JP2005280640A - Brake system for vehicles - Google Patents

Abstract

An object of the present invention is to improve a vehicle brake system that has a function of holding a hydraulic brake in an operating state and maintains a stopped state.
In S5, when the vehicle is kept stopped by a hydraulic brake, S8 for detecting the possibility of the driver getting off or getting off, the hydraulic brake has been maintained in an operating state for a set time or more. In step S9 for detecting the vehicle and in steps S10 and S11 for detecting that the vehicle moves in the non-operating state of the accelerator pedal, it is detected that a condition for operating the electric parking brake as the pure mechanical stop maintaining device is satisfied. For example, in S7 and S13, the electric parking brake is activated. Therefore, the pure mechanical stop maintenance device is activated only when its operation is really necessary, and can avoid inappropriate or unnecessary operation.
[Selection] Figure 5

Description

  The present invention relates to a vehicle brake system, and more particularly to a vehicle for maintaining a stopped state.

Patent Document 1 below describes that when the brake operation member is operated in a stopped state, the hydraulic pressure of the hydraulic brake is held, and when the operation is not performed, the holding is released. Further, in Patent Document 2, when both the conditions that the vehicle speed is 0 and the operation of the brake operation member continues for a certain time are satisfied, the return of the brake operation member to a certain position or more is performed. It is described that the hydraulic brake is kept in an actuated state even after the operation force to the brake operation member is removed, by blocking with an appropriate means.
Furthermore, some parking brake systems, which are the most common for maintaining a vehicle in a stopped state, include a power source and can be automatically activated. The automatic parking brake device described in the following Patent Document 3 is an example thereof, and the accelerator opening detection device detects that the accelerator opening is 0, and the vehicle speed detection means detects that the vehicle speed is 0. In addition, the actuator is configured to pull the brake cable and to activate the parking brake. Further, in Patent Document 4 below, in a road planer that smoothes the road surface with a rolling drum, the parking brake is kept in an active state while the door covering the accommodation space of the drum is open. Is described.
Japanese Utility Model Publication No. 1-114470 JP-A-2-193747 Japanese Utility Model Publication No. 63-93259 US Pat. No. 4,655,634

  However, the hydraulic brake is not optimal as a means for keeping the vehicle stationary for a long time. For example, a slight leak may occur in the hydraulic pressure control valve or the like, and the operating state may not be maintained. On the other hand, the parking brake system is suitable for maintaining the stationary state of the vehicle for a long time, but is not suitable for frequently operating the vehicle. The present invention has been made to solve at least one of these problems.

  In order to solve this problem, a vehicle brake system according to the present invention includes: (a) a hydraulic brake that operates by hydraulic pressure and can maintain an operation state of braking the vehicle by maintaining the hydraulic pressure; and (b) A pure mechanical stop maintenance device that automatically operates with a power source and can maintain the stop state of the vehicle, and (c) a condition under which the pure mechanical stop maintenance device should act in the operating state of the hydraulic brake. A condition establishment detection device for detecting that the condition is established; and (d) actuating the power source in response to detection of the establishment of the condition by the condition establishment detection device, and putting the pure mechanical stop maintenance device into an operating state. And a stop maintenance device control device.

  In the vehicle brake system having the above-described configuration, if the condition establishment detection device detects that the condition for operating the pure mechanical stop maintenance device is established when the vehicle is kept stationary by the hydraulic brake, The stop maintenance device control device puts the stop maintenance device into the operating state. Therefore, the pure mechanical stop maintenance device is activated only when its operation is really necessary, and can avoid inappropriate or unnecessary operation.

  The “pure mechanical stop maintenance device” means a device that can be operated and maintained in an operating state without requiring supply and maintenance of hydraulic pressure. Further, the hydraulic brake may or may not be released after the pure mechanical stop maintaining device is put into the operating state. From the viewpoint of certainty of maintaining the stopped state, it is desirable that the hydraulic brake is also maintained in the operating state together with the stop maintaining device, but it is necessary for the hydraulic brake to continue to supply energy in order to maintain the operating state. When it is not desirable to maintain the action state for a long time, such as in the case of a thing, it is desirable to release it.

