parameter range, it is assumed that the vehicle is not skidding and that the vehicle's wobbling is due to a factor other than skidding.

[0045] Then, the counting unit 95 increments the count by 1 if the parameter, which includes the acceleration and / or the vehicle speed calculated on the basis of the wheel speed pulse, falls within the permissible parameter range, and does not increment the count if the parameter does not fall within the permissible parameter range. The following is an example of (3) from (1) to (3) above.

[0046] In Fig. Figure 3 is (a) a graph representing the wheel speed pulse. (b) is a graph representing the G-sensor value or acceleration sensor value. (c) is a graph representing the count value. (d) is a graph representing the slip marker. In (a) to (d), the horizontal axes represent time.

[0047] Since the vehicle is parked on a slope with an incline angle of approximately 3°, a G-sensor value or acceleration sensor value of 0.5 [m / s²] will continue to be recorded. 2] output, as shown in (b). As shown in (a), the wheel speed pulse is generated from time points t11 to t15. At this time, it is assumed that an (estimated) acceleration and an (estimated) velocity of the vehicle, calculated based on the wheel speed pulse at each of time points t12 to t15, do not fall within the permissible parameter range described above, i.e., within the permissible range of "the acceleration of the vehicle is 2 [m / s²]". 2 ] or less" and "the vehicle's speed is 5 [km / h] or less".

[0048] As shown in (c), the counter unit 95 therefore does not increment the count value from time points t12 to t15. Therefore, as shown in (d), the slip marker remains OFF (i.e., the occurrence of slipping is not detected). Since the electric braking force is not increased by the control of EPB 2, EPB 2 is not subjected to unnecessary stress.

[0049] The following refers to the unit of determination 97 and the like, with reference to the Fig. 1 and Fig. 4 described. Fig. Figure 4 is a graph that represents a relationship between the open and closed states of a vehicle door and the estimation of slippage. Fig. 4 is (a) a graph representing the wheel speed pulse. (b) is a graph representing a door state. (c) is a graph representing the count value. (d) is a graph representing the slide marker. In (a) to (d), the horizontal axes represent time.

[0050] Procurement unit 91 obtains predetermined data from a predetermined sensor located in the vehicle. This data is used to determine whether the vehicle is in a situation where it is likely to shake. For example, procurement unit 91 obtains the door opening and closing signals from the door opening and closing detection sensor 22 located in the vehicle.

[0051] The determination unit 97 determines, based on the predetermined data (the opening signal and the closing signal of the door), whether the vehicle is in a situation where shaking is likely.

[0052] Even if the procurement unit 91 acquires the wheel speed pulse, the counting unit 95 does not increment the count value within a predetermined time before and after the determination unit 97 determines that the vehicle is in a situation where vibration is likely. In the following example, the predetermined time, which is a period during which the count value is not incremented, is set as the "mask time." The mask time is a period during which the count value is not incremented, even if the wheel speed pulse is generated, and is a period during which the increment is canceled if the count value has already been incremented.

[0053] In the example of Fig. 4. It is assumed that a rocking motion of the vehicle occurs due to an operation to open and close the vehicle door, and that the wheel speed pulse is generated. As shown in (a), the wheel speed pulse is generated at times t22, t24, t25, t28, t30 and t31.

[0054] As shown in (b), the procurement unit 91 obtains the door opening signal at time t23, and the determination unit 97 determines, based on the door opening signal, that the vehicle is in a situation where it is likely to wobble.

[0055] Subsequently, the counting unit 95 sets the times t21 to t26 (reference symbol M1), which are a predetermined time before and after time t23, as the mask time. Accordingly, as shown in (c), the count value increases by 1 due to the generation of the wheel speed pulse at times t22, t24, and t25, but this increase is then canceled. Instead of canceling the increase in the count value after the increase, the count value cannot be increased even if the wheel speed pulse is generated during the mask time.

[0056] As shown in (b), the procurement unit 91 obtains the door closing signal at time t29, and the determination unit 97 determines, based on the door closing signal, that the vehicle is in a situation where rocking is likely.

[0057] Subsequently, the counter unit 95 sets the times t27 to t32 (reference symbol M2), which are a predetermined time before and after time t29, as the mask time. Accordingly, as shown in (c), the count value increases by 1 due to the generation of the wheel speed pulse at times t28, t30, and t31, but the increase is then canceled. Instead of canceling the increase in the count value after the increase, the count value cannot be increased even if the wheel speed pulse is generated during the mask time.

[0058] Accordingly, as shown in (d), the slip marker remains OFF (i.e., the occurrence of slipping is not detected). Since the electric braking force is not increased by the control of the EPB 2, the EPB 2 is not subjected to unnecessary stress.

