WO2018043519A1

WO2018043519A1 - Brake system, vehicle, and vehicle platoon

Info

Publication number: WO2018043519A1
Application number: PCT/JP2017/031037
Authority: WO
Inventors: 裕樹長谷部
Original assignee: ナブテスコオートモーティブ株式会社
Priority date: 2016-08-31
Filing date: 2017-08-29
Publication date: 2018-03-08
Also published as: JP7036730B2; JPWO2018043519A1

Abstract

This brake system (15), upon receiving the braking input amount from an autonomous driving control means (67) or an input means (64) and adjusting the fluid pressure of a braking means (50), checks the actual deceleration of a vehicle (10) against a target deceleration determined from a relationship preset according to the braking input amount, and further adjusts the fluid pressure of the braking means if a value based on the relationship between the actual deceleration and the target deceleration is a preset threshold value or more. The threshold value applied to the braking input amount from the autonomous driving control means (67) is smaller than that applied to the braking input amount from the input means (64).

Description

Brake system, vehicle and platooning vehicle group

The present invention relates to a brake system used for a vehicle capable of both automatic driving and normal driving. The present invention also relates to a vehicle including a brake system and a convoy travel vehicle group including the vehicle.

In recent years, vehicles capable of automatic driving for automatically controlling vehicles, such as vehicles that can automatically follow a leading vehicle when a plurality of vehicles travel in a row, are known. For example, as disclosed in Japanese Patent No. 3237451, such a vehicle acquires information on acceleration, deceleration, and braking from the leading vehicle, and based on these information, the accelerator operation and the brake operation are automatically controlled. Yes.

By the way, the relationship between the brake input amount given to the vehicle (the amount of operation of the brake means) and the actual deceleration of the vehicle varies depending on the environment in which the vehicle travels and the vehicle state. For example, the actual deceleration of the vehicle differs depending on whether the road surface on which the vehicle travels is dry or wet, even if the same brake input amount is applied to the vehicle. Further, the actual deceleration of the vehicle with respect to the same brake input amount varies depending on the weight of the vehicle load.

Here, in the case of a vehicle that is running in a row with automatic driving, the brake input amount given to the vehicle is uniformly determined based on information obtained from the leading vehicle. However, in such a case, the relationship between the brake input amount given to the vehicle and the actual deceleration realized by the brake input amount is not constant, and the actual deceleration greatly differs from the target deceleration. Sometimes.

On the other hand, in the case of normal driving where a person operates to drive the vehicle, the amount of brake input given to the vehicle is adjusted by the person driving the vehicle sensing changes in the driving environment and the vehicle state. However, even in this case, the brake input amount may not be appropriately adjusted according to changes in the driving environment and vehicle state, and the actual deceleration may be significantly different from the target deceleration. There is. In addition, it is complicated to drive while constantly detecting changes in the driving environment and the vehicle state, and there is a problem from the viewpoint of driving comfort.

Therefore, in both automatic driving and normal driving, even when the driving environment or vehicle state changes, when the brake input amount is given to the vehicle, the deceleration is close to the target deceleration expected from the brake input amount. The realization of a vehicle that can be decelerated with this is desired.

The present invention has been made in consideration of such points, and in both cases of automatic driving and normal driving, even when the driving environment and the vehicle state change, the brake input amount is given to the vehicle. An object of the present invention is to provide a vehicle in which braking of the vehicle is controlled so that a difference between a target deceleration expected from the brake input amount and an actual deceleration is suppressed.

The brake system according to the present invention comprises:
A brake system used for a vehicle capable of both automatic driving for automatically controlling the vehicle and normal driving for manipulating the vehicle,
Brake means having a conduit and a shoe that operates by fluid pressure in the conduit;
An input means capable of inputting a brake input amount by a human operation;
Automatic operation control means for automatically inputting the brake input amount;
Brake control means for adjusting the fluid pressure in the pipe line according to the brake input amount input from the input means and the automatic operation control means,
When the brake control unit receives the brake input amount and adjusts the fluid pressure, the brake control unit calculates an actual deceleration of the vehicle and a target deceleration determined from a relationship set in advance according to the brake input amount. Confirm, if the value based on the relationship between the actual deceleration and the target deceleration exceeds a preset threshold value or more than a threshold value, further adjust the fluid pressure,
The threshold value applied to the brake input amount input from the automatic operation control means is smaller than the threshold value applied to the brake input amount input from the input means.

The brake control means has information related to a preset relationship between the brake input amount and the fluid pressure, and when the brake input amount is input, the brake input amount is received based on the information. A corresponding target fluid pressure may be determined, and the fluid pressure in the conduit may be adjusted to the target fluid pressure.

When the value based on the relationship between the actual deceleration and the target deceleration exceeds a preset threshold value or exceeds a threshold value, the brake control means, A target fluid pressure corresponding to the received brake input amount may be determined based on a corrected relationship obtained by correcting the preset relationship with the fluid pressure.

The vehicle according to the present invention is
A vehicle capable of both automatic driving and normal driving,
A brake system as described above is provided.

The convoy travel vehicle group according to the present invention is:
The top vehicle,
A following vehicle that follows the leading vehicle, and
The subsequent vehicle is the vehicle described above.

According to the present invention, when a brake input amount is input to the vehicle even when the traveling environment or the vehicle state changes, the braking of the vehicle is performed with the target deceleration expected from the brake input amount and the actual deceleration. Can be controlled so as to be within a certain range.

FIG. 2 is a diagram for explaining an embodiment of the present invention and showing a convoy traveling vehicle group. It is a figure explaining one embodiment of the present invention, and is a block diagram showing the whole composition of vehicles. The figure which shows an example of the preset relationship of brake input amount and fluid pressure. The figure which shows an example of the preset relationship between brake input amount and target deceleration. The figure which shows an example of the relationship between the target deceleration with respect to the brake input amount, the lower limit deceleration, and the upper limit deceleration. The figure which shows another example of the relationship between the target deceleration with respect to the brake input amount, the lower limit deceleration, and the upper limit deceleration. The figure which shows the preparation method of correction conditions. The flowchart which shows the control method of the fluid pressure in a brake control means.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is a diagram for explaining an embodiment of a convoy travel vehicle group according to the present invention, and FIG. 2 is a diagram of a vehicle used as a succeeding vehicle following the leading vehicle in the convoy travel vehicle group of FIG. It is a block diagram which shows the whole structure.

The convoy travel vehicle group 1 of the present embodiment includes a leading vehicle 5 that is manually operated or automatically operated, and a subsequent vehicle 10 that follows the leading vehicle 5. In the example shown in FIG. 1, the convoy travel vehicle group 1 includes one subsequent vehicle 10, but may include a plurality of subsequent vehicles 10.

The following vehicle 10 included in the platooning vehicle group 1 is a vehicle 10 capable of both an automatic operation in which the vehicle 10 is automatically controlled and a normal operation in which the vehicle 10 is operated by a person. The leading vehicle 5 and the following vehicle 10 respectively have

communication devices

105 and 110 for performing inter-vehicle communication between the

vehicles

5 and 10, and the leading vehicle 5 controls the automatic driving of the following vehicle 10 through the communication device 105. It is now possible to issue information necessary for In addition, the following vehicle 10 can acquire information issued from the communication device 105 through the communication device 110. Here, the information necessary for controlling the automatic driving of the succeeding vehicle 10 issued from the communication device 105 is, for example, a target steering angle, a target acceleration, a target deceleration, and the like.

Hereinafter, the configuration of the vehicle 10 will be described in more detail with reference to FIG. As shown in FIG. 2, the vehicle 10 of the present embodiment includes a brake system 15, wheels 20 including a pair of front wheels 20 a and a pair of rear wheels 20 b, a power unit 30 including an engine and a motor, Accelerator amount input means 35 for determining a target acceleration, steering means 40 for changing the traveling direction of the vehicle 10 by changing the direction of the front wheels 20a and / or the rear wheels 20b, and the rotational speed of each wheel 20 are detected to detect the vehicle. And a rotational speed sensor 70 that acquires information on 10 actual traveling speeds, accelerations, and decelerations.

The accelerator amount input means 35 is a means for determining a target acceleration of the vehicle 10 corresponding to a desired acceleration of the vehicle 10 during a normal operation in which a person operates to drive the vehicle 10. In this embodiment, the accelerator amount input means 35 detects an accelerator pedal 35a that is operated by a person to input a desired accelerator amount, and a depression angle of the accelerator pedal 35a, that is, an accelerator input amount that is input by a person. And an accelerator amount detection sensor 35b.

Steering means 40 is means for steering the vehicle 10 at a desired steering angle in response to a desired change in the traveling direction of the vehicle 10. In the present embodiment, the steering means 40 detects a steering amount input means 41 for a person to input a desired steering input amount, and a steering input amount input from the steering amount input means 41, and sets the steering input amount. The steering actuator 42 which changes the angle R of the front wheel 20a and / or the rear wheel 20b based on it is included. The steering actuator 42 is disposed on the rod 21 connected to the front wheel 20a and / or the rear wheel 20b, and the angle R of the front wheel 20a and / or the rear wheel 20b is changed by operating the rod 21. Can be done. Here, the angle R of the front wheel 20a and / or the rear wheel 20b refers to a plane P1 parallel to a plane perpendicular to the width direction of the vehicle 10 and the front wheels 20a and / or the rear when the vehicle 10 is viewed in plan view. This is an angle formed by the plane P2 perpendicular to the rotation axis of the wheel 20b.

The brake system 15 includes a brake unit 50 provided on each wheel 20, a brake amount input unit 64 for a person to input a desired brake input amount during normal operation, and a brake input amount during automatic operation. An automatic operation control means 67 for automatically inputting, and a brake control means 60 for driving the brake means 50 in accordance with the brake input amount inputted from the brake amount input means 64 and the automatic control means 67 are provided.

The brake means 50 is provided in each wheel 20, and reduces rotation of each wheel 20 by frictional resistance. In the present embodiment, the brake means 50 is a fluid pressure brake that is driven by fluid pressure to brake the vehicle 10, and includes a pipe line 53 and a shoe 52 that is operated by the fluid pressure in the pipe line 53. Have.

More specifically, each brake means 50 includes a brake actuator 51, a shoe 52, and an actuator drive line 53 in which one end is connected to the brake actuator 51 and the other end is connected to the brake control means 60. And. The brake actuator 51 is driven by the fluid pressure in the actuator drive conduit 53 so as to press the corresponding shoe 52 against the corresponding wheel 20.

The brake amount input unit 64 is a unit that is operated by a person and inputs a desired brake input amount during a normal operation in which the vehicle 10 is operated by a person. In the present embodiment, the brake amount input means 64 includes a brake pedal 64a and a brake input amount detection sensor 64b that detects a depression angle of the brake pedal 64a, that is, a brake input amount input by a person.

The automatic driving control means 67 controls the automatic driving of the vehicle 10 based on the information acquired by the communication device 110. Specifically, a steering input amount, an accelerator input amount, a brake input amount, and the like are automatically input based on information acquired by the communication device 110.

The brake control means 60 adjusts the fluid pressure in the actuator drive line 53 in accordance with the brake input amount input from the brake amount input means 64 and the automatic control means 67. The brake control means 60 includes a fluid tank 61, and normal brake control means 65 and automatic brake control means 66 that control the brake means 50 by controlling the fluid pressure input to the actuator drive pipe 53.

The fluid tank 61 stores a compressed fluid, for example, compressed air, by a compressor (not shown) driven by the engine, and the fluid pressure in the fluid tank 61 is maintained at a predetermined pressure.