Aspects of the Invention

  In the following, the invention that is claimed to be claimable in the present application (hereinafter referred to as “claimable invention”. The claimable invention is at least the “present invention” to the invention described in the claims. Some aspects of the present invention, including subordinate concept inventions of the present invention, superordinate concepts of the present invention, or inventions of different concepts) will be illustrated and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is for the purpose of facilitating the understanding of the claimable invention, and is not intended to limit the combinations of the constituent elements constituting the claimable invention to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention.

  In each of the following items, item (1) corresponds to claim 1, and items (3), (4), and (5) correspond to claims 2, 3, and 4, respectively.

(1) a hydraulic brake that operates by hydraulic pressure and can maintain an operation state of braking the vehicle by maintaining the hydraulic pressure;
A pure mechanical stop maintaining device that automatically operates with a power source and can maintain the stop state of the vehicle;
A condition establishment detection device for detecting that a condition for operating the pure mechanical stop maintenance device is established in an operation state of the hydraulic brake;
A vehicle brake system comprising: a stop maintenance device control device that operates the power source in response to detection of the satisfaction of the condition by the condition satisfaction detection device and places the pure mechanical stop maintenance device in an active state.
(2) The vehicular brake system according to (1), wherein the pure mechanical stop maintenance device is capable of maintaining the stop state of the vehicle without supplying energy.
In addition to the above, the hydraulic brake may not be optimal as means for keeping the vehicle stationary for a long time. For example, it is necessary to continue the current supply, and it is not desirable to maintain the operating state for reasons such as energy saving, or the operating state may not be maintained due to a decrease in power supply voltage accompanying current consumption. This is the case. In these cases, it is possible to save energy if the pure mechanical stop maintenance device is activated by supplying energy to the power source and does not require energy supply to maintain the activated state. In addition, there is an effect that the reliability of maintaining the stopped state is increased.
(3) The condition establishment detection device includes an operation state maintenance detection unit that detects that the hydraulic brake is maintained in an operation state for a set time or more in a stationary state. (1) or (2) Brake system for vehicles.
The fact that the hydraulic brake has been maintained in an operating state for a set time or more means that there is a high possibility that the vehicle must remain stopped for a considerable time thereafter. Therefore, it is desirable that the pure mechanical stop maintenance device be in the active state.
(4) The condition establishment detection device includes a movement detection unit that detects, as the condition, that the vehicle moves when the start operation member of the vehicle is not operated. Any one of (1) to (3) The brake system for vehicles as described.
The fact that the vehicle moves while the start operation member of the vehicle such as an accelerator pedal is not operated means that there is a high possibility that the braking force by the hydraulic brake is insufficient or that the braking is impossible. It is desirable that the mechanical stop maintenance device be in an active state.
(5) The vehicle condition detection device according to any one of (1) to (4), wherein the condition satisfaction detection device includes a vehicle drop detection unit that detects, as the condition, the vehicle driver getting off or the possibility of getting off. Brake system.
When the driver gets out of the vehicle, it means that it is highly necessary to maintain the stopped state for a long time. Therefore, it is desirable that the pure mechanical stop maintaining device is in an active state.
(6) The pure mechanical stopping maintenance device is
A brake rotating body that rotates when the wheel rotates, and
A friction member that frictionally engages the brake rotating body and suppresses rotation thereof;
The vehicle brake system according to any one of (1) to (5), including a parking brake including a force transmission device that transmits an output of the power source to the friction member.
The parking brake is originally provided for the purpose of maintaining the stationary state for a long time, and is normally capable of being maintained in the operating state without supplying energy, so that the pure mechanical stationary maintenance device is used. Are suitable.
(7) The vehicle brake system according to (6), wherein the force transmission device includes a brake cable.
Parking brakes with force transmission devices including brake cables are often unsuitable for frequent operation, and should only be activated when it is really necessary to avoid improper or unnecessary activation The effect of the present invention can be enjoyed particularly effectively.
(8) The pure mechanical stopping maintenance device is
An engaged rotating member that rotates when the wheel rotates; and
A locking device including a rotation preventing member that is moved by the drive source to an operating position that engages with the engaged rotating member and prevents rotation of the engaged rotating member; The vehicle brake system according to any one of items (1) to (7).
If the rotation preventing member is engaged with the engaged rotating member to make it impossible to rotate, the wheel also becomes impossible to rotate, and the stopped state can be maintained.
(9) The vehicle brake system according to (8), wherein the engaged rotating member is a component of a rotation transmission device that transmits rotation of the driving device of the vehicle to a driving wheel of the vehicle.
(10) a start operation member operated to start the vehicle;
An anti-intention operation detection device that detects that the operation of the start operation member may be contrary to the driver's intention, and the stop maintenance device control device detects the anti-intention operation detection device. The vehicular brake system according to any one of (1) to (9), further comprising a counter-intentional operation start prevention unit that activates the pure mechanical stop maintenance device.
The start operation member is normally operated with the intention of starting by the driver, but may be operated even if the driver does not have the intention of starting. One example is when the driver inadvertently operates the starting operation member when the driver changes his posture for any purpose while stopping on the flat ground, or the driver falls asleep while stopping on the flat ground, This is a case where the start operating member is operated without intention. In this case, if the purely mechanical stop maintaining device is put into the activated state, the start contrary to the intention of the vehicle is prevented.
(11) a pure mechanical stop maintenance device that includes a power source and can be automatically operated to maintain the stop state of the vehicle;
A start operation member operated to start the vehicle;
The anti-intention operation detection device that detects that the operation of the start operation member may be contrary to the driver's intention, and the pure mechanical stop maintenance device operates according to the detection of the anti-intention operation detection device. A vehicle brake system including a vehicle stop maintaining device control device.
The feature described in any one of the items (1) to (9) can be applied to the vehicle brake system of this item.

