JPS608142A - Brake force holding system for car - Google Patents

Abstract

PURPOSE:To prevent missing of parking brake by energizing a parking brake driving means through a detection signal of door open operation thereby automatically bringing to braking state. CONSTITUTION:Upon stepping of brake pedal to drop the car speed below predetermined level, the car will stop after elapsing predetermined time to hold the brake pedal in stepped state. When the driver opens the door to get off, a motor 16 will rotate forward through the detection signal of door-open, to rotate a warm wheel 23 in arrow direction through gears 17, 18 and worm 22. Consequently, a guide rail 13 will also rotate in the same direction to push up a roller 12 to disengage the pole 7 and ratchet. At the same time, the parking pedal 5 will rotate in the stepping direction to function the parking brake through a wire 2, thus to release the brake pedal.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a braking force holding device for a vehicle that maintains a brake in a braking state even if a constant force <RII is applied from a pedal, and particularly to a safety device.

A normal foot brake is not suitable for maintaining a braking state for a long time because the braking state will not be maintained unless the brake pedal is pressed continuously for h"1. Therefore, in such cases, it is recommended to use the parking brake. However, operating the parking brake is quite cumbersome because you have to make a large movement of your hand, and you have to make a lot of manual operations when moving from a stopped state to starting.

Therefore, devices have been proposed that hold the foot brake pedal in the braking position when predetermined conditions are met. According to this, the braking state can be maintained without using the parking brake, which is cumbersome to operate, or without continuing to depress the foot brake pedal for a long time.

Therefore, since this type of device uses a solenoid or the like to electrically fix the position of the braking mechanism and maintain the braking state, if the power is cut off, the braking state will be turned off. Therefore, when parking the vehicle, that is, when turning off the ignition switch, it is necessary to use the parking brake to mechanically brake the vehicle. Additionally, even if the ignition switch is on, the driver must apply the parking brake when getting out of the vehicle for safety reasons, but once the driver becomes accustomed to using this type of device, the chances of using the parking brake are reduced. Therefore, even if the parking brake should be used, it becomes easy to forget to apply it. For example, if the vehicle is stopped with the foot brake in the brake hold state, the driver may think that the brake is applied and get out of the vehicle without applying the parking brake.

In such a case, if you turn off the ignition switch and exit the vehicle, the brake hold will be released at that point, so if the driver does not notice that the brake is released, there is a risk of a collision when another vehicle rear-ends the vehicle. If the parking road surface is sloped, there is a risk that the car will start moving unattended.Also, if the ignition switch is the main switch, the brakes will be maintained even after the driver gets out of the car, but even in this case, the engine will stop and the car will start moving. If a long period of time elapses, the battery voltage will drop, and if an abnormality occurs in the electrical system, the brake holding will be interrupted by IW.

Therefore, a braking device (Japanese Patent Application Laid-open No. 107941/1983) has been proposed which energizes a buzzer to emit a warning sound when the door is opened without applying the parking brake. According to this, the driver can be guided to apply the parking brake when getting off the vehicle. However, for example, if there is a lot of noise in the surrounding area, the buzzer sound may not be heard when the door is opened, and this type of device is generally designed to shut off the power when the ignition switch is turned off, so do not park the car. If the engine key is removed for this reason, the safety device will not operate.

An object of the present invention is to prevent forgetting to apply the parking brake when getting off the vehicle under any conditions.

In order to achieve the above object, in the present invention, when a vehicle tries to exit the vehicle without applying the parking brake, this is detected by the opening of the door, and the parking brake is automatically activated. According to this, forgetting to apply the parking brake can be completely prevented regardless of noise or the like.

To prevent forgetting to pull the parking brake when parking, it is possible to supply power directly to the safety circuit without passing it through the ignition switch, but in that case, a considerable amount of power is consumed even when the engine key is removed. This is not desirable. Therefore, in one preferred embodiment of the present invention, a circuit is provided that maintains the power to the parking brake circuit when the ignition switch is turned off, and automatically cuts off the power to the parking brake drive circuit when the )<- king brake is activated. .