[0059] Next, the processing by the EPB-ECU 9 will be described with reference to Fig. 5 described. Fig. Figure 5 is a flowchart illustrating the processing by the EPB-ECU 9 according to the exemplary embodiment. The processing of Fig. 5 is based on the assumption that the vehicle is parked and the electric braking force for the wheels is held by the EPB 2.

[0060] First, in step S1, the determination unit 97 determines, based on the predetermined data (the opening signal and the closing signal of the door), whether the vehicle is in a situation where a wobble is likely, and if yes, proceeds to step S2 and if no, proceeds to step S3.

[0061] In step S2, the counting unit 95 sets a predetermined time before and after a point in time as the mask time ( Fig. 4).

[0062] In step S3, the procurement unit 91 determines whether the wheel speed pulse is procured, proceeds to step S4 if yes, and returns to step S1 if no.

[0063] In step S4, the calculation unit 92 calculates the elapsed time from the acquisition of the previous wheel speed pulse until the acquisition of the current wheel speed pulse.

[0064] Next, in step S5, the counting unit 95 determines whether the current elapsed time is shorter than the previous elapsed time, proceeds to step S6 if yes, and returns to step S1 if no.

[0065] In step S6, the counter unit 95 determines whether the current time is the mask time, returns to step S1 if yes, and continues with step S7 if no. If the current time is the mask time and the counter value has already been incremented within the mask time (times t23 and t29) in (c) of Fig. 4), the counting unit 95 cancels out the increase.

[0066] In step S7, the counting unit 95 determines whether the acceleration of the vehicle calculated on the basis of the wheel speed pulse is within the permissible parameter range (e.g. 2 [m / s²]). 2 ] or less), continues with step S8 if yes and returns to step S1 if no.

[0067] In step S8, the counting unit 95 determines whether the vehicle speed calculated on the basis of the wheel speed pulse is within the permissible parameter range (e.g. 5 [km / h] or less), continues to step S9 if yes and returns to step S1 if no.

[0068] In step S9, the counting unit 95 increments the count value by 1.

[0069] Next, in step S10, the control unit 96 determines whether the count value is equal to or greater than the threshold value, proceeds to step S11 if yes, and returns to step S1 if no.

[0070] In step S11, the control unit 96 controls the EPB 2 to increase the electric braking force.

[0071] In this way, according to the EPB-ECU 9 (the electric brake control unit) of the present embodiment, the count value is increased when the wheel speed pulse generation interval tends to shorten, and when the count value reaches the threshold, vehicle skidding is detected. Accordingly, it is possible to improve the detection accuracy of vehicle skidding. Therefore, an event in which the vehicle is falsely detected as skidding due to vehicle rocking, resulting in unnecessary re-engagement (an increase in electric braking force), can be avoided, and the load on the EPB 2 can be reduced.

[0072] By using the permissible parameter range, which corresponds to the gradient of the road surface with which the vehicle is in contact, it is possible to detect that vehicle slippage will not occur if the vehicle's acceleration or speed is inconceivable in such a case. That is, for example, if the gradient is shallow, the possibility of vehicle slippage is low. However, by adding the permissible parameter range corresponding to the gradient of the road surface to the condition for detecting vehicle slippage, it is possible to more reliably avoid unnecessary re-clamping and reduce the load on the EPB 2.

[0073] By using the door opening and closing signals to determine whether the vehicle is in a situation where movement is likely, and by not increasing the wheel speed pulse count in such situations, false detection of vehicle skidding can be more reliably avoided. For example, when a person is getting in or out, luggage is being loaded or unloaded, or a door (including a tailgate or similar) is being opened or closed, the wheel speed pulse tends to be generated before and after the time due to vehicle movement, even if the vehicle is not actually skidding. Therefore, by not increasing the count before and after the time measurement, it is possible to avoid unnecessary re-pinching due to false detection of vehicle skidding and to reduce the load on the EPB 2.If the vehicle slips, for example during the loading of luggage, the count is increased to perform the re-clamping if the time is outside the predetermined time, thus ensuring safety. (Modification)

[0074] A modification is described below. In the example described above, the number and positions of the target wheels are not specifically mentioned, but it is preferable, for example, to detect two or more wheels instead of one. If, for instance, there is a similar tendency to shorten the generation intervals of the wheel speed pulses for two or more wheels, it can be detected that the vehicle is slipping.

[0075] In the embodiment described above, the count is incremented by 1 if the current elapsed time is shorter than the previous elapsed time, but the count can be incremented by 2 or more if the current elapsed time is extremely shorter than the previous elapsed time. For example, the count can be incremented by 2 if the difference obtained by subtracting the current elapsed time from the previous elapsed time is greater than a predetermined value. Other conditions can be combined and weighted so that, if the conditions are met, the count is incremented by a value greater than the number of occurrences of the wheel speed pulse.

