JPH02270663A - Control of brake power holding device - Google Patents

Abstract

PURPOSE:To improve the operation performance by releasing the holding operation when a side brake is operated during the holding operation period of a brake power and a selector gear is changed to a neutral direction, in the constitution in which brake power is held according to the driving state of a vehicle. CONSTITUTION:When a brake pedal 2 is stepping-operated, wheels 4 are brake- applied by supplying the brake pressure generated in a master cylinder 3 onto a wheel brake device 5 including a wheel cylinder 7 through a brake pipe 8. Further, in an electric control type control valve device 9 which is constituted by connecting a check valve 10 and an always opened solenoid valve 11, which are installed midway in the brake pipe 8, in parallel, the brake power of a wheel brake device 5 is held by closing the always opened solenoid valve 11 by the electric conduction of an exciting coil 11a. In this case, if a side brake is operated and a gear selector is changed to a neutral position, during the brake power holding operation period, control is performed so that the holding operation is released.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Field of Application) The present invention relates to a method of controlling a braking force holding device that can maintain the braking force applied by a vehicle braking device.

(Prior art) When stopping on a slope, or in order to stop a vehicle equipped with an automatic transmission while suppressing the slipping caused by the creep phenomenon, the braking force generated from the trap is caused by depressing the brake pedal fully. of. Various braking force retention devices have been proposed in the past that are capable of retaining braking force even after the brake pedal is released.

For example, Japanese Utility Model Application Publication No. 61-59153 discloses that the mask cylinder, wheel cylinder, and
A control electromagnetic check valve provided in between is operated to maintain the vehicle O braking state, and if the parking brake is applied during this holding operation, the braking state is released. is disclosed.

(Problem to be Solved by the Invention) However, with the above-mentioned conventional device, when the vehicle is stopped on a steep slope, etc., if the brake force is applied by operating the king brake, the braking force is not maintained until then. Since the braking force maintained by the nine-knot brake is released, if the braking force of the parking brake is weak, the vehicle will not be able to maintain a stopped state, and the braking force of the parking brake and the braking force of the braking force retention device The problem is that it becomes impossible to start when used in combination with the Kaatsu9.

SUMMARY OF THE INVENTION An object of the present invention is to provide a method for controlling a braking force holding device so that a more reliable braking force can be obtained when a vehicle is stopped.

(Means for Solving the Problems) The method of the present invention for solving the above problems is characterized by a vehicle braking means comprising a master cylinder operated by a brake pedal, a wheel cylinder, and a master cylinder and a wheel cylinder. and a control means provided in the brake pipe for controlling the release of the braking force generated in the vehicle braking means, and the control means is actuated in accordance with the continuous rotation state of the vehicle to control the brake pedal. In a braking force holding device for wheels that maintains the control force to the vehicle generated by the operation of The point is that the above-mentioned holding operation is released.

Another feature of the method of the present invention is that in the above configuration, if the gear selector is in a position other than 2-tral and the handbrake is operated during the braking force holding operation period, the driver's door is opened. The reason is that they decided to issue a warning in response to the incident.

(Function) When the vehicle enters a predetermined continuous rotation state, the control means is activated and the release of the braking force generated in the vehicle braking means by the operation of the brake (glue) is prevented.

The braking condition is maintained and the vehicle remains stopped.

Even if the handbrake is operated in this state, the braking state will not be released; operating the gear selector from any position to the neutral position will stop the operation of the braking means, and the braking state will be released. be done.

Therefore, it is possible to start the vehicle using the respective braking forces of the handbrake and the braking force holding device.

Also, even if you operate the handbrake, the gear selector will
-If the vehicle is not changed to the tral position, the braking force will continue to be maintained, but if the driver's door is opened in this state, an alarm will be issued and the driver will be notified that the vehicle is in the braking force holding state. , which helps to suppress the number of long-term holding states H&.

(!!Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a block diagram showing an embodiment of a braking force holding device for a vehicle controlled by the method of the present invention. It has a master cylinder 3 operated by a brake pedal 2 and a wheel braking device 5 for applying braking force to wheels 4 of a vehicle (not shown). Wheel cylinder 7t-contains. The master cylinder 3 and the wheel cylinder 7 are connected by a brake pipe 8, and the pressure applied to the brake fluid in the IP master cylinder 3 when the brake pedal 2 is depressed is transmitted to the wheel cylinder 7 via the brake pipe 8. , braking force is applied to the wheels 4 by the wheel braking device 5. In addition, in FIG. 1, only one set of wheel cylinders and brake shoes of the wheel braking system [5 is shown for the sake of simplicity, but the actual wheels are provided with the same number of sets as the number of wheels.