Hereinafter, the present invention will be described in detail with reference to the drawings.

FIG. 1a shows the vicinity of a foot brake of an automobile equipped with a brake holding device, and FIG. 1b shows a cross section taken along line A--A in FIG. 1a. This will now be explained with reference to FIG. 1a. 11
0 is the brake pedal. The brake pedal 110 is
It is supported by the shirts 1 to 114 so that it can rotate within a predetermined range around this point. The brake pedal 110 is constantly subjected to counterclockwise force by a spring (not shown). A shaft 114 is supported by a base plate 113, and the base plate 113 is fixed to the vehicle body 112 with bolts 111.

A long hole 115 is formed in the center of the brake pedal 110, and a rack 116 is formed at the bottom of the long hole 115. A gear 119 is disposed within the elongated hole 115, and the gear 119
It meshes with the bar rack 116. Gear 119 Shirt L
-, 120, and the shaft 12o is the first
It is connected to the retention mechanism shown in the figure.

This will be explained with reference to FIG. 1b. shirts) 120 are inserted into the hub shaft 121 and are coupled to each other via a one-way clutch 124. In this example, the shaft 120 and the hub shaft 121 are twisted against the blade in the direction in which the brake pedal 110 is pressed (clockwise in FIG. 1a), but the two are coupled against the force in the opposite direction. It has become.

A plurality of bottles 125 are embedded in the hub shaft 121 circumferentially around the shaft 120, and protrude to one side (upper side in FIG. 1b). 122 is a disk-shaped plate, which is rotatable around the shirt I-120. The plate 122 has a pin 12 of the hub shaft.
A hole is formed at a position facing 5 (position from the center), and a pin 125 is engaged with this hole.

Plate 122 is supported around its periphery by springs 126 and is normally pulled upwardly as shown in FIG. 1b. A yoke 127 around which an electric coil 123 is wound is arranged on the outer periphery of the hub shaft 121 so as to face the plate I22. The yoke 127 is fixed to the base play 1/113. 117 is a cover.

Therefore, when the electric coil 123 is not energized, the plate 122 is pulled by the spring 126 and is positioned upward, and the plate 122 and the yoke 127/'J'J'11 are separated, so that the integral play 1-122. Pin 125. Hub shaft 121. One-way clutch 124. Since the shaft 120 and the gear 119 are rotatable, even if the brake pedal 110 is depressed, if the force of depression is released, the brake pedal 110 is returned to its original position by the force of a return spring (not shown) and the brake reaction force, returning to the non-braking state. . When the electric coil 123 is energized, the plate 122 is pulled toward the yoke 127 by magnetic attraction, and the plate 122 and yoke 127 are brought into close contact with each other. Since the yoke 127 is fixed to the base plate 113, movement of the plate 122 is prevented. be done. Therefore, the gear 119 integrated with the plate 122 is prevented from rotating. As a result, if the brake pedal 110 is depressed in advance, the brake pedal 110 is held at the braking position, and even if the force with which the brake pedal is depressed is released, the braking state is maintained.

The parking brake is shown in FIG. 1C. This will be explained with reference to FIG. 1C.

The parking brake is supported by a bracket 1 fixed to the vehicle body. 2 is a parking wire connected to a parking brake (not shown), the direction of which is changed by being hung on a guide roller 3, and a ratchet 4 is attached to the tip of the wire. has been done.

Further, a ball 7 is engaged with the teeth of the ratchet 4 to prevent movement and hold the parking brake, and the ball 7 is slidably inserted into a cylindrical body 8 fixed to the bracket 1. At the same time, it is always urged by a spring 9 to protrude outward and mesh with the teeth of the ratchet 4. To release the mesh with the ratchet teeth, pull the manual release knob 10 to release the wire 11. It is now done through Further, the engagement between the ball 7 and the ratchet 4 can be released by moving the roller 12 attached to the ball 7 onto the cam surface 18 of the guide rail 13.
It can also be done by being pushed up by a.

