JPH0418930Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] This invention relates to a vehicle braking device that automatically generates braking force.

[Prior art]

In recent years, driving a car has become increasingly automated, and the burden on the driver during driving has been reduced accordingly.

Since the creation of automobiles, it has been customary to apply the brakes with your foot. However, it is extremely troublesome to put your foot on the brake pedal, then rely on your intuition to gradually decelerate and then continue to press the brake pedal until the car comes to a stop. Therefore, in recent years, a device has been developed in which a manual switch is installed in the driver's seat, and by turning on the manual switch, the brake force is maintained under predetermined conditions without the need to step on the brake pedal. This device maintains the braking force when the manual switch is turned on when the accelerator pedal is not depressed, and automatically adjusts the effectiveness of the brake depending on the vehicle speed. That is,
When the vehicle speed is high, the effectiveness of the brakes is increased, but when the vehicle is decelerated and the vehicle speed falls below a certain speed,
This reduces the effectiveness of the brakes, locks the tires (stops their rotation), and prevents the car from coming to a sudden stop. By equipping this device, for example, when you see a red light far ahead, you can apply the brakes and stop the car by turning on the manual switch without having to step on the brake pedal. This can reduce the burden on the driver.

[Problem that the invention attempts to solve]

By the way, the above-mentioned device can be used as MT (Manual).
Transmission) When equipped on a car, the relationship with the clutch becomes an issue. In other words, since the driver does not decelerate the vehicle by depressing the brake pedal himself, it is difficult for the driver to feel the vehicle speed, making judgment of the vehicle speed slow, and delaying the depressing of the clutch, causing the engine to stall. I was afraid.

In view of the above-mentioned circumstances, the object of this invention is to provide a vehicle brake device that can prevent the clutch from being depressed too late.

[Means to solve the problem]

In order to achieve the above object, this invention includes a manual switch that is turned on and off by the driver, clutch pedal depression detection means for detecting depression of the clutch pedal, brake force generation means for generating braking force, and One of the conditions is that the manual switch is turned on, and the brake force generation means generates a brake force, and while the brake force is being generated, the vehicle speed falls below a predetermined speed, and the clutch pedal depression detection means detects that the clutch pedal is depressed. It is characterized by comprising a controller that outputs an alarm signal when it is detected that the pedal is not depressed, and an alarm means that generates an alarm when the alarm signal is output from the controller.

[Effect]

It issues a warning and prompts the driver to press the clutch pedal.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows a vacuum booster (hereinafter referred to as a booster) for a vehicle brake system according to an embodiment of the present invention.
FIG. 2 is a diagram showing the configuration of the control system. In this figure, 1 indicates front shell 2 and rear shell 3.
A power piston 4 is supported within the main body 1 so as to be displaceable in the front and rear direction by a diaphragm 5 held between the shells 2 and 3, and the front side of the power piston 4 is A first constant pressure chamber A is defined at the left side in the figure, and a first working pressure chamber B is defined at the rear. The power piston 4 is a piston 6 fixed to a diaphragm 5.
The piston holder 7 forms the front part of the power piston 4, and the valve body 8 forms the rear part of the power piston 4. A control chamber 11 is formed between the piston holder 7 and the valve body 8. Inside this control chamber 11, a control piston 13 is supported so as to be movable in the longitudinal direction by a diaphragm 12 held between a piston holder 7 and a valve body 8, and a second constant pressure chamber is provided in front of the control piston 13. C, a second working pressure chamber D is defined at the rear.

Further, the piston holder 7 has constant pressure chambers A and C.
A communication hole 16 is formed to communicate with the
A pipe-shaped protrusion 17 is formed that protrudes forward, and a passage 18 within the protrusion 17 is connected to the valve body 8.
It communicates with the working pressure chamber D via a passage 19 formed in the . Further, a stepped hole 20 is formed in the center of the piston holder 7, and a flange 23 formed at the rear end of the output shaft 22 is attached to the large diameter portion formed at the front of the stepped hole 20. is inserted.
A recess 24 is formed in the flange 23, and a reaction disk 21 made of an elastic member such as rubber is fitted into the recess 24.

On the other hand, the rear end portion of the valve body 8 protrudes rearward from the rear shell 3, and the seal member 25
It is supported by the rear shell 3 via the front and rear shells so as to be movable in the front and rear direction. In the center of this valve body 8,
A stepped through hole is formed coaxially with the output shaft 22 and includes a large diameter valve hole 26 and a small diameter cylinder hole 27.

A plunger 28 whose outer periphery is fitted with a sealing 29 is slidably inserted into the cylinder hole 27 . A stepped portion is formed at the front of the plunger 28, and the rear stepped portion is inserted and fixed into each center hole of the control diaphragm 12, control piston 13, and fixing member 30, while
The smallest diameter portion of the front end is slidably fitted into the small diameter portion of the stepped hole 20 of the piston holder 7. In this way, the control piston 13 is connected to the plunger 2.
8, and presses and drives the output shaft 22 forward via the reaction disk 21.

A recess 32 is formed at the rear end of the plunger 28, and a spherical part 3 is formed at the tip of the input shaft 33.
4 is fitted into the input shaft 33, and a brake pedal (not shown) is connected to the rear end of the input shaft 33. and,
When the brake pedal is depressed, the input shaft 33 is pushed forward, and the plunger 28 moves forward. At this time, the valve seat 36 formed at the rear end of the plunger 28 separates from the poppet valve 37, and the atmosphere flowing in from the rear of the poppet valve 37 flows into the working pressure chamber B through the passage 43, pushing the power piston 4 forward. A boosting effect is performed.

On the other hand, when the brake pedal is released, the plunger 28 moves rearward due to the reaction force from the output shaft 22, and the valve seat 36 comes into contact with the poppet valve 37. 27) is separated from the poppet valve 37.
One end of the passage 42 formed in the piston holder 7 and the valve body 8 is opened, and the passages 42, 43 are opened.
The constant pressure chamber A and the working pressure chamber B are communicated through the constant pressure chamber A and the working pressure chamber B. As a result, the pressures in both chambers A and B become equal, and the power piston 4 moves rearward. The poppet valve 37 is formed with a spring receiver, and a spring 39 inserted between the poppet valve 37 and a spring receiver 38 provided on the input shaft 33 biases the poppet valve 37 forward. When not operating, valve seat 3
5 and 36 are in contact with the poppet valve 37, and the operating pressure chamber B is in a sealed state. Note that the boosting effect described above is performed in exactly the same way when air is introduced into the working pressure chamber D and the plunger 28 moves forward.

Next, the front shell 2 has a connection port 48 communicating with the constant pressure chamber A and a connection port 4 communicating with the passage 18.
9, and the connection port 49 and the passage 18 are isolated from the constant pressure chamber A by a retractable seal member 50. The connection port 48 is connected to a vacuum source, while the connection port 49 is connected to a control valve (brake force generating means) 51. The control valve 51 switches the communication destination of the connection port 49 under the control of the controller 52, and connects the connection port 49 to a vacuum source or to the atmosphere via an electromagnetic valve or a throttle valve (not shown). I do things. As a result, air is supplied to and removed from the working pressure chamber D through the passages 18 and 19, and the control piston 13 is moved in the front-back direction, causing the plunger 28 to move back and forth. In this case, the control valve 51 can adjust the air pressure in the working pressure chamber D by adjusting the amount of air supplied or removed, thereby increasing the travel distance of the plunger 28. The brakes are controlled and the effectiveness of the brakes is adjusted accordingly.

Next, an input signal such as a vehicle speed signal E is supplied to the controller 52, and an accelerator switch 53 which is turned on when the accelerator pedal is depressed and turned off when the accelerator pedal is released, and a clutch which is turned on when the clutch pedal is depressed and turned off when the clutch pedal is released. A switch (clutch pedal depression detection means) 54 and a manual switch 55 for operating automatic braking, which is turned on and off by the driver, are connected. The controller 52 also includes a buzzer (alarm means).
56 is connected, and this buzzer 56 is activated when the alarm signal S supplied from the controller 52 is “H”.
When it becomes "L", it makes a sound, and when it becomes "L", it stops sounding.

In FIG. 1, 45 is a silencer, 44 is an air cleaner, 46 is a gap that exists between the rear surface of the reaction disk 21 and the front surface of the plunger 28 when the booster is not in operation, and 47 is a space for attaching the power piston 4 to the rear. It is a return spring that exerts force.

Next, the operation of the present invention will be explained using FIG. 2.

In step _SP1 , the controller 52
Determine whether the accelerator pedal is released. If the accelerator pedal is depressed, the accelerator switch 53 is on, and the process moves to step SP _2. On the other hand, when the accelerator pedal is released, the accelerator switch 53 is off, and the controller 52 is turned off manually at step SP ₃ . It is determined whether the switch 55 is turned on. If the manual switch 55 is turned off, the process moves to step _SP2 , while if the manual switch 55 is turned on, the brake is applied in step _SP4 . That is,
The controller 52 operates the control valve 51 to supply atmospheric air to the operating pressure chamber D. Then, the control piston 13 moves forward due to the pressure difference between the working pressure chamber D and the constant pressure chamber C, and accordingly, the plunger 28 moves forward and the valve seat 36 separates from the poppet valve 37, causing the working pressure chamber B to move forward. Air flows into the area. Then, the power piston 4 moves forward due to the pressure difference between the working pressure chamber B and the constant pressure chamber A, and this is transmitted to the output shaft 22 to maintain the braking force. Next, in step _SP5 , the controller 52 determines whether the vehicle speed has become 10 km/hr or less based on the vehicle speed signal E. If the vehicle speed is greater than 10 km/hr, the controller ₅₂ returns to step SP1; If the speed falls below 10 Km/hr, it is determined in step SP ₆ whether the clutch pedal has been depressed. If the clutch pedal is not depressed, the clutch switch 54 is off, and the controller 52 therefore outputs the alarm signal S at step _SP7 .
is set to “H”. This causes the buzzer 56 to sound, prompting the driver to depress the clutch pedal.
Then return to step _SP1 . On the other hand, if the clutch pedal is depressed, the clutch switch 54
is turned on, and the controller 52 turns on the step
Move from SP ₆ to SP ₈ . The controller 52 sets the alarm signal S to "L" in step _SP8 , stops the buzzer 56, and then moves to step _SP1 .

On the other hand, the controller 52 releases the held brake force and releases the alarm in step _SP2 . That is, when the accelerator is depressed or when the manual switch 55 is turned off, the controller 52 operates the control valve 51 to connect the operating pressure chamber D to the vacuum source. Then, the control piston 13 moves rearward, and the plunger 28 moves rearward accordingly. When the plunger 28 moves backward,
At the same time as the valve seat 36 comes into contact with the poppet valve 37, the valve seat 35 separates from the poppet valve 37, the working pressure chamber B communicates with the constant pressure chamber A through the passages 42 and 43, and the power piston 4 is moved rearward and held. The applied brake force is released. Further, the controller 52 sets the alarm signal S supplied to the buzzer 56 to "L", and then returns to step _SP1 .

As described above, when the vehicle speed falls below a predetermined speed (10 km/hr) during automatic braking, if the clutch is not depressed, the buzzer 56 sounds to prompt the driver to depress the clutch pedal.

In this example, the alarm was issued by a buzzer, but a light emitter was connected instead of the buzzer.
A warning may be provided using light.

In addition, in cars equipped with automatic clutches,
The clutch may be automatically disengaged by the alarm signal S.

[Effect of idea]

As explained above, according to this invention, when the vehicle speed drops below a predetermined speed during automatic braking, a warning is issued if the clutch pedal is not depressed, so the driver is not required to press the clutch pedal. It is possible to prevent a delay in disengaging the clutch, thereby avoiding knocking and engine stalling that may occur during automatic braking.

[Brief explanation of drawings]

Fig. 1 is a diagram showing the configuration of a vacuum booster (booster) for a vehicle brake system and its control system according to an embodiment of the present invention, and Fig. 2 is a flowchart for explaining the operation of the embodiment. be. 51... Control valve (brake force generation means), 52... Controller, 54... Clutch switch (clutch pedal depression detection means), 5
5...Manual switch, 56...Buzzer (alarm means), S...Alarm signal.

Claims (1)

[Scope of Claim for Utility Model Registration] A manual switch that is turned on and off by the driver, a clutch pedal depression detection means that detects depression of the clutch pedal, a brake force generation means that generates braking force, and a manual switch that is turned on and off by the driver; condition 1 that it was done
As a first step, the brake force generation means generates a brake force, and when the vehicle speed becomes less than a predetermined speed while the brake force is being generated and the clutch pedal depression detection means detects that the clutch pedal is not depressed, an alarm is issued. A vehicle brake system comprising: a controller that outputs a signal; and an alarm means that generates an alarm when the alarm signal is output from the controller.