Hereinafter, a brake system according to an embodiment of the present invention will be described with reference to the drawings. The brake system shown in FIG. 1 includes a brake pedal 10 as a brake operation member operated by a driver, a master cylinder 12 that converts a pedaling force applied to the brake pedal 10 into hydraulic pressure, and a pump device 14 as a hydraulic pressure source. And hydraulic brakes 16 to 22 provided on the front and rear, left and right wheels, and electric parking brakes 24 and 26 provided on the left and right rear wheels, respectively.
The hydraulic brakes 16 to 22 include brake cylinders 28 to 34, respectively, and are operated by the hydraulic pressure of the brake cylinders 28 to 34. In the present embodiment, the disk brake is a disk brake that presses a brake pad as a friction material held by a non-rotating body against a disk rotor as a brake rotating body that rotates together with a wheel. The electric parking brakes 24 and 26 are drum brakes described later. In this embodiment, the left and right rear wheels are drum-in-disc brakes.

  The master cylinder 12 includes two pressurizing chambers, and brake cylinders 28 and 30 for the left and right front wheels are connected to the two pressurizing chambers via master cut valves 40 and 42 that are normally open electromagnetic on-off valves, respectively. Has been. The master cylinder 12 is connected to a stroke simulator 46 via a normally closed electromagnetic on-off valve 44. A reservoir 48 that stores brake fluid is connected to the master cylinder 12, and this reservoir 48 is also connected to the pump device 14.