Reference numeral 9 denotes an electrically controlled control valve device disposed midway through the brake pipe 8, a check valve 10 disposed midway through the brake pipe 8 in the direction shown, and a normally open solenoid valve device. Valve 1
1 and t, the normally open solenoid valve 11 is disposed in parallel with the check valve 10 via a bypass passage 12. Therefore, when no excitation current is supplied to the excitation coil 11a of the electromagnetic valve 11, the control valve system f9 is in an open state, and the transmission of pressure within the brake pipe 8 is not hindered. On the other hand, a magnetic excitation current flows through the excitation coil lla of the solenoid valve 11, causing the solenoid valve 1
1 is in the closed state, the control valve device 9 is in the operating state,
The state is such that pressure is allowed to be transmitted from the master cylinder 3 to the wheel cylinder 7, but pressure is prevented from being transmitted in the opposite direction.

Therefore, when the control valve device 9 enters the operating state, the braking force of the wheel braking system ff5 generated by depression of the brake pedal 2 is maintained.

A control unit 20 is provided to control setting and release of the above-described braking force holding state by the control valve device 9. The control unit 20 receives and receives signals from various switches and sensors that output signals indicating the operating status of the vehicle.
Excitation control of the excitation coil l1m is performed according to the operating state of the vehicle at that time, and control is executed to determine whether or not to maintain the braking force. In Fig. 1, 21 is the brake pedal 2
22 is a door switch that outputs a door signal DS that indicates the opening/closing state of the driver's door of the vehicle; 23 is the amount of depression of the accelerator sensor AP; 24 is a vehicle speed sensor that outputs a vehicle speed signal VS indicating the vehicle speed; 25 is a selector sensor that outputs a select position signal SL indicating the set position of the gear selector 260; 27 is a clutch operation amount. A clutch sensor 28 outputs a clutch signal CL shown in FIG.

A switch signal SW indicating an off state is output.

Reference numeral 29 denotes a handbrake sensor that outputs a second brake signal Bb indicating whether a handbrake (not shown) is being operated, that is, whether braking force from the handbrake is being applied to the vehicle.

The control unit 20 includes a central processing unit [(CPU) 30,
Read-only memory (ROM) 31, random access memory (RAM) 32 and input/output device (Ilo) 3
The control unit 20 is configured as a microcomputer device comprising the above-mentioned signals Ba,
It receives and receives DS, A, VS, SL, CL, SW and B&, and based on these input signals, controls the on/off of the solenoid valve 11 according to a control program stored in advance in the ROM 31, Controls the operation of the alarm device 34.

The control operation of the control unit 20 will be described below with reference to the flowchart of the control program shown in FIG. When execution of the control program 40 is started, initialization is executed in step 41, and then steps 42 to 4 are executed.
6, whether the main switch 28 is on or not, whether the vehicle speed indicated by the vehicle speed signal vS is zero, and whether the clutch signal C is
It is determined by L whether the clutch is in the off state or not, and whether or not the accelerator operation amount ACC is zero by the accelerator signal person. Only when all of the determination results in steps 42 to 45 are YES, the process advances to step 46, where it is determined whether or not the shift foot brake pedal 2 is operated (ON) according to the first brake signal B1. A determination is made. If even one of the determination results in steps 42 to 45 is No, the process proceeds to step 47, where the solenoid valve control signal C8 deenergizes the excitation coil l1m of the solenoid valve 11, and the solenoid valve]
] is opened and the execution of this control program 4o is completed. That is, if even one of the conditions shown in step 7'42 to 45 is NO, the braking force holding operation is not performed.

If the foot brake is not operated, the determination result in step 46 is No, and in step 48 it is determined whether or not the solenoid valve 11 is closed. Here, if the electromagnetic valve 11 is open, the determination result of Stella 7 #48 is No, and the process proceeds to step 47. On the other hand, if it is determined in step 48 that the solenoid valve 11 is closed, or if it is determined that the brake pedal 2 is being operated on the Stella f46, the program proceeds to step 49. move on.

In step 49, it is determined whether the gear selector 25 is set to the neutral (N) range based on the selector position signal SL, and if the determination result is YES, the side shift is performed in step 50. It is determined whether the brake is operated (ON) based on the second brake signal Bb. Handbrake is 0
N(7) If the determination result in the ninth step 50 is YES, the program advances to Stella f47, and the solenoid valve 11 is opened.