The parking pedal 5 is pivotally connected to a main shaft 14 fixed to the bracket 1, and can be freely depressed in the direction of applying the parking brake against the return spring 15, but can be depressed in the direction of releasing the parking brake. teeth,
Contact brake 13b at the bent end of the guide rail 13
By coming into contact with this, further return is stopped.

A reversible motor 16 is attached to the bracket 1, and a spur gear 17 is fixed to the motor shaft, and a spur gear 18 meshes with the spur gear 17. The spur gear 18 is attached to a bracket 19 fixed to the bracket 1, and a ball 20.
It is fixed to a shaft 21 which is rotatably supported via a shaft 20, and a worm 22 is formed on the shaft 21. A worm wheel 23 rotatably supported by the main shaft 14 is engaged with the worm 22, and the guide rail 13 is fixed to the side surface of the worm wheel 23.

Therefore, the reversible motor 16 rotates normally, and the gears 17, 18,
The guide rail 13, on which the shaft 21 and the worm wheel 23 rotate in the direction of the arrow, also rotates in the same direction and pushes up the roller 12, thereby disengaging the ball 7 and the ratchet 4, and at the same time is pushed by the contact brake 18b and parked. The pedal 5 rotates in the depression direction using the main shaft 14 as a fulcrum. Therefore, the ratchet 4 is pulled to the right, and the parking brake is applied via the parking wire 2.

At this time, normal rotation of the motor 16 is stopped, but the parking brake is maintained in its applied state by the self-locking action of the worm 22 and the worm wheel 23.

Next, when the motor 16 reverses, the worm wheel 23 rotates in the opposite direction to the arrow via the gears 17, 18 and the worm 22, and the guide rake 13 also rotates counterclockwise in the 3P direction, so the parking pedal 5 As the parking wire 2 and ratchet I-4 move to the left due to the action of the return spring 15 and the brake reaction force, they rotate back counterclockwise using the main shaft 14 as a fulcrum, and the parking brake is released. At this point, the ball 7 is lowered by the biasing force of the spring 9 and engages with the ratchet 4 at the position shown, allowing the military vehicle to start smoothly.

The above is a case of automatically parking and releasing the parking brake, but it is also possible to apply and release the parking brake manually.In other words, to manually apply the parking brake, first step on the parking pedal 5. That's fine. At this time, the guide rail 13 is in the illustrated position, so the parking brake 5 can rotate clockwise about the main shaft 14, and can rotate completely independently of the abutting portion 13b of the guide rail 13. Pull the ratchet l-4 pivoted to the right,
Apply the parking brake via the parking wire 2. At this time, the ball 7 is meshing with the peak of the ratchet h4, but since the l'il'j engagement is in the sliding direction, the ratchet l-4 lifts the tip of the ball 7 with the tooth tip h11). move while The brake is held by the engagement between the ball 7 and the ratchet 4.

Next, to manually release the parking brake,
When the manual release knob 10 is pulled outward to disengage the ball 7 from the ratchet 4, the ratchets 1-4 are pulled and moved to the left via the parking wire 2 by the brake reaction force, and at the same time the parking pedal 5 also rotates counterclockwise about the main shaft 14, and the parking brake is released.

FIGS. 2a, 2b, and 20 show the configuration of an electric circuit that controls the brake holding mechanism and parking brake drive mechanism described above. Now, if we pay attention to Figure 2a, SWI
SW2 is a switch for detecting the vehicle speed (opens and closes when the military vehicle moves), SW2 is a switch for detecting idling (opens when the accelerator is off), and SW3 is a switch that detects the position of the foot pressure pedal 110. The brake switch to detect < closed at braking position), SW4 is the shift lever's neutral position detection switch (closed at neutral or bar range), and SW5 is the switch for manually operating the parking brake drive mechanism (hereinafter referred to as power parking brake switch). SW6 is the door switch (open when the power parking brake is activated), and SW6 is the door switch (open when the power parking brake is activated)
, SW7 is the switch that detects parking brake operation (closed when braking), SW8 is the starter switch (closed when on), SW9 is the ignition switch (closed when on)
It is. Further, a stop lamp SPL that indicates the braking state of the vehicle is connected to SW3, a door courtesy lamp PL that lights up when the door is opened is connected to SW6, and a parking brake lamp PL that indicates when the parking brake is applied is connected to SW7. .

Next, paying attention to the right end of Figure 2b, we see that solenoid 1:S
L is the electric coil 123 for holding the brake. The lamp B11- connected in parallel with the solenoid SL is a brake holding indicator lamp that indicates the brake holding state.

Looking at the right end of FIG. 2C, motor M is the motor 16 for driving the parking brake. Relays RLI and RL2 are connected to motor M, and relay RL
When the coil of relay RLI is energized, the motor M rotates in the forward direction, and when the coil of the relay RLI is energized, the motor M rotates in the reverse direction. Next, the main parts of the power supply circuit will be explained. The power supply circuit includes a power supply holding circuit PSC and a stabilizing power supply circuit REG. To explain the outline of the power supply holding circuit PSC, relays R and L3 are first turned on when the ignition switch SW9 is turned on, and thereafter, even if the ignition switch SW9 is turned off, the relay RL3 continues to supply power to its own month. relay RL3 remains on and supplies power to a predetermined circuit, but when a predetermined condition, which will be explained in detail later, is met and I-randisk Q1 is turned off, RL3 is turned off and the power is cut off. do. In addition, the stabilized power supply circuit REG generates a stable power supply voltage to be supplied to the integrated circuit (data 1-circuit), etc.
1:.

do.

Roughly speaking, the circuit shown in FIG. 2b mainly performs control related to brake/hand holding, and the circuit shown in FIG. 2c mainly performs control related to parking brake drive.

The brake holding control system includes three types of vehicle speed detection circuits, VDCI.
, VDC2, VDC3, a delay circuit DEL, a power-on reset circuit POR, etc.

In this example, the first vehicle speed detection circuit VDCI detects that the vehicle speed is 15.
If the vehicle speed is more than 15 km/h, the output level becomes L, and if the vehicle speed is less than 15 km/h and more than 1Q km/h, the output level becomes H. The second vehicle speed detection circuit VDC2 has an output level of 11 when the vehicle speed is 10 km/h or more, and an output level of 17 when the vehicle speed is less than 10 km/h.

The output level of the third vehicle speed detection circuit VDC3 is H when the vehicle speed is 2 km/h or more, and the output level is L when the vehicle speed is less than 2 km/h. A delay circuit DEL generates timing related to brake holding. Power-on reset time M/i P OR resets a given gate circuit when power is applied to the circuit.

The parking brake drive control system includes a motor lock detection circuit MRC that detects locking of the motor M, and the like. This motor lock detection circuit MRe detects an overcurrent at the time of motor lock by a resistor R1 inserted in the electric circuit of the motor M, and when this is input to the operational amplifier OPI, it outputs I-I as an output level. do.

Nantes Gate NAI, NA2. Nando' Gate NA3.
NA4, Nandoge-1-NA5. NA6 and Nant gates NAIL, NAl2 are connected to RS flip-flops FFI, FF2 . It constitutes FF3 and FF4.

The operation of the brake holding device and parking brake drive device according to each state of the vehicle (switches) will be explained in detail below. and the relationship between signal level and device operation.

Below is the margin 1st table 2nd table 3rd table However, Operation ■ Two-brake pedal holding, BIL lighting operation ■ Two-brake pedal release operation ■: Parking brake drive Th□乍■ Two-power parking brake drive operation ■: Parking brake drive After this, the brake pedal is released, and if the ignition switch SW9 is off at this time, the power is cut off.