  The pump device 14 includes a pump 50 that pumps brake fluid from a reservoir 48 and a motor 52 that drives the pump 50. An accumulator 54 is connected to the discharge side of the pump 50, and the discharged brake fluid is stored under pressure. Moreover, the relief valve 56 is provided in the pump 50, and the discharge pressure of the pump 50 is controlled below a set value. These pump 50, motor 52, accumulator 54 and relief valve 56 constitute a power hydraulic pressure source 57. Four brake cylinders 28 to 34 are connected to the power hydraulic pressure source 57, and the hydraulic pressure of the brake cylinders 28 to 34 is controlled by a hydraulic pressure control valve device 58.

  The hydraulic control valve device 58 includes a pressure increasing valve 60 that controls the inflow of brake fluid from the pump 50 to the brake cylinders 28 to 34, and a pressure reduction that controls the outflow of brake fluid from the brake cylinders 28 to 34 to the reservoir 48. Valve 62. The pressure increasing valve 60 and the pressure reducing valve 62 are linear hydraulic pressure control valves that linearly control the hydraulic pressure in accordance with the supply current.

  Normally, when a brake operation is performed by the driver, the master cut valves 40 and 42 are closed, the master cylinder 12 and the brake cylinders 28 to 34 are shut off, and based on the hydraulic pressure of the power hydraulic pressure source 57. Thus, the hydraulic brakes 16 to 22 are operated. The brake ECU (electric control unit) 70 controls the pressure increasing valve 60 and the pressure reducing valve 62 based on the amount of operation of the brake pedal 10 (at least one of operation stroke and operating force) by the driver, wheel speed, vehicle body speed, and the like. The vehicle is braked by increasing or decreasing the hydraulic pressure in each of the brake cylinders 28 to 34.

The electric parking brakes 24 and 26 provided on the left and right rear wheels will be described with reference to FIG. The electric parking brakes 24 and 26 include a backing plate 80 as a non-rotating member that is attached to the vehicle body side member so as not to be relatively rotatable, and a brake drum 84 that has a friction surface 82 on its inner peripheral surface and rotates together with the wheels. ing. A pair of brake shoes 86a and 86b are attached to the backing plate 80 so as to be movable along the surface of the backing plate 80 by shoe hold-down devices 88a and 88b.
One end of each of the pair of brake shoes 86a and 86b is brought into contact with an anchor pin 90 provided on the backing plate 80, and is biased in a direction approaching the anchor pin 90 by return springs 92a and 92b. Further, the other ends of the brake shoes 86 a and 86 b are urged in a direction in which they approach each other by a spring 96 while the approach limit is defined by a strut 94.
The brake shoes 86a and 86b include rims 100a and 100b and webs 102a and 102b, and brake linings 104a and 104b as friction materials are attached to the outer peripheral surfaces of the rims 100a and 100b. One end of the lever 106 is rotatably connected to the web 102 a of the brake shoe 86 a by a pin 108, and one end of the cable 110 is connected to the other end (free end) of the lever 106. A strut 112 is stretched between the lever 106 and the web 102b. Reference numeral 114 denotes a return spring.
In the electric parking brakes 24 and 26, when the cable 110 is pulled, the lever 106 is rotated and the brake shoes 86 a and 86 b are expanded by the strut 112. As a result, the brake linings 104a and 104b are pressed against the friction surface 82 of the brake drum 84, and a frictional force is generated.

The electric parking brakes 24 and 26 for the left and right rear wheels are connected to the tension applying device 120 by a cable 110 as shown in FIG. The tension applying device 120 includes an electric motor 122 that can rotate in both forward and reverse directions, a drive circuit 124 that can control a current supplied to the electric motor 122, and a cable input device 126 that applies the driving force of the electric motor 122 to the cable 110. And. As shown in FIG. 3, the cable input device 126 includes a first gear 130 that can rotate integrally with the output shaft of the electric motor 122, a second gear 132 that meshes with the first gear 130, and a second gear 132. And a worm wheel 136 meshed with the worm 134 and the like.
In the tension applying device 120, when the electric motor 122 rotates, the worm wheel 136 is rotated, and the cable 110 is pulled or loosened. The tension acting on the cable 110 is evenly transmitted to the left and right electric parking brakes 24 and 26 by an equalizer 140 provided in the middle of the cable 110. Further, when the electric motor 122 is stopped and the worm wheel 136 is stopped, the cable 110 is also kept in that state. Even if no electric current is supplied to the electric motor 122, the acting force is maintained in the electric parking brakes 24 and 26.