When the determination result in step 49 or 50 is NO, the solenoid valve 11 is closed in step 51, and step 52 is closed.
Proceed to. The Stella f52 determines whether or not the driver's door is open based on the door signal DS, and if the door is closed, the result of this determination is NO and the execution of the control program 40 ends. When the driver's door is open,
Step 520 determination result is YES, step 53
An alarm signal WS is output at. The warning signal WS is input to the alarm device 34 to give a necessary warning to the driver, and the execution of the control program 40 ends.

As can be seen from the above description, the wheel braking force holding device 1 is used when the main switch 28 is on and the vehicle speed is zero,
When the clutch is off and the accelerator operation amount ACC is zero, when the brake pedal 2 is depressed and the gear selector 25 is in a position other than the neutral position, the solenoid valve 1
1 to maintain braking force. This braking force holding state is released by opening the electromagnetic valve 11 in steps 47 and 47 when even one of the determination results shown in the Stellas f42 to F45 is NO.

The present device 1 is further provided with a step 50, so that even if the gear selector 25 is set to the 2-tral position, the holding operation is not released unless the handbrake is operated. Therefore, when stopping on a slope with the braking force holding device in the braking force holding state, if the handbrake is also pulled, the braking force holding state will not be released even if the shift lever is set to the neutral position, and both braking forces will be maintained. It is possible to stop the wheels. Therefore, even if the handbrake is not applied properly, the vehicle can be effectively prevented from starting to move by setting the selector to 2-tral. As a result, it is possible to start the vehicle using both braking forces simultaneously, which is extremely useful for starting on steep slopes.

Also, even if the handbrake is on, the selector 25
There are cases where the solenoid valve 11 is closed and the braking force is maintained when the vehicle is set to a position other than neutral, but if the driver does not notice this and opens the door to leave the vehicle. , the configuration is such that a warning is output. Therefore, if the brake force retention device is activated in addition to the handbrake and is in the braking force retention state, the driver can reliably recognize this through the warning rather than opening the door. For example, when leaving the vehicle for a long time, the held state can be reliably released by turning off the main switch 28. Therefore, heat generation of the electromagnetic valve caused by maintaining the braking force for a long period of time is prevented, which is useful for extending the life of the device.

Although one embodiment of the present invention has been described with respect to an apparatus using a microcomputer, the method of the present invention may be implemented using any other suitable electronic control unit that performs the same function without using a microcomputer. It can also be carried out using

(Effects of the Invention) According to the present invention, as described above, when the vehicle is stopped on a slope and the braking force is held by the braking force holding device, if the handbrake is pulled. Even if the selector is set to the neutral position, the braking force retention state is not released, and both sides of the brake force can be used together, and the vehicle
This is extremely convenient when starting on a steep slope.

9. Even if the handbrake is pulled, if the selector is set to a position other than neutral, the braking force will be maintained, but if the driver's door is opened in this state, a warning will be output. Therefore, if the driver pulls the handbrake and tries to leave the wheel, if the brake force retention device is activated, this will be reliably notified to the driver, and the brake force retention device will not be activated for a long time. This prevents the device from being left in the operating state and helps prevent shortening of the device's life due to overuse.

[Brief explanation of drawings]

FIG. 1 is a program diagram showing an embodiment of a vehicle braking force holding device controlled by the method of the present invention, and FIG. 2 is a flowchart showing a control program executed by the control unit of FIG. 1. It is. 1... Vehicle braking force holding device, 2... Brake (dull, 3... Master cylinder, 4... Wheel, 5...
・Wheel braking device, 7...Wheel cylinder, 9...
Control valve device, 10... Check valve, 11... Solenoid valve, 2
0... Control unit, 22... Door switch, 26
...Selector sensor, 29...Handbrake sensor, 34...Alarm, DS...Door signal, SL...
- Select position signal, Bb...2nd f rake signal. Patent applicant: Diesel Kiki Co., Ltd. Representative patent attorney: Masa Takano Shun C. Akimei D

Claims (2)

[Claims] 1. Vehicle braking means comprising a master cylinder operated by a brake pedal and a wheel cylinder;
It has a brake pipe that connects the master cylinder and the wheel cylinder, and a control means that is provided in the brake pipe and controls the release of the braking force generated in the vehicle braking means, and the control means that controls the release of the braking force generated in the vehicle braking means according to the driving state of the vehicle. In a braking force holding device for a vehicle configured to hold power, the holding operation is released when a handbrake is operated and a gear selector is changed to a neutral position during a braking force holding operation period. Features: A control method for a braking force holding device. 2. When the gear selector is set to a position other than the neutral position and the handbrake is operated during a braking force holding operation period, an alarm is issued in response to opening of a driver's door of the vehicle. A method for controlling a braking force holding device according to claim 1, characterized in that: