Vehicular brake apparatus

Abstract

To provide a vehicular brake apparatus capable of suppressing an activation frequency in a case where no control of a vehicular travel state is performed.SOLUTION: In a vehicular brake apparatus 10, a brake ECU 64 performs: obtaining a requirement flag F as mode selection information that indicates whether a travel state is controlled on the basis of activation of an accelerator pedal and a steering wheel, a front motor 51 and a rear motor 52 in accordance with an operation of a brake pedal, a reaction force exerting actuator 83 and a steering actuator 85, and a brake actuator 113; and at least limiting, in a case where a specific mode in which a travel state is not controlled on the basis of the obtained requirement flag F, the brake actuator 113 from activating.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a brake system for a vehicle. [Background technology]

[0002] Conventionally, for example, a driving operation device and a virtual driving system (hereinafter simply referred to as "conventional device") are disclosed in Patent Document 1. The conventional device restricts engine start when virtual driving is selected from real driving and virtual driving using an operation button provided near the driver's seat. The conventional device outputs an operation signal related to steering wheel operation during virtual driving and an operation signal related to brake operation during virtual driving to an external device. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-119657 Summary of the Invention [Problem to be solved by the invention]

[0004] In the conventional system, engine start and steering of a steer-by-wire steering unit are restricted during virtual driving, but no consideration is given to restricting brake operation. As a result, when the brakes are operated during virtual driving, the conventional system operates to generate braking force even when the vehicle is not moving. This can result in unnecessary loads being placed on components that operate to generate braking force, or in unnecessary energy consumption due to the operation.

[0005] An object of the present disclosure is to provide a vehicle brake device that can reduce the frequency of actuation when the vehicle's running state is not being controlled. [Means for solving the problem]

[0006] The vehicle brake device of the present disclosure is applied to a vehicle equipped with an operating member, an electric actuator that can control the vehicle's driving state by releasing the mechanical connection with the operating member, and a controller that controls the operation of the electric actuator in response to operation of the operating member, and has a brake operating member included in the operating member and a brake actuator included in the electric actuator, and is a vehicle brake device that can control the operation of the brake actuator so that braking force is generated on the vehicle wheels in response to operation of the brake operating member, and the controller acquires mode selection information that indicates whether or not to control the driving state by operation of the electric actuator in response to operation of the operating member, and when a specific mode that does not control the driving state is selected based on the acquired mode selection information, the controller at least limits the operation of the brake actuator in response to the brake operating member. [Effects of the Invention]

[0007] According to the present disclosure, when a specific mode that does not control the driving state is selected, the vehicle brake system can at least limit the operation of the brake actuator according to the brake operation member. This allows the vehicle brake system to reduce the frequency of operation of the brake actuator, thereby reducing the application of unnecessary load to members that operate to generate braking force and reducing the wasteful consumption of energy associated with operation. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a schematic configuration diagram of a vehicle. [Figure 2] 1 is a diagram illustrating a configuration of a hydraulic brake device of a vehicle brake device, and is used to explain an operating state in a specific mode. [Figure 3]1A, 1B, and 1C are diagrams illustrating a brake of a hydraulic brake device, an electric parking brake device, and an electric brake device, respectively, which constitute a vehicle brake device. [Figure 4] 10 is a flowchart of a specific mode transition program. [Figure 5] 10A and 10B are diagrams for explaining a vehicle brake device according to a modified example. [Figure 6] 10A and 10B are diagrams for explaining a vehicle brake device according to a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0009] A vehicle brake device 10 according to an embodiment of the present disclosure will be described in detail below with reference to the drawings. In addition to the embodiment described below, the present disclosure can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art.

[0010] 1. Configuration of a vehicle 1 to which the vehicle brake device 10 is applied In this embodiment, a vehicle brake device 10 is applied to a vehicle 1 shown in Fig. 1. The vehicle 1 includes a vehicle body 2, wheels 3 arranged at the front, rear, left and right, and suspension units 4 that support the vehicle body 2 and each wheel 3. The wheels 3 are composed of a right front wheel 31, a left front wheel 32, a right rear wheel 33, and a left rear wheel 34. The suspension unit 4 includes, for example, a coil spring 41 and a shock absorber 42.