(11 Brake pedal holding operation The conditions for performing the brake pedal holding operation are as shown in ■ in Table 3.
detects a vehicle speed of 2 km/h or less (see Table 2), and the accelerator is off and the foot brake is depressed. Therefore, the accelerator switch SW2 is opened, the transistor Q5 is turned off, the transistor Q6 is turned off, the collector potential of the transistor Q6 becomes H, and H is applied to the input terminal of the Nandt gate NA4 of the flip-flop FF2. At this time, the vehicle speed is 2
If it is less than km/h, the third vehicle speed detection circuit VDC3
By turning on the output of transistor Q21, an L output is applied to the Nandt gate of flip-flop FF2. Here, the flip-flop FF2 has a negative logic R
3- constitutes a flip-flop. Therefore, the output of flip-flop FF2 becomes L, which is applied to one input terminal of NOR gate N0R1. At this time,
A delay circuit DEL is connected to the other input terminal of the NOR gate NOR1.
When mustard is applied (this condition will be described later), H is output to the output terminal of the NOR gate N0RI. These 11 outputs are inverted by the NOR gate N0R2 and input to one terminal of the NOR gate NOR3.

Here, if the brake switch SW3 detects braking and is closed, the transistor Q34 is turned on, and the transistor Q7. Since both Q8 are turned on, the collector potential of transistor Q8 becomes L, which is the NOR gate N.
It is input to the other terminal of OR3. Therefore, the output of NOR3 becomes H, which is the result of transistor Q
27, the 1-transistor Q27 is turned on, and the transistor Q28 is turned on, thereby energizing the solenoid SL and the brake hold indicator lamp BIL. That is, the plate 122 in FIG. 1b is the yoke 127.
Since the foot brake pedal 110 is held in the depressed position, the brake pedal 110 is kept in a braking state.

Here, the delay circuit D E L sends the L output to the NOR gate N0
The conditions to be applied to the other terminal of RI will be explained based on Table 2 and FIGS. 2a and 2b. Reed switch SWI
generates a pulse according to the rotation of the wheel, but the faster the vehicle speed, the shorter the pulse (the higher the frequency ()
Output. This pulse turns transistors Q3 and Q4 on and off, and this signal is transmitted to each vehicle speed detection circuit VD.
C.I.

Applied to VDC2 and VDC3. Here, transistor Ql of each vehicle speed detection circuit VDCI, VDC2, VDC3
9. Ql B, 'Q21, each vehicle speed is 15 km.
/h, 10km/h, resistors R2, R3, R4゜R5, R6, R7,
R8 and R9 are fixed. However, each transistor Q19
．． Q18. Since the signal applied to Q21 is a pulse, it repeats on/off in response to this pulse when the vehicle speed falls below a predetermined value. Furthermore, the first vehicle speed detection circuit VDC1 inverts the signal of the transistor Q19 using the transistor Q20 and outputs the inverted signal.

The brake holding circuit is controlled as follows by the vehicle speed detection circuit set as described above. Here, the flip-flop FFI is a positive logic R3-flip-flop in which the input terminal of the NAND game NA1 is used as a set input terminal, and the input terminal of the NAND game NA2 is used as a reset input terminal.

First, if the vehicle speed is greater than 15 km/h, the first vehicle speed detection circuit VDC1 detects this and the Nantes gate N
Since the L output is applied to A2, the flip-flop FFI
is reset and its output becomes an L output. Therefore, since the transistor Q23 is turned on, the transistor Q24 of the delay circuit DEL is turned on, the transistor Q25 is turned off, and the transistor Q26 is turned off.

Next, when the vehicle speed becomes lower than 10km/'hp), the output of the first vehicle speed detection circuit VDCI becomes H1, as shown in Table 2.
The output of the first vehicle speed detection path VDC2 becomes L. Therefore, flip-flop FFI is set and outputs 11. Therefore, transistor Q23 is turned off and transistor Q24 is turned off.

Therefore, the collector potential of the l transistor Q24 is 11
Because it becomes! - Lanzisk Q25 is turned on only for a predetermined time determined by resistor R10 and capacitor C1. Therefore, transistor Q26 is also turned on, but the on-time period is determined by resistor R11 and capacitor C2, and is suitably several seconds. Here, this on time is set to 3 seconds. That is, since the transistor Q26 is turned on for 3 seconds from the time when the vehicle speed becomes less than 1Q km/h, H is applied to one input terminal of NORI during that time. That is, even if the flip-flop FF2 applies L to the other input terminal of the NOR gate N0RI during this time, the brake holding is not activated.