The brake system is controlled by a brake ECU 70 as shown in FIG. The brake ECU 70 mainly includes a computer, and includes an execution unit 150, a storage unit 152, an input / output unit 154, and the like. A brake pedal switch 160, a master pressure sensor 162, a brake fluid pressure sensor 164, a fluid pressure source fluid pressure sensor 166, a wheel speed sensor 168, a parking switch 170, and the like are connected to the input / output unit 154 on the input side, and a master The coils of the cut valves 40 and 42, the pressure increasing valve 60, the pressure reducing valve 62, and the stroke simulator electromagnetic on-off valve 44 are connected via a switch circuit (not shown), and the pump motor 52 and the tension applying motor 122 are connected via a drive circuit. ing.
The brake pedal switch 160 is switched according to the operation of the brake pedal 10 and is turned off when the pedal is not operated and turned on when the pedal is operated. The parking switch 170 can be operated by the driver. When the parking switch 170 is operated, a tension applying motor is applied so that a predetermined tension is applied to the cable 110 (so that the brake linings 104a and 104b are pressed against the friction surface 82 by a predetermined pressing force). 122 is driven.

In addition, as shown in FIG. 4, the seat belt buckle is engaged with a first seat belt sensor 178 that detects whether or not the seat belt of the driver's seat is pulled out to a degree that can restrain a person. A second seat belt sensor 180 that detects whether or not the vehicle is in a seated state, a seat load sensor 182 that is attached to the driver's seat and determines whether the driver is on the vehicle, and determines whether the driver's door is opened or closed The door sensor 184 to detect, the in-vehicle camera 186 to monitor the driver's condition, the accelerator pedal switch 188 to turn the accelerator pedal non-operating state OFF and the operating state ON, and detect the opening degree of the driver's pupil, brain waves, etc. Thus, a biometric recognition sensor 190 that estimates whether or not the driver can drive is connected to the input side of the input / output unit 154.
Further, the storage unit 152 stores a stop maintenance device control program represented by the flowchart of FIG.

  The stop maintenance device control program is executed at predetermined time intervals. In step 1 (hereinafter abbreviated as S1. The same applies to other steps), it is determined whether or not the flag is set. If the flag is not set, the outputs of the first and second seat belt sensors 178 and 180, the seat load sensor 182, the door sensor 184, the in-vehicle camera 186, etc. are read in S2, and the driver's boarding is confirmed. If the vehicle is in a driving state, it is usually detected by the first seat belt sensor 178 that the seat belt in the driver's seat has been pulled out to a degree that can restrain a person, and the second seat belt sensor 180 detects the seat belt. Is detected, the seat load sensor 182 detects the driver's load, the door sensor 184 detects the closed state, and the in-vehicle camera 186 recognizes the driver.

  Next, in S3, it is determined whether or not the brake pedal switch 160 is ON and the wheel speed is 0. In S4, it is determined whether or not the parking switch 170 has been operated. If the brake pedal switch 160 is ON and the wheel speed is 0, the vehicle is stopped by the driver's operation. If the parking switch 170 is not operated, the brake at that time is determined in S5. The hydraulic pressure or a predetermined hydraulic pressure (increased or reduced as necessary) is maintained.

