JP4873715B2 - CMS brake control device and control method thereof - Google Patents

Description

 The present invention relates to a tow vehicle collision damage reducing brake device and a control method thereof.

 CMS brakes (collision damage reduction brake devices) generally perform sudden braking immediately before the vehicle collides with a preceding vehicle or obstacle detected by a sensor to reduce the collision speed, thereby causing collision damage. The purpose is to reduce.

However, when the own vehicle equipped with the CMS brake is a towing vehicle (for example, a tractor), if the vehicle is suddenly braked, the towed vehicle (trailer) is better than the towing vehicle (tractor) that is the own vehicle. Since the inertial mass is much larger, the towed vehicle may push the towed vehicle and bend into a “<” shape at the position of the coupler, so-called “jackknife phenomenon” may occur. When this “jackknife phenomenon” occurs, there is a risk that the following vehicle may be involved in a secondary accident.
In order not to induce secondary accidents, dangerous behavior such as "jackknife phenomenon" should be prevented.

 Here, since the tow vehicle (tractor) does not always tow the towed vehicle (trailer) and travel, the tow vehicle (tractor) and the towed vehicle (trailer) are inherently towed and not towed. The braking force distribution between them and the timing of starting the braking should be changed. However, in reality, this is not the case.

Here, a technique for determining the occurrence of the jackknife phenomenon to increase the braking force of the towed vehicle is disclosed (for example, see Patent Document 1).
However, the related art (Patent Document 1) is a technique to deal with after the occurrence of the jackknife phenomenon, and aims to prevent the occurrence of a secondary accident by preventing the occurrence of the jackknife phenomenon at the time of a collision. It is not something that is adapted to CMS brakes.
JP 2006-1111178 A

 The present invention has been proposed in view of the above-described problems of the prior art, and an optimum braking force can be obtained regardless of whether the vehicle is towed or not towed. An object of the present invention is to provide a collision damage reducing brake device and its control method that can prevent unstable vehicle behavior.

  The CMS brake device 100 according to the present invention controls towed vehicle presence / absence determination block 32 for determining the presence or absence of the towed vehicle 2 and the braking force of the brake B1 on the towed vehicle 1 and the brake B2 on the towed vehicle 2 side. A control signal generation block 33 for generating a signal. The control signal generation block 33 is used when the towed vehicle 2 is not present when the towed vehicle presence / absence determination block 32 determines that the towed vehicle 2 is not present. If the towed vehicle presence / absence determination block 32 determines that the towed vehicle 2 is present, the control map M2 for the case where the towed vehicle 2 is present is selected, and the selected control map M1 is selected. Alternatively, in the control device 100 for a CMS brake that generates a control signal based on M2, the control signal generation block 33 is configured to control the braking timing of the tow vehicle side brake B1 when the towed vehicle 2 is present. Reducing the braking force of the towing vehicle side brake B1 is delayed, and, is configured to output a control signal to increase the braking force of the towing vehicle side brake B2. (Claim 1, Claim 2)

  Further, the CMS brake device 100 of the present invention is configured to perform control to generate a minute braking air pressure immediately before braking by the brakes B1 and B2. (Claim 2)

  The control method of the CMS brake device according to the present invention includes a towed vehicle presence / absence determination step S1 for determining the presence or absence of the towed vehicle 2, and a control for adjusting the braking force of the towed vehicle side brake B1 and the towed vehicle side brake B2. A control signal generation step S3 or S4 for generating a signal. In the control signal generation step S3 or S4, if the towed vehicle presence / absence determination block 32 determines that there is no towed vehicle 2, the towed vehicle is The control map M1 for the case where there is no vehicle is selected and a control signal is generated (S3). If the towed vehicle presence / absence determination block 32 determines that the towed vehicle 2 exists, the control map for the case where there is a towed vehicle exists. In the control method of the CMS brake device in which M2 is selected and the control signal is generated (S4), in the control signal generation step S3 or S4, when the towed vehicle 2 is present (compared to the conventional characteristics L10 and L20) do it A control signal for delaying the braking timing of the tow vehicle side brake B1 (Y1) to reduce the braking force of the tow vehicle side brake B1 (Y2) and increasing the braking force of the towed vehicle side brake B2 (Y3). The output control (S4) is performed. (Claim 3 and Claim 4)

  In the control method for the CMS brake device of the present invention, a minute braking air pressure is generated immediately before braking (RL1, RL2) is performed by the brakes B1, B2. (Claim 4)

According to the present invention having the above-described configuration, when there is a towed vehicle (2), the control signal generation block (33) (to compare with the conventional characteristics L10, L20) It is configured to output a control signal that delays the braking timing of B1) and decreases the braking force of the tow vehicle side brake (B1) to increase the braking force of the towed vehicle side brake (B2). .
Therefore, the towed vehicle (2) side is braked early and the towed vehicle (2) does not push the towed vehicle (1). Because the towed vehicle (2) does not push the towed vehicle (1), a phenomenon that occurs when the towed vehicle (2) pushes the towed vehicle (1) during sudden braking, the so-called “jackknife phenomenon” occurs. do not do.

 Since unstable behavior such as “jackknife phenomenon” is prevented, the occurrence of a secondary accident is minimized when the vehicle to which the present invention is applied causes an accident such as a collision. It is possible.

  Further, in the CMS brake device of the present invention, if the brake is configured to generate a small brake air pressure immediately before the brakes B1 and B2 are braked (claims 2 and 4), The driver can be alerted that sudden braking will be applied to the driver who is in a low awakening state by the appropriate braking air pressure, and the brake light can be turned on. The lighting of the brake light can alert the driver of the succeeding vehicle, and the succeeding vehicle can take a safe avoidance operation.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
FIG. 1 shows an overall configuration of a CMS brake device according to an embodiment of the present invention in a state in which a towed vehicle is connected.

In FIG. 1, a CMS brake device 100 includes a brake B1 on the tow vehicle 1, a brake control unit 3, an engine control unit 5, an inter-vehicle distance radar 7, a tow detection sensor 81 mounted on a coupler 8, and a cover. The brake B2 on the towing vehicle 2 side and a collision damage reducing brake controller 10 which is a general brake control means are provided.
In FIG. 1, reference numeral 6 denotes an engine.

 The brake control unit 3, the engine control unit 5, the inter-vehicle distance radar 7, the traction detection sensor 81, and the collision damage reduction brake controller 10 are connected by a CAN (automobile control network) 9.

 The CMS brake device 100 measures the distance from the preceding vehicle using, for example, the inter-vehicle distance radar 7, and automatically activates the brake when the relationship between the relative distance and the relative speed becomes a predetermined value or less. I can do it. In other words, it has an autobrake function.

 The CMS brake device 100 is configured to cause the engine controller 5 to perform control for changing the fuel injection amount in order to achieve a predetermined amount of torque cut when the brake is operated. The fuel injection amount is changed using an engine torque cut map (not shown), and the engine torque cut map is stored in the collision damage reduction brake controller 10.

FIG. 2 shows a detailed configuration of the brake control unit 3.
In FIG. 2, the brake control unit 3 includes an interface 31, a towed vehicle presence / absence determination block 32, a control signal generation block 33, and a database 34.

 The database 34 stores a control map M1 for when there is no towed vehicle 2 and a control map M2 for when there is a towed towed vehicle 2.

Information on the presence / absence of a towed vehicle sent from the traction confirmation sensor 81 via the collision damage reducing brake controller 10 is transmitted to the towed vehicle presence / absence determination block 32 via the interface 31.
The towed vehicle presence / absence determination block 32 is based on the information on the presence / absence of the towed vehicle, which is either the control map M1 for the case where there is no towed vehicle 2 or the control map M2 for the case where the towed towed vehicle 2 is present. The selected control map is transmitted from the database 34 to the control signal generation block 33.

 The control signal generation block 33 generates a control signal based on the control map M1 for the case where there is no towed vehicle 2 or a control signal based on the control map M2 for the case where the towed vehicle 2 is present. Is configured to transmit to. A brake pressure generating means (not shown) supplies an optimum braking air pressure (brake pressure) to the brake B1 on the towed vehicle 1 side and the brake B2 on the towed vehicle 2 side.

FIG. 3 shows a control map M1 when there is no towed vehicle 2, and FIG. 4 shows a control map M2 when there is a towed vehicle 2.
3 and 4 both show the braking air pressure on the vertical axis and the passage of time on the horizontal axis.

A thick solid line L1 in FIGS. 3 and 4 indicates a transition (characteristic) of the braking air pressure of the tow vehicle (tractor), and a thick broken line L2 in FIG. 4 indicates a transition of the braking air pressure of the towed vehicle (trailer). (Characteristic).
A thin solid line L10 in FIG. 4 indicates a transition (characteristic) of the braking air pressure of the tow vehicle when the towed vehicle is towed in the prior art, and a thin broken line L20 indicates a transition of the braking air pressure of the towed vehicle. (Characteristic).

As shown in FIG. 4, when the towed vehicle 2 is present, the braking timing of the towed vehicle is delayed as compared with the transition (characteristic) L10 in the prior art (arrow Y1: delayed by, for example, about 100 ms to 500 ms). The braking force of the towing vehicle is reduced (arrow Y2: for example, about 10% to 30% is reduced). At the same time, the braking force of the towed vehicle is increased as compared to the transition (characteristic) L20 in the prior art (arrow Y3: for example, increased by about 10% to 30%).
As a result, a force acting so that the towed vehicle 2 pushes the towed vehicle 1 is not generated, and unstable behavior such as a so-called “jack knife phenomenon” is prevented.

 Here, the sum of the braking force of the towed vehicle 1 and the braking force of the towed vehicle 2 (braking force as a connected vehicle) can be roughly made equal to the braking force as a connected vehicle in the prior art. The braking force can be larger than the braking force of the connected vehicle in

Although not shown in FIGS. 3 and 4, immediately before the rising region RL1 in the transition L1 of the braking air pressure of the tow vehicle (tractor) and the rising region RL2 in the transition L2 of the braking air pressure of the towed vehicle (trailer). A slight braking air pressure can be generated immediately before the start of the motor. Generating a slight braking air pressure warns a driver who is in a low state of awakening that sudden braking will be applied, or turns on the brake light and notifies the driver of the following vehicle that the brake will act. It is to do.
Turning on the brake light and notifying the succeeding vehicle gives a warning of the danger of a rear-end collision, making it possible to avoid the danger of the succeeding vehicle and greatly reducing the secondary accident after the collision.

Next, the braking control method of the illustrated embodiment will be described based on the flowchart of FIG.
First, the presence or absence of a towed vehicle is detected by a tow detection sensor 81 provided on the coupler 8 (step S1).

 The towed vehicle presence / absence determination block 32 of the brake control unit 3 determines the presence / absence of the towed vehicle 2 (step S2). If there is no towed vehicle (step S2 is a “none” loop), the process proceeds to step S3. On the other hand, if there is a towed vehicle (step S2 is “Yes” loop), the process proceeds to step S4.

 In step S3, the CMS brake control map M1 for towed vehicle is selected, and a brake signal corresponding to the characteristic L1 as shown in FIG. 3 is generated from the control signal transmission means 33 based on the map M1. Send to the means and finish the control.

 In step S4, a towed vehicle presence CMS brake control map M2 is selected, and a brake signal corresponding to the characteristics L1 and L2 shown in FIG. Send to the means to finish the control.

According to the illustrated embodiment described above, when there is no towed vehicle, the braking characteristic is similar to the conventional one. However, when there is a towed vehicle, the transition (characteristic) L10 of the braking air pressure in the prior art is as follows. Compared with L20, the braking timing of the tow vehicle side brake B1 is delayed, the braking force of the tow vehicle side brake B1 is reduced, and the braking force of the towed vehicle side brake B2 is increased.
As a result, a force that causes the towed vehicle 2 to push the towed vehicle 1 is not generated, and unstable behavior such as a so-called “jackknife phenomenon” is prevented, and a secondary accident after a collision occurs. Can be prevented.

 It should be noted that the illustrated embodiment is merely an example, and is not a description to limit the technical scope of the present invention.