As described above, the delay circuit DEL changes the vehicle speed to IQ km.
/ h or less, it is prohibited to hold the brake for 3 seconds. Therefore, 3 seconds after the vehicle speed drops to 10 km/h or less, the vehicle stops (vehicle speed drops to 10 km/h or less).
km/h), brake hold is activated immediately. In addition, since brake holding is prohibited on low μ roads, etc., erroneous operation of brake holding can be prevented by locking the wheels.

(2) Brake pedal release operation The condition in this case is when the accelerator is depressed, as shown in (■) in Table 3. Therefore, since the accelerator switch SW2 is closed, the transistor Q5 is turned on,
The transistor Q6 turns on and the input terminal of the Nant gate NA/1 of the flip-flop FF2 becomes L. The flip-flop FF2 is reset by this L signal, and its output is inverted and outputted. Since this G1 output is applied to one input terminal of NOR gate 1 to N0RI, the output of NOR gate NOR1 becomes L, which causes NOR gate NOR1 to output L.
It is inverted by 0R2 and the H output is applied to the NOR gate NOR3. Therefore, Noah Gate N.

R3 is inverted and its output becomes L, turning off transistor Q27 and turning off transistor Q28.

Therefore, the solenoid SL is deenergized and the brake holding is released.

Since a return spring (not shown) is connected to the brake pedal 110, the brake pedal 110 automatically returns to its original position when the brake holding (energizing the solenoid SL) is released.

(3) Parking brake drive The conditions in this case, as shown in Table 3 (■), are when the vehicle is stopped, the accelerator is off, and the door is opened. At this time, the accelerator switch is open and the third vehicle speed detection circuit VDC3 is output, so as explained in (1) above, the flip-flops FF, 2
This L signal is applied to one input terminal of NOR7. Next, when the door is opened, the door switch SW6 is closed, so the transistor Q13. Q14 is turned on and L is applied to the other input terminal of NOR gate N0R7. Therefore, the output of NOR gate N0R7 becomes the I] output, which is applied to the base of transistor Q31, turning on transistor Q31; this is applied to the base of transistor Q31, turning on transistor Q31, and transistor Q32
turns on, energizing the coil of relay RL2. Therefore, the motor M rotates in the normal direction to cause the worm wheel 23 shown in FIG. 1C to rotate in the normal direction, and the parking pedal 5 is rotated in the direction in which the parking pedal 5 is depressed, thereby activating the parking brake.

At this time, when the parking brake is fully pulled,
Although the motor M stops rotating, if the motor M is further energized in this state, the motor may generate heat or burn out. Therefore, a resistor R1 is inserted in the drive circuit of the monitor M to provide a motor lock detection circuit MRC that detects an overcurrent when the motor M is locked. When the motor M is not operating or when the motor M is continuously driven, only a current below a predetermined value flows through the resistor R1, so the output of the motor lock detection circuit MRC, that is, the output of the operational amplifier OPI, is L, and the motor M When locked, a current greater than a predetermined value flows through the resistor R1, so the output of the operational amplifier OP1 becomes )I.

This H output is applied to NAND gate 1-NAIO, inverted to L, and NAND gate N of flip-flop FF4.
Applied to Al2. Here, flip-flop FF4
constitutes a positive logic R3-flip-flop with the Nant gate NA12 as the set input and the Nant gate NAII as the reset input, so when L is applied to the Nant gate NA12, the output becomes H. This H output is applied to one input terminal of the NOR7 via the resistor R11. Therefore, Noah game 1-N.

Since the output of R7 becomes L and the base potential of transistor Q31 becomes L, transistor Q31 is turned off and motor M is deenergized. Therefore, the motor M is prevented from generating heat and burning out.

Also, at this time, the parking brake switch SW7 turns on the parking brake, lights up the parking brake lamp PL, and displays the operation of the parking brake.