  When the hydraulic brake is maintained in the applied state, it is determined whether or not a condition for operating the electric parking brake as the purely mechanical stop maintaining device is established. First, in S6, it is determined whether there is an abnormality in the electrical system or the hydraulic system. Although a detailed description is omitted, the brake ECU 70 has a diagnostic function, and when the function causes an abnormality in the brake ECU 70 itself, the brake ECU 70 is normal but the power supply voltage drops below the set voltage. When the situation where the hydraulic brakes 16 to 22 cannot be normally controlled occurs, it is determined YES, and the electric parking brakes 24 and 26 are operated in S7 and the brake cylinders 32 and 34 are operated. The hydraulic pressure is reduced to 0 or a set hydraulic pressure greater than 0, and the flag is reset to OFF.

  If it is determined NO in S6 because it is normal, it is determined in S8 whether or not there is a possibility of the driver getting off or getting off. Here, it is determined whether or not a change has occurred from the state detected in S2. That is, the state where the seat belt is released by the first and second seat belt sensors 178 and 180, the state where the driver's load is not detected by the seat load sensor 182, the door is opened by the door sensor 184, and the driver is operated by the in-vehicle camera 186. If there is at least one of the states in which the vehicle is not recognized or a plurality of predetermined changes, it is determined that there is a possibility of the driver getting off or getting off. For example, when the seat belt is released and the door of the driver's seat is opened, it is determined that there is a possibility of getting off, and when the driver cannot recognize with the in-vehicle camera 186, it is determined that the driver gets off. be able to. In these cases, since it is highly necessary to maintain the stopped state for a long time, the operation of the electric parking brakes 24 and 26 and the reduction of the hydraulic pressure are executed in S7.

  If it is determined in S8 that there is no change from the state detected in S2, it is determined in S9 whether or not the hydraulic pressure is maintained for a set time or more. If the operating state has already been maintained for the set time or longer, the parked state is likely to be maintained after that, so it is determined YES, and in S7, the electric parking brakes 24 and 26 are activated, the hydraulic pressure is reduced, and the flag is set. Reset is executed.

  If NO is determined in S9, it is determined in S10 whether or not the accelerator pedal switch 188 is ON. In S11, it is determined whether or not the wheel speed sensor 168 detects a wheel speed of 0. In S12, the accelerator is determined. It is determined whether the pedal operation is contrary to the driver's intention. Whether or not the driver intends to start is determined based on whether or not the driver's pupil opening and brain waves are detected by the biometric recognition sensor 190, and whether or not the driver is in a sleep state.

If the accelerator pedal switch 188 is OFF in S10 and the wheel speed is not 0 in S11, the vehicle is moving even though the accelerator pedal is not operated. This is because there is a high possibility that the braking force of the hydraulic brake is insufficient or the hydraulic brake cannot be braked. In S13, in addition to the hydraulic brake maintained in the operating state, the electric brake The parking brakes 24 and 26 are operated, and the flag is reset to OFF in S16.
Further, when the accelerator pedal switch 188 is ON in S10 and the driver is estimated to be in a sleep state in S12, the operation of the accelerator pedal may be contrary to the driver's intention, and in this case also in S13 The electric parking brakes 24 and 26 are activated.

  If it is determined NO in S12, the driver is operating the accelerator in a normal state, and therefore the hydraulic pressure holding of the hydraulic brake is released in S14. Also in this case, the flag is reset to OFF in S16. If the wheel speed is 0 in S11, the execution of the current program does not require the pure mechanical stop maintenance device to be operated, the determination is YES, and the flag is set to ON in S15. In this case, in the next stop maintenance device control program execution, it is determined YES in S1, and the execution of S6 and subsequent steps is repeated until the electric parking brakes 24, 26 are operated or the hydraulic pressure is released.