[0011] The vehicle 1 also includes a drive system 5 that generates and transmits driving force required for traveling. In this embodiment, the drive system 5 includes a front motor 51 and a rear motor 52 included in electric actuators. The front motor 51 drives the right front wheel 31 and the left front wheel 32 by transmitting rotation of its output shaft to left and right front axles 54R, 54L via a differential gear 53 (including a reduction gear). The rear motor 52 drives the right rear wheel 33 and the left rear wheel 34 by transmitting rotation of its output shaft to left and right rear axles 56R, 56L via a differential gear 55 (including a reduction gear). That is, in this embodiment, a four-wheel drive electric vehicle (EV) is exemplified as the vehicle 1.

[0012] The drive system 5 also has an inverter 57, a DC / DC converter 58, and a battery 59. As a result, the front motor 51 and the rear motor 52 can be driven independently to rotate forward in the forward direction of the vehicle 1 and to rotate backward in the reverse direction of the vehicle 1 by controlling the energization of the inverter 57.

[0013] The inverter 57 also has a charging port (not shown) and has a charging function of, for example, converting AC current supplied from a charging facility into DC current and charging the battery 59 via a DC / DC converter 58. Furthermore, the inverter 57 also has a function of, for example, converting AC current generated by the rear motor 52 through regenerative braking into DC current and charging the battery 59 via the DC / DC converter 58, that is, storing regenerative energy.

[0014] The operation of the front motor 51 and the rear motor 52 is controlled by a drive electronic control unit 61 (hereinafter, sometimes simply referred to as the "drive ECU 61") included in the controller 6. The drive ECU 61 is an electronic control unit (Electric Control Unit) that includes, as its main component, a microcomputer having a CPU, ROM, RAM, and various interfaces. In FIG. 1 and other figures, the drive ECU 61 is indicated as the "D-ECU 61."

[0015] The drive ECU 61 receives a detection signal Sa from an accelerator sensor 71, which detects the amount of accelerator operation of an accelerator as an operating member, among the sensor group 7, and calculates a driver-requested driving force corresponding to the amount of accelerator operation. The drive ECU 61 also obtains the operating positions of a shift lever, shift switch, etc. (not shown) that are operated when moving the vehicle 1 forward or backward or when parking. To this end, the drive ECU 61 receives a detection signal Ssp, which indicates the operating position and is output from a shift position sensor 72, among the sensor group 7.

[0016] The vehicle 1 also includes a steering system 8 that steers the right front wheel 31 and the left front wheel 32 as steered wheels when the vehicle 1 is traveling. The steering system 8 is a steer-by-wire type that includes an operating device 81 and a steering device 82 that are mechanically independent of each other.

[0017] The operating device 81 has a steering wheel, a steering shaft, and a steering column, which are operating members. The operating device 81 also has a reaction force applying actuator 83, which is included in the electric actuator. The reaction force applying actuator 83 has a reaction force motor 84 as a driving force source.

[0018] The reaction force motor 84 of the operation device 81 is controlled by an operation electronic control unit 62 (hereinafter, may be simply referred to as "operation ECU 62") included in the controller 6. The operation ECU 62 is an electronic control unit having, as its main part, a microcomputer having a CPU, ROM, RAM, and various interfaces. The operation ECU 62 is connected to a communication line L via various interfaces. In FIG. 1, the operation ECU 62 is indicated as "O-ECU 62." An operation angle sensor 73, which is one of the sensor group 7, is connected to the operation ECU 62 and detects an operation angle δ that indicates the operation position of the steering wheel.