[0076] Even if, for example, the generation intervals of the wheel speed pulse for two or more wheels tend to be shortened, if the degree of shortening does not match, it can be recognized that the vehicle does not slip.

[0077] Even if, for example, the generation intervals of the wheel speed pulse for two wheels tend to be shortened, it can be seen that vehicle slippage does not occur if the vehicle speed calculated on the basis of the wheel speed pulse of one wheel and the vehicle speed calculated on the basis of the wheel speed pulse of the other wheel do not match (e.g. 1 [km / h] and 5 [km / h]).

[0078] Targeting two wheels, e.g. by targeting a front wheel and a rear wheel, can further reduce the possibility of falsely detecting vehicle skidding.

[0079] The situation in which the vehicle threatens to wobble is not limited to the operation of opening and closing the door. Other possible scenarios include the vehicle being transported on a car carrier, a towing vehicle, or a ship. In this case, if the vehicle has a carrier vehicle mode, for example, it is possible to detect that the vehicle is being transported by a carrier vehicle by activating that mode.

[0080] For example, by recording the surroundings with a camera mounted on the vehicle, it can be determined that the vehicle is being transported by a carrier vehicle or the like.

[0081] For example, if a vehicle speed calculated on the basis of a GPS signal (Global Positioning System) does not match the vehicle speed calculated on the basis of the wheel speed pulse, it can be recognized that the vehicle is being carried by a carrier vehicle or similar.

[0082] For example, if the vehicle is being carried by the towing vehicle, if a towing signal can be obtained, if the vehicle and the towing vehicle are coupled, it is possible to recognize that the vehicle is being carried by the towing vehicle by obtaining the signal.

[0083] If information about the vehicle's weight can be obtained, it is possible to estimate the number of people getting in and out or the number of luggage being loaded and unloaded based on changes in weight.

[0084] If information about the condition of the seatbelt can be obtained, it is possible to estimate a person's boarding and alighting based on that information.

[0085] In these cases, a predetermined time before and after the time at which a person's entry and exit is estimated can be set as the mask time.

[0086] Although an embodiment of the invention has been described, it is presented only as an example and is not intended to limit the scope of the invention. The embodiment can be implemented in various other forms, and various omissions, substitutions, combinations, and modifications can be made without departing from the core of the invention. Furthermore, specifications (structure, type, number, and the like), such as any configuration, shape, and the like, can be modified and implemented accordingly.

[0087] For example, in one embodiment of the invention, the electric braking force is increased to stop the vehicle from skidding when skidding is detected; alternatively, the vehicle can be stopped by increasing a hydraulic braking force provided by the brake fluid pressure. The invention is not limited to the electric parking brake and can be applied to any electric braking device capable of maintaining braking force.

[0088] The situation in which vehicle movement is likely is not limited to the example described above and can also include a case in which the child is moving around a lot in the vehicle.

[0089] In the flowchart of Fig. 5. The processing of steps S1, S2, S6, S7 and S8 is not essential processing and can be omitted if necessary. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 7058327

[0004]

Claims

[1] Electric brake control device, with: a control unit configured to control an electric braking device that generates a braking force on a wheel of a vehicle; a procurement unit configured to obtain the wheel speed pulse from a wheel speed sensor that outputs a wheel speed pulse each time the wheel rotates by a predetermined angle; a computing unit configured to calculate the elapsed time from the acquisition of a previous wheel speed pulse until the acquisition of a current wheel speed pulse; and a counting unit configured to increment a count value when a current elapsed time is shorter than a previous elapsed time, when the wheel speed pulse is procured by the procurement unit in a state where the braking force on the wheel is maintained by the electric braking device, wherein The control unit controls the electric braking device to increase the braking force when the count value is equal to or greater than a threshold value. [2] Electric brake control device according to claim 1, further comprising: a gradient detection unit configured to detect the gradient of a road surface with which the vehicle is in contact; and a decision unit configured to decide on a permissible parameter range according to the gradient at a time when the braking force is maintained, wherein The control unit increases the braking force if a parameter that includes an acceleration and / or speed of the vehicle, calculated based on the wheel speed pulse, falls within the permissible parameter range, and does not increase the braking force if the parameter does not fall within the permissible parameter range. [3] Electric brake control device according to claim 1 or 2, wherein The procurement unit obtains predetermined data from a predetermined sensor provided in the vehicle; this data is used to determine whether the vehicle is in a situation where shaking is likely. The electric brake control device further includes a determination unit configured to determine, based on predetermined data, whether the vehicle is in a situation where rocking is likely, and If the determination unit determines that the vehicle is in a situation where wobbling is likely, the control unit will not increase the braking force within a predetermined time before and after the determination, even if the procurement unit obtains the wheel speed pulse.

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