In the present embodiment, the portions of the brake ECU 70 that execute S6, S8 to S11 of the stop maintenance device control program are the first and second seat belt sensors 178 and 180, the seat load sensor 182, the door sensor 184, and the in-vehicle camera 186. In the present invention, the “condition establishment detection device” of the present invention is configured, and the portion that executes S10 and S12 of the brake ECU 70 is jointly operated with the accelerator pedal switch 188 and the biometric recognition sensor 190 as the “anti-intention operation detection device”. Is configured. The part that executes S8 of the condition establishment detection device is a "falling detection part", the part that executes S9 is a "action state maintenance detection part", and the part that executes S10 and S11 is a "movement detection part". It is.
In the movement detection units S10 and S11 of the present embodiment, the vehicle movement is detected by the wheel speed sensor, but may be performed by the vehicle body speed sensor. Further, in the anti-intention operation detection devices S10 and S12, whether or not the driver is in a sleep state is determined based on the degree of opening of the driver's pupil detected by the biometric recognition sensor 190 or brain waves, but it is detected that the driver is grasping the handle. A capacitance-sensitive sensor, a body temperature detection sensor, or the like may be provided, and a sleep state may be predicted when there is no input to the handle for a set time or longer.

The anti-intention operation detection device of the above embodiment determines whether or not the driver intends to start when the accelerator pedal is operated, and activates the electric parking brake. Regardless of the presence or absence, the electric parking brake may be operated when the judgment power of the driver is reduced or an erroneous operation is predicted.
In the above embodiment, it is determined whether the driver is in a sleep state and normal driving is possible. However, even if the driver is in a normal state, the posture is set for some purpose. It is also possible to include a device for detecting a case where the accelerator pedal is inadvertently operated when the engine is changed. For example, the driver is monitored by an in-vehicle camera, and the electric parking brake is activated when the accelerator pedal is operated without being in a driving posture.

In the above embodiment, both the left and right rear wheels are provided with both electric brakes and hydraulic brakes, and the left and right front wheels are provided only with hydraulic brakes. Both hydraulic brakes can also be provided.
In the above embodiment, the electric parking brake is provided as a pure mechanical stop maintenance device. However, the power source is used to switch the shift lever from the traveling range to the parking range, or to engage the lock pin with the gear. It is also possible to have a structure that mechanically prevents rotation.

  In addition to the embodiments described above, the present invention can be implemented in various modifications and improvements based on the knowledge of those skilled in the art.

It is a circuit diagram of the brake system which is one Example of this invention. It is a front view of the electric parking brake of the said brake system. It is a front view (partial cross section) of the cable input device of the brake system. It is a block diagram which shows the periphery of brake ECU of the said brake system. It is a flowchart showing the stop maintenance apparatus control program memorize | stored in brake ECU of the said brake system.

Explanation of symbols

16-22: Hydraulic brake 24, 26: Electric parking brake 70: Brake ECU 110: Cable 120: Tension applying device 122: Electric motor 126: Cable input device 160: Brake pedal switch 178: First seat belt sensor 180: First Two seat belt sensors 182: Seat load sensor 184: Door sensor 186: In-vehicle camera 188: Accelerator pedal switch 190: Biometric sensor

Claims (4)

A hydraulic brake that operates by hydraulic pressure and can maintain the working state of braking the vehicle by maintaining the hydraulic pressure;
A pure mechanical stop maintaining device that automatically operates with a power source and can maintain the stop state of the vehicle;
A condition establishment detection device for detecting that a condition for operating the pure mechanical stop maintenance device is established in an operation state of the hydraulic brake;
A vehicle brake system comprising: a stop maintenance device control device that operates the power source in response to detection of the satisfaction of the condition by the condition satisfaction detection device and places the pure mechanical stop maintenance device in an active state.   2. The vehicle brake system according to claim 1, wherein the condition establishment detection device includes an operation state maintenance detection unit that detects that the hydraulic brake is maintained in an operation state for a set time or more in a stationary state.   3. The vehicle brake system according to claim 1, wherein the condition establishment detection device includes a movement detection unit that detects, as the condition, that the vehicle moves in a non-operation state of the start operation member of the vehicle. The vehicle brake system according to any one of claims 1 to 3, wherein the condition establishment detection device includes a getting-off detection unit that detects, as the condition, whether the driver of the vehicle gets off or gets off.

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