The block diagram of the control apparatus of the CMS brake which concerns on embodiment of this invention. The block diagram explaining the structure of a brake control unit. The control map in case there is no towed vehicle in embodiment. The control map in case there exists a towed vehicle in embodiment. The flowchart explaining control of the brake in embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Towing vehicle 2 ... Towed vehicle 3 ... Brake control unit 5 ... Engine controller 6 ... Engine 7 ... Inter-vehicle distance radar 8 ... Coupler 9 ... CAN
31 ... Interface 32 ... Towed vehicle presence / absence judgment block 33 ... Control signal transmission block B1 ... Towed vehicle side brake B2 ... Towed vehicle side brake M1 ... No towed vehicle Control map in case of M2 ... control map in case of towed vehicle

Claims (4)

The towed vehicle presence / absence determination block (32) for determining the presence or absence of the towed vehicle (2), and the braking force of the towed vehicle (1) side brake (B1) and the towed vehicle (2) side brake (B2) A control signal generation block (33) for generating a control signal to be adjusted, and the control signal generation block (33) determines that the towed vehicle presence / absence determination block (32) is not towed vehicle (2). In this case, the control map (M1) for the case where there is no towed vehicle (2) is selected, and when the towed vehicle presence / absence determination block (32) determines that the towed vehicle (2) is present, the towed vehicle is selected. In the control device for the CMS brake that selects the control map (M2) when (2) is present and generates a control signal based on the selected control map (M1 or M2), the control signal generation block (33) If there is a towed vehicle (2), It is configured to output a control signal for reducing the braking force of the tow vehicle side brake (B1) by delaying the braking timing of the vehicle side brake (B1) and increasing the braking force of the towed vehicle side brake (B2). A control device for a CMS brake. The towed vehicle presence / absence determination block (32) for determining the presence or absence of the towed vehicle (2), and the braking force of the towed vehicle (1) side brake (B1) and the towed vehicle (2) side brake (B2) A control signal generation block (33) for generating a control signal to be adjusted, and the control signal generation block (33) determines that the towed vehicle presence / absence determination block (32) is not towed vehicle (2). In this case, the control map (M1) for the case where there is no towed vehicle (2) is selected, and when the towed vehicle presence / absence determination block (32) determines that the towed vehicle (2) is present, the towed vehicle is selected. In the control device for the CMS brake that selects the control map (M2) when (2) is present and generates a control signal based on the selected control map (M1 or M2), the control signal generation block (33) If there is a towed vehicle (2), A control signal for reducing the braking force of the tow vehicle side brake (B1) by delaying the braking timing of the vehicle side brake (B1) and increasing the braking force of the towed vehicle side brake (B2) is output. A control device for a CMS brake, characterized in that a control is performed to generate a minute braking air pressure immediately before the braking by (B1, B2) is performed. A towed vehicle presence / absence determining step (S1) for determining the presence or absence of the towed vehicle (2) and a control signal for adjusting the braking force of the towed vehicle side brake (B1) and the towed vehicle side brake (B2) are generated. A control signal generation step (S3 or S4) to be performed, and in the control signal generation step (S3 or S4), the towed vehicle presence / absence determination block (32) determines that there is no towed vehicle (2). When the control map (M1) for the case where there is no towed vehicle (2) is selected and a control signal is generated, and the towed vehicle presence / absence determination block (32) determines that the towed vehicle (2) is present In the CMS brake control method for selecting a control map (M2) for the case where there is a towed vehicle (2) and generating a control signal, in the control signal generating step (S3 or S4), the towed vehicle (2) If there is a brake, brake the tow vehicle side brake (B1) Control (S4) is performed to output a control signal for reducing the braking force of the tow vehicle side brake (B1) by delaying the imming and increasing the braking force of the towed vehicle side brake (B2). CMS brake control method. A towed vehicle presence / absence determining step (S1) for determining the presence or absence of the towed vehicle (2) and a control signal for adjusting the braking force of the towed vehicle side brake (B1) and the towed vehicle side brake (B2) are generated. A control signal generation step (S3 or S4) to be performed, and in the control signal generation step (S3 or S4), the towed vehicle presence / absence determination block (32) determines that there is no towed vehicle (2). When the control map (M1) for the case where there is no towed vehicle (2) is selected and a control signal is generated, and the towed vehicle presence / absence determination block (32) determines that the towed vehicle (2) is present In the CMS brake control method for selecting a control map (M2) for the case where there is a towed vehicle (2) and generating a control signal, in the control signal generating step (S3 or S4), the towed vehicle (2) If there is a brake, brake the tow vehicle side brake (B1) Control (S4) is performed to output a control signal to reduce the braking force of the tow vehicle side brake (B1) by delaying the imming and to increase the braking force of the towed vehicle side brake (B2). , B2) A CMS brake control method characterized by generating a minute brake air pressure immediately before braking is performed.

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