(4) Power parking brake drive The conditions in this case are as shown in Table 3, when the vehicle is stopped, the accelerator is off, and the motor M is not locked.
Power parking switch SW5 is on (switch SW
5 is the case where the opening) is opened. Therefore, since the vehicle is in a stopped state and the accelerator is off, the output of flip-flop FF2 is on, and this is the output of Noah gate N0R5.
is applied to one input terminal of the . Next, because the accelerator is off, the output of transistor Q6 is H, which is inverted to L by NOR gate NA7, and NOR gate N
It is applied to one input terminal of 0R4. In addition, if the motor M is not in the locked state, the motor lock detection circuit M
Since the output of RC is L, this L is the NOR gate N0R.
4 is applied to the other input terminal. Therefore, the output of the NOR gate N0R4 is H, which is applied to the NAND gate NA5 of the flip-flop FF3.

In this state, power parking switch SW5 is turned on (
When the switch SW5 is opened), the transistor Q35 is turned on, the transistor Qll is turned on, and the transistor Q12 is turned on, so that L is applied to the NAND gate NA4 of the flip-flop FF3. Therefore, the output of flip-flop FF3 becomes L, which is applied to the other input terminal of NOR gate N0R5, so that the output of NOR gate N0R5 becomes H.

Therefore, l transistor Q31 turns on, and relay RL
As described above, when the motor M is energized, the parking brake is driven by the normal rotation of the motor M.

When the parking brake is driven by the power parking switch SW5, deenergization of the motor after the motor M is locked is performed as follows. When the motor M locks as in the case (3) above, the mortar lock detection circuit MRC detects this and outputs tl. This I-i output is applied to one terminal of the NOR gate NOR4.

Therefore, the output of Nogame-I-NOR4 becomes L,
Since this is applied to the Nant gate NA5 of the flip-flop FF3, the flip-flop FF3 is reset and its output becomes I]. This is Noah Game 1-N0R
5, so the NOR gate N0R5
Since the output of the transistor Q'314 becomes L and the transistor Q'314 is turned off, the motor M is deenergized.

(5) Brake pedal holding release operation when the parking brake is driven while the brake pedal is held The conditions in this case are as shown in Table 3, when the parking brake is activated and the motor M is locked. The parking brake is driven by the operations (3) and (4) above. When the parking brake is driven at this time, the parking brake switch SW7 is turned on. Therefore, transistor Q15 turns on, and transistor Q1
6 is turned on, L is applied to the Nant gate NA9, and I (is inverted and applied to the chin 1' gate NAIL of the brake pedal FF4.Next, when the motor M locks, the motor lock detection circuit MRC is activated. Outputs H, which is reversed at NAND game 1~NA10 and brake pedal F
Since L is applied to the FII NAND game 1 and NAL2, the brake pedal FF4 is set and H is output. Therefore, transistor Q33 is turned on. Therefore, the base of the 1-transistor Q27 becomes L, so the transistor Q27 is turned off, the transistor 02B is turned off, and the solenoid 1-3L is deenergized. The brake pedal holding release operation at this time is as described above.

As described above, when the parking brake is activated while the brake pedal is held, the brake pedal is released.

That is, when the parking brake is driven in the method (3) or (4) while the brake pedal is held, the brake pedal holding is automatically released.

Note that even if the ignition switch SW9 is turned off while the brake pedal is being held until the parking brake is not activated, the power supply holding circuit psc is configured to continue holding the brake pedal. When the brake is activated, the brake pedal is released, so the ignition switch SW
9 is turned off, the power supply holding circuit 1) S C
You can also turn it off. Therefore, when transistor Q33 is turned on, transistor Q1 of power supply holding circuit PSC
is turned off, and relay RL3 is turned off to release the power hold.

(6) Parking brake release operation As shown in Table 3, the conditions in this case are that when the parking brake is activated, the gear is in neutral or in the parking range, that is, the gear is in the position where the vehicle can start, and the accelerator is activated. This is the case when is turned on.