[0019] Steering device 82 integrally steers right front wheel 31 and left front wheel 32 which are steerably supported on vehicle body 2. Steering device 82 has steering actuator 85 which is included in an electric actuator. Steering actuator 85 has a tie rod, a steering rod, a housing and a rod moving mechanism. Steering actuator 85 also has steering motor 86 as a drive power source which moves the rod moving mechanism.

[0020] Control of steering motor 86 of steering device 82 is executed by steering electronic control unit 63 (hereinafter may be simply referred to as "steering ECU 63") included in controller 6. Steering ECU 63 is an electronic control unit comprising, as a main part, a microcomputer having a CPU, ROM, RAM and various interfaces. Steering ECU 63 is connected to communication line L via the various interfaces. Note that in Figure 1, steering ECU 63 is shown as "S-ECU 63". Steering ECU 63 has, among sensor group 7, steering angle sensor 74 that detects steering angle θ that indicates the steering positions of right front wheel 31 and left front wheel 32.

[0021] The vehicle 1 of this embodiment also includes a navigation device 9. The navigation device 9 is connected to a communication line L and can output a signal Sns that indicates the slope gradient, which is attribute information of the road on which the vehicle 1 is traveling. In this embodiment, the signal Sns is output to a vehicle brake device 10, which will be described later. The navigation device 9 also includes a touch panel 91 that uses, for example, a display that displays a map. This allows the occupant of the vehicle 1 to use the touch panel 91 to request a transition between a normal mode in which the traveling state of the vehicle 1 is controlled and a specific mode in which the traveling state of the vehicle 1 is not controlled.

[0022] 2. Configuration of vehicle brake device 10 1, 2, and 3, the vehicle 1 is further equipped with a vehicle brake device 10 that generates braking force required for braking. The vehicle brake device 10 includes a hydraulic brake device 11 that applies braking force to each of the wheels 3 in addition to the regenerative braking by the rear motor 52 described above, and an electric parking brake device 12 that applies braking force to each of the right rear wheel 33 and the left rear wheel 34 when the vehicle 1 is stopped, for example, in this embodiment.

[0023] The hydraulic brake device 11 includes a master cylinder 112 connected to a brake pedal 111, which is a brake operating member. The hydraulic brake device 11 also includes a brake actuator 113, which is included in an electric actuator and adjusts the pressure of hydraulic oil pressurized by a pump and supplies it. Note that in FIG. 1 and other figures, the brake actuator 113 is indicated as "B / A 113." The hydraulic brake device 11 also includes a front wheel brake 114 for slowing down the rotation of each of the right front wheel 31 and the left front wheel 32, and a rear wheel brake 115 for slowing down the rotation of each of the right rear wheel 33 and the left rear wheel 34.

[0024] 2, the master cylinder 112 supplies hydraulic oil at a pressure corresponding to the brake operation force applied to the brake pedal 111. As a result, when a master cut valve 116, which is a normally open electromagnetic on-off valve, is in an open state, the master cylinder 112 can supply hydraulic oil at a pressure corresponding to the brake operation force to each of the front wheel brake 114 and the rear wheel brake 115 via the brake actuator 113. On the other hand, when the master cut valve 116 is in a closed state, the master cylinder 112 cannot supply hydraulic oil to each of the front wheel brake 114 and the rear wheel brake 115.

[0025] The brake pedal 111 is also connected to a stroke simulator 118, which is an operation reaction force device, via a master cylinder 112 and a simulator cut valve 117, which is a normally closed electromagnetic on-off valve. When the master cut valve 116 is closed and the simulator cut valve 117 is open, the stroke simulator 118 ensures the depression stroke of the brake pedal 111 and applies an operation reaction force to the brake pedal 111 according to the depression stroke. In this way, the stroke simulator 118 can improve the feeling of braking.

[0026] Although not shown in the drawings, the brake actuator 113 is provided with a master oil passage that supplies hydraulic oil supplied from the master cylinder 112 to each of the front wheel brake 114 and the rear wheel brake 115 when the master cut valve 116 is open. As a result, in the event of an electrical failure, for example, the master cut valve 116 is opened, thereby connecting the master cylinder 112 with the front wheel brake 114 and the rear wheel brake 115.

[0027] Although not shown, the brake actuator 113 includes a pump and an electric cylinder driven by an electric motor, a control holding valve that adjusts the pressure of the hydraulic oil pressurized by the pump and the electric cylinder and supplies it to the front wheel brakes 114 and the rear wheel brakes 115, and a shutoff valve that is a normally closed electromagnetic open / close valve. As a result, when the normal mode is selected, the brake actuator 113 can supply the adjusted pressure hydraulic oil to the front wheel brakes 114 and the rear wheel brakes 115 by switching the master cut valve 116 to the closed state, except in the case of a specific mode.

[0028] As shown in Figures 2 and 3(A) and (B), each of the front wheel brake 114 and the rear wheel brake 115 includes a brake disc BD that rotates integrally with the wheel 3, a pair of brake pads BP, and a brake caliper BC. A brake actuator 113 is connected to the brake caliper BC via a brake pipe BL. As a result, a hydraulic circuit for hydraulic oil is formed between each of the front wheel brake 114 and the rear wheel brake 115 and the master cylinder 112 or the brake actuator 113. Therefore, in the hydraulic brake device 11, when pressurized hydraulic oil is supplied from the master cylinder 112 or the brake actuator 113 to the front wheel brake 114 or the rear wheel brake 115, the brake pad BP presses the brake disc BD, generating braking force.

[0029] As shown in Fig. 3(B), the electric parking brake device 12 includes an electric actuator 121 for mechanically braking the right rear wheel 33 and the left rear wheel 34. The electric actuator 121 is provided on the brake caliper BC. When the driver operates a switch or the like, the electric parking brake device 12 generates a braking force by causing the electric actuator 121 to press the brake pads BP housed in the brake caliper BC against the brake disc BD using the driving force of the electric motor.

[0030] The brake actuator 113 and the electric actuator 121 are controlled by a brake electronic control unit 64 (hereinafter, sometimes simply referred to as the "brake ECU 64") included in the controller 6. The brake ECU 64 is an electronic control unit that includes, as its main component, a microcomputer having a CPU, ROM, RAM, and various interfaces. The brake ECU 64 is connected to a communication line L via the various interfaces. In FIG. 1 and other figures, the brake ECU 64 is indicated as the "B-ECU 64."

[0031] The brake ECU 64 is connected to the sensors 7, including a brake sensor 75 that detects the amount of braking operation from the amount of depression of the brake pedal 111, four wheel speed sensors 76 that detect the wheel speeds of the wheels 3, a parking brake sensor 77, and a gyro sensor 78. The brake ECU 64 receives a detection signal Sb from the brake sensor 75 and calculates a required braking force according to the amount of braking operation. The brake ECU 64 then calculates a friction braking force to be generated in each of the front wheel brake 114 and the rear wheel brake 115, and a regenerative braking force to be generated in the rear motor 52, so as to achieve the required braking force.

[0032] Here, the brake ECU 64 controls the operation of the brake actuator 113 based on the detection signal Swv of each wheel speed sensor 76 so as to generate the calculated friction braking force. As a result, the brake actuator 113 pressurizes the hydraulic oil and supplies it to each of the front wheel brake 114 and the rear wheel brake 115, and each of the front wheel brake 114 and the rear wheel brake 115 applies a braking force to each wheel 3. In addition, the brake ECU 64 transmits information indicating the calculated regenerative braking force to the drive ECU 61.

[0033] When the electric parking brake device 12 is applying braking force to the right rear wheel 33 and the left rear wheel 34, the brake ECU 64 receives a detection signal Spb output from the parking brake sensor 77 and indicating a state in which the electric parking brake device 12 is applying braking force. Furthermore, the brake ECU 64 receives a detection signal Ssl from the gyro sensor 78 that indicates the inclination of the vehicle 1 in the longitudinal direction, i.e., the slope of the road surface on which the vehicle 1 is stopped.

[0034] The vehicle 1 also includes a specific mode electronic control unit 65 (hereinafter, sometimes simply referred to as the "specific mode ECU 65") that responds to requests input via the touch panel 91, i.e., state transitions between the normal mode and the specific mode, and realizes the specific mode. The specific mode ECU 65 is an electronic control unit that includes, as its main component, a microcomputer having a CPU, ROM, RAM, and various interfaces. The specific mode ECU 65 is connected to a communication line L via various interfaces. In FIG. 1 and other figures, the specific mode ECU 65 is indicated as the "A-ECU 65."

[0035] The specific mode ECU 65 realizes the specific mode using the drive system 5, the steering system 8, and the vehicle brake device 10 as input devices only when a state transition from the normal mode is permitted based on a determination result by the brake ECU 64, as will be described later. Here, an example of the specific mode is a game mode in which the input device of the vehicle 1 is used to control the movement of a virtual moving object while the vehicle 1 is being charged. Another example of the specific mode is a remote control mode in which the input device of the vehicle 1 is used to drive and run another vehicle that is located at a distance from the vehicle 1 due to the occurrence of a disaster or the like.

[0036] In the game mode, the occupants including the driver can view the game screen by using a display such as VR glasses, etc. In the remote control mode, the driver can remotely drive the vehicle while viewing the surrounding environment of the other vehicle captured by a camera mounted outside or inside the other vehicle, as well as images of the road along which the vehicle is traveling and images of the instruments inside the vehicle, by using a display such as VR glasses, etc.

[0037] 3. Description of operation of vehicle brake device 10 Next, the operation of the vehicle brake device 10 in this embodiment will be described with reference to Fig. 4. The brake ECU 64 starts executing a mode transition determination program shown in Fig. 4 in step S10, and subsequently determines in step S11 whether a state transition from the normal mode to a specific mode has been requested. Specifically, when a state transition to the specific mode is requested by an occupant of the vehicle 1 operating the touch panel 91, the specific mode ECU 65 outputs a request flag F to the brake ECU 64 via the communication line L.

[0038] When the request flag F is input, the brake ECU 64 determines "Yes" in step S11 and executes the step processing of step S12. On the other hand, when the request flag F is not input, the brake ECU 64 repeatedly determines "No" until the request flag F is input, and executes the step processing of step S13 described below.

[0039] In step S12, the brake ECU 64 determines whether the operating position of the shift lever, shift switch, etc. is in the "parking range" based on the detection signal Ssp of the shift position sensor 72 acquired from the drive ECU 61 via the communication line L, and whether the electric parking brake device 12 is activated based on the detection signal Spb of the parking brake sensor 77. That is, the brake ECU 64 determines whether the stopped vehicle 1 can be maintained in a stopped state. Specifically, if the vehicle is in the "parking range" and the electric parking brake device 12 is activated, the stopped state of the vehicle 1 can be maintained when a specific mode is selected, so the brake ECU 64 determines "Yes" and executes the step processing of step S14. On the other hand, if the vehicle is not in the "parking range" or the electric parking brake device 12 is not activated, the brake ECU 64 determines "No" and executes the step processing of step S15 described below.

[0040] In step S14, the brake ECU 64 determines whether the slope gradient K on which the vehicle 1 is stopped is smaller than a predetermined gradient α, based on the detection signal Ssl of the gyro sensor 78 or the signal Sns from the navigation device 9. That is, the brake ECU 64 determines whether the vehicle 1 can maintain a stopped state while stopped on a road with a slope gradient K. Specifically, if the slope gradient K is less than the predetermined gradient α, the brake ECU 64 determines "Yes" and executes the step processing of step S16. On the other hand, if the slope gradient K is equal to or greater than the predetermined gradient α, the brake ECU 64 determines "No" because there is a relatively high possibility that the vehicle 1 will start moving, and executes the step processing of step S17, which will be described later.

[0041] In step S16, the brake ECU 64 transitions from the normal mode to the specific mode in accordance with the determinations made in steps S12 and S14. Then, in response to the transition to the specific mode, the brake ECU 64 controls the master cut valve 116 in the hydraulic brake device 11 to a closed state (or maintains the closed state), thereby releasing the connection between the brake pedal 111 and the brake actuator 113 and stopping the operation of the brake actuator 113. As a result, in the specific mode, the front wheel brake 114 and the rear wheel brake 115 do not operate, that is, the brake pad BP is not pressed against the brake disc BD in response to the depression of the brake pedal 111.

[0042] Furthermore, the brake ECU 64 controls the simulator cut valve 117 in the hydraulic brake device 11 to an open state (or maintains the open state) so that the brake pedal 111 is linked only to the stroke simulator 118. Here, in the state where the mode has transitioned to the specific mode, the brake ECU 64 outputs brake operation information S representing the amount of depression of the brake pedal 111 by the occupant to the specific mode ECU 65. Then, the brake ECU 64 temporarily ends the execution of the determination program in step S15, and after a predetermined short time has elapsed, starts the execution of the determination program again in step S10.

[0043] Furthermore, in accordance with the "No" determination in step S11, the brake ECU 64 executes the step processing of step S13. In step S13, the brake ECU 64 controls the running state of the vehicle 1 in response to the driver's operation of the brake pedal 111. That is, in the normal mode, the brake ECU 64 links the brake pedal 111 with the brake actuator 113 and activates the brake actuator 113 to press the brake pads BP against the brake discs BD to generate braking force on the wheels 3. Then, after activating the hydraulic brake device 11 in the normal mode in step S13, the brake ECU 64 temporarily ends execution of the determination program in step S18.

[0044] Furthermore, in response to the "No" determination in step S12, the brake ECU 64 executes the step processing of step S15. In step S15, the brake ECU 64 sets the operating position of the shift lever, shift switch, etc. to the "parking range" and notifies the occupant to activate the electric parking brake device 12. Then, the brake ECU 64 temporarily ends the execution of the determination program in step S18.

[0045] Furthermore, in response to the "No" determination in step S14, the brake ECU 64 executes the step processing of step S17. In step S17, the brake ECU 64 notifies the driver that the state transition to the specific mode is not possible because the vehicle 1 is stopped on a road with a slope gradient K greater than the predetermined gradient α. Then, the brake ECU 64 temporarily ends the execution of the determination program in step S18.

[0046] Here, in the state where the vehicle has transitioned to the specific mode, the drive ECU 61 disables the accelerator pedal operation input by the occupant to the drive system 5, and outputs accelerator operation information indicating the amount of accelerator pedal operation to the specific mode ECU 65. Also, in the state where the vehicle has transitioned to the specific mode, the operation ECU 62 and the steering ECU 63 cooperate to disable the steering system 8 from the occupant's steering operation input to the steering system 8, and output steering operation information indicating the amount of steering operation to the specific mode ECU 65. As a result, in the game mode and the remote control mode, the occupant can use the accelerator pedal, steering wheel, and brake pedal 111 of the vehicle 1 as input devices.

[0047] The specific mode ECU 65 can move the virtual moving object displayed on the VR glasses worn by the occupant by using accelerator operation information and steering operation information in addition to the brake operation information S. Furthermore, the specific mode ECU 65 can transmit, for example, brake operation information S, accelerator operation information, and steering operation information corresponding to operations performed while checking the surrounding conditions of the other vehicle displayed on the VR glasses to the other vehicle. This makes it possible, for example, to remotely control another vehicle located in a remote area where people cannot easily move due to a disaster or the like.

[0048] As can be understood from the above explanation, the vehicle brake device 10 is applied to a vehicle that includes an accelerator pedal, steering wheel, and brake pedal 111 as operating members, a front motor 51 and a rear motor 52 as electric actuators that can control the driving state of the vehicle 1 by releasing the mechanical connection with the accelerator pedal, steering wheel, and brake pedal 111, a reaction force applying actuator 83, a steering actuator 85, and a brake actuator 113, and a drive ECU 61, an operation ECU 62, a steering ECU 63, and a brake ECU 64 as controllers 6 that control the operation of the electric actuators in response to operation of the accelerator pedal, steering wheel, and brake pedal 111.

[0049] The vehicle brake device 10 has a brake pedal 111 which is a brake operating member, and a brake actuator 113 which is included in an electric actuator, and is a vehicle brake device in which a brake ECU 64 which is a controller 6 can control the operation of the brake actuator 113 so as to generate a braking force on the wheels 3 of the vehicle 1 in response to operation of the brake pedal 111, and the brake ECU 64 acquires a request flag F as mode selection information which indicates whether or not to control the driving state by operating the front motor 51 and rear motor 52 in response to operation of the accelerator pedal, steering wheel, and brake pedal 111, the reaction force applying actuator 83, the steering actuator 85, and the brake actuator 113, and when a specific mode which does not control the driving state is selected based on the acquired request flag F, the brake ECU 64 at least restricts the operation of the brake actuator 113 in response to the brake pedal 111.

[0050] According to this, when a specific mode that does not control the driving state is selected, the vehicle brake device 10 can at least limit the operation of the brake actuator 113 in response to the brake pedal 111. This makes it possible to reduce the frequency of operation of the brake actuator 113 in the vehicle brake device 10, and as a result, it is possible to reduce the application of unnecessary load to the brake caliper BC, the brake pad BP, and the brake disc BD, which are members that operate to generate braking force, and to reduce the wasteful consumption of energy that accompanies the operation of the brake actuator 113.

[0051] 4. Variations In the above-described embodiment, a hydraulic brake device 11 is exemplified in which a front wheel brake 114 and a rear wheel brake 115 are provided on the wheels 3. Instead of this, as shown in Fig. 5, it is possible to adopt a brake device 14 in which an electric brake device 13 is provided on the right rear wheel 33 and the left rear wheel 34. Also, as shown in Fig. 6, it is possible to adopt a brake device 15 in which an electric brake device 13 is provided on all of the wheels 3. In the case of the brake device 15, the master cylinder 112, the brake actuator 113, the master cut valve 116, and the simulator cut valve 117 are omitted, and as shown in Fig. 6, the brake pedal 111 is directly connected to a stroke simulator 118.

[0052] While the front wheel brakes 114 and rear wheel brakes 115 of the hydraulic brake device 11 described above are operated by the pressure of hydraulic oil, the electric brake device 13 is operated by the power of an electric motor, which is a drive source. For this reason, as shown in Fig. 3(C), the electric brake device 13 has a brake actuator 131, which is included in an electric actuator and has an electric motor (not shown), fixed to a brake caliper BC. In the electric brake device 13, a piston 132 can advance and retreat by the drive force of the brake actuator 131.

[0053] Here, the operation of the brake actuator 131 is electrically controlled by the brake ECU 64. As a result, the brake ECU 64 operates the brake actuator 131 to cause the piston 132 to press the brake pad BP housed in the brake caliper BC. Therefore, the brake ECU 64 can generate a braking force on the wheel 3 by frictional force by pressing the brake pad BP against the brake disc BD.

[0054] In the modified example, the brake ECU 64 executes the determination program shown in Fig. 4, as in the above-described embodiment. In the modified example, the brake ECU 64 stops electrical control of the brake actuator 131 in step S14. This prevents the brake actuator 131 from operating, that is, prevents the brake pad BP from being pressed against the brake disc BD in response to depression of the brake pedal 111. Therefore, the modified example also provides the same effects as the above-described embodiment.