Therefore, since the parking brake is activated,
Parking brake switch SW7 is turned on, transistor Q15. Since both Q16 are on, L is applied to one terminal of the NOR game 1-N0R6.

Also, the neutral position detection switch SW4 is opened, and the transistor Q9. Since both QIO are turned off, I-1 is applied to one input terminal of ANDKNA8. At this time, when the accelerator is turned on, the accelerator switch SW2 is closed, and the transistor Q5. Both Q6 are turned on, and I is applied to Nando Kate NA7.
This L is inverted and H is applied to the other input terminal of the NAND game 1-NA3. Therefore, Nantes Gate N
The output of A8 becomes L, which is applied to the other input terminals of NOR game 1-NOR6, and NOR6 outputs H. Therefore, the base potential of the transistor Q29 becomes 1, the transistor Q29 turns on, and then the transistor Q3'O turns on, energizing the coil of the relay RLI. Since relay RLI is energized, motor M
is reversed and the worm wheel 23 rotates in the opposite direction, so the parking pedal 5 rotates counterclockwise around the main shaft 14 due to the action of the return spring 15 and the brake reaction force, and the parking brake is released. Ru.

When the parking brake is released, the parking brake switch SW7 is turned off, so the transistor Q15
．． Since Q16 is turned off, H is applied to NOR gate N0R6, which inverts the output to L, turns off transistors Q27゜Q30, and switches on relay RLI-\
energization is cut off, and the motor M is deenergized.

As described above, since the parking brake is released when the accelerator is turned on, the vehicle can quickly start moving.

In the example, the electric circuit is constructed using a large number of transistors, gate circuits, etc., but a microcontroller that operates so that the output level corresponding to the state of each switch can be obtained in the same way as in the example is used. The invention may also be implemented using a computer.

[Brief Description of the Drawings] Figure 1a is a side view showing the vicinity of the foot brake pedal of a vehicle equipped with a brake holding mechanism, Figure 1b is a sectional view taken along line A-A in Figure 1a, and Figure 1c is a parking A side view showing the vicinity of a parking brake pedal of a vehicle equipped with a brake drive mechanism, and FIGS. 2a, 2b, and 2c are circuit diagrams showing the electric circuit of the embodiment. 2... Parking wire, 4... Ratchet, 5...
...Parking pedal, 10...Manual relay knob, 13...Guide rail, 13a...Cam surface,
13b... Contact portion, 16 (M)... Motor, 22
... Worm, 23 ... Worm wheel, 110
...Brake pedal, 113...Base plate,
122...Plate, 123 (SL)...Electric coil, 124...One-way clutch, 126...
Spring, 127... Yoke, SWl... Reed switch, SW2... Accelerator switch, SW3...
Brake switch, SW 4...Neutral switch, SW5...Power parking switch, SW6
...door switch, SWl...barking tree indicator lamp, SE8...stark switch,
SW 9...Ignition switch, VDCI,
VDC2, VDC3...Vehicle speed detection circuit, DEL...
Delay circuit, psc...power supply holding circuit, MRC...
Morph lock detection circuit, BIL...Brake holding indicator lamp

Claims (3)

[Claims] (1) Brake holding means for holding the operation of the flake mechanism; first detection means for detecting braking operation of the foot brake; second detection means for detecting door opening operation; setting the parking brake mechanism to at least a braking state , parking brake drive means; and when the brake holding means is activated in response to the output signal of the first detection means, and the output signal of the second detection means indicates that a door opening operation is being performed, the parking brake is activated. A braking force holding device for a vehicle, comprising: electronic control means for energizing the drive means and setting the parking brake mechanism to a braking state. (2) When the output signal of the second detection means indicates that the door is opened in the brake holding state, the electronic control means deenergizes the brake holding means after the parking brake mechanism is set to the braking state. Claim No. 1 (1)
) A braking force retention device for a vehicle as described in item 2. (3) The electronic control means continues to supply its own power even when the ignition switch is turned off when the parking brake is not applied, and cuts off the power when the parking brake is applied. Range No. 1
) A braking force retention device for a vehicle as described in item 2.