[0055] 5. Other Modifications In the above-described embodiment and modified examples, the vehicle brake device 10 has been exemplified as a case in which the front wheel brake 114, the rear wheel brake 115, and the electric brake device 13 are disc brakes equipped with brake discs BD. However, the vehicle brake device 10 may also be a drum brake equipped with a brake drum and brake shoes.

[0056] In the above-described embodiment and modified examples, the vehicle 1 is an electric vehicle (EV (Electric Vehicle)) that uses only an electric motor as a driving force source. However, the vehicle 1 may be, for example, a vehicle that uses an internal combustion engine and an electric motor as a driving force source (such as an HEV (Hybrid Electric Vehicle) or a PHEV (Plug-in Hybrid Electric Vehicle)), or a vehicle that uses only an internal combustion engine as a driving force source.

[0057] In the above-described embodiment and modified example, when the specific mode transition program is executed, the brake ECU 64 determines in step S12 whether the wheels 3 (the right rear wheel 33 and the left rear wheel 34) of the vehicle 1 are mechanically braked, and determines in step S14 whether the slope gradient K is less than the predetermined gradient α. However, if necessary, the brake ECU 64 can also execute one of the step processing of step S12 and the step processing of step S14. Even in this case, the brake ECU 64 can determine whether the stopped state of the vehicle 1 can be maintained with the specific mode selected, thereby achieving the same effects as those of the above-described embodiment and modified example.

[0058] Furthermore, in the above-described embodiment and modified example, the specific mode transition program is executed by the brake ECU 64 included in the controller 6. However, the specific mode transition program is not limited to being executed by the brake ECU 64, and may be executed by any one of the drive ECU 61, operation ECU 62, and steering ECU 63 included in the controller 6. [Explanation of symbols]

[0059] 1...vehicle, 2...vehicle body, 3...wheel, 6...controller, 64...brake electronic control unit (controller), 65...specific mode electronic control unit, 7...sensor group, 10...vehicle brake device, 11...hydraulic brake device, 111...brake pedal (operating member), 113...brake actuator (electric actuator), 12...electric parking brake device, 131...brake actuator (electric actuator)

Claims

1. The present invention is applied to a vehicle including an operating member, an electric actuator that can control the running state of the vehicle by releasing the mechanical connection with the operating member, and a controller that controls the operation of the electric actuator in response to an operation of the operating member, a brake operating member included in the operating member; and a brake actuator included in the electric actuator, wherein the controller is capable of controlling operation of the brake actuator so as to generate braking force on a wheel of the vehicle in response to operation of the brake operating member, The controller: acquiring mode selection information indicating whether or not the driving state is to be controlled by the operation of the electric actuator in response to the operation of the operating member; When a specific mode that does not control the driving state is selected based on the acquired mode selection information, the vehicle brake device at least limits operation of the brake actuator according to the brake operation member.

2. The controller: determining whether the vehicle can be maintained in a stopped state when the specific mode is selected; 2. The vehicle brake device according to claim 1, wherein, when the stopped state is maintained, operation of the brake actuator is limited in accordance with a transition from a normal mode, in which the driving state is controlled by operation of the electric actuator in response to operation of the operating member, to the specific mode.

3. The controller:

3. The vehicle brake device according to claim 2, wherein the determination as to whether the stopped state of the vehicle can be maintained is made by determining at least one of whether the wheels are mechanically braked and whether the gradient of the slope on which the vehicle is stopped is smaller than a predetermined gradient.

4. When the controller limits the operation of the brake actuator, The vehicle brake device according to any one of claims 1 to 3, wherein the operating member is linked to an operation reaction force device that generates an operation reaction force in response to operation of the operating member while being disengaged from the brake actuator.

5. The specific mode is 2. The vehicle brake device according to claim 1, wherein the mode is a game mode in which the movement of a virtual moving object is controlled by operating an input device mounted on the vehicle including the operating member, or a remote control mode in which another distant vehicle is driven and caused to travel by operating equipment mounted on the vehicle including the operating member.

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