The normal brake control means 65 adjusts the fluid pressure input from the fluid tank 61 to the actuator drive pipe 53 according to the brake input amount input from the brake amount input means 64. The normal brake control means 65 is disposed on the first fluid conduit 65a and a first fluid conduit 65a having one end connected to the fluid tank 61 and the other end connected to the actuator drive conduit 53. The first regulating valve 65b for communicating or blocking the fluid tank 61 and the actuator driving pipeline 53 via the first fluid pipeline 65a by performing the opening / closing operation, and the first regulating valve 65b for controlling the opening / closing of the first regulating valve 65b. 1 adjustment valve control means 65c.

The first regulating valve 65b is normally closed as long as there is no input from the first regulating valve control means 65c. As the first regulating valve 65b, a known regulating valve such as a solenoid valve can be adopted. The first regulating valve control means 65c determines the target fluid pressure in the actuator drive line 53 based on the brake input amount input by the brake amount input means 64. Then, the first adjustment valve control means 65c determines the opening / closing amount of the first adjustment valve 65b according to the determined target fluid pressure, and opens the first adjustment valve 65b by the determined opening / closing amount. ing.

The automatic brake control means 66 adjusts the fluid pressure input from the fluid tank 61 to the actuator drive line 53 in accordance with the brake input amount input from the automatic operation control means 67. The automatic brake control means 66 is disposed on the second fluid conduit 66a, the second fluid conduit 66a having one end connected to the fluid tank 61 and the other end connected to the actuator drive conduit 53. The second regulating valve 66b for communicating or blocking the fluid tank 61 and the actuator driving pipeline 53 via the second fluid pipeline 66a by performing the opening / closing operation, and the second regulating valve 66b for controlling the opening / closing of the second regulating valve 66b. 2 adjustment valve control means 66c.

The second regulating valve 66b is normally closed unless there is an input from the second regulating valve control means 66c. As the second regulating valve 66b, a known regulating valve such as a solenoid valve can be adopted. The second regulating valve control means 66 c is for determining the target fluid pressure in the actuator drive line 53 based on the brake input amount input by the automatic operation control means 67. Then, the second adjustment valve control means 66c determines the opening / closing amount of the second adjustment valve 66b according to the determined target fluid pressure, and opens the second adjustment valve 66b by the determined opening / closing amount. ing.

Here, with reference to FIG. 3 to FIG. 7, a method of adjusting the fluid pressure in the actuator drive pipe 53 in the brake control means 60 will be described in detail.

The brake control means 60 has information relating to a preset relationship between the brake input amount and the fluid pressure. Specifically, the first regulating valve control unit 65c and the second regulating valve control unit 66c each hold information indicating the condition A that defines the relationship between the brake input amount and the fluid pressure, as shown in FIG. is doing. When the brake input amount is input, the first adjustment valve control unit 65c and the second adjustment valve control unit 66c respectively set the target fluid pressure p corresponding to the brake input amount received based on the condition A. The first adjusting valve 65b or the second adjusting valve 66b is opened by an amount corresponding to the determined target fluid pressure p, and the fluid pressure in the actuator drive line 53 is adjusted to the target fluid pressure p. It has become.

Incidentally, in general, the relationship between the fluid pressure in the actuator drive pipe and the actual deceleration of the vehicle varies depending on the environment in which the vehicle travels and the vehicle state. For example, the actual deceleration of the vehicle differs depending on whether the road surface on which the vehicle travels is dry or wet, even if the fluid pressure in the actuator drive conduit is the same. Also, the actual deceleration of the vehicle for the same fluid pressure varies depending on the weight of the vehicle load. This means that the relationship between the brake input amount given to the vehicle and the actual deceleration of the vehicle varies depending on the environment and vehicle state in which the vehicle travels.

In consideration of such circumstances, the brake control means 60 of the present invention is preset according to the actual deceleration of the vehicle 10 and the brake input amount when the brake input amount is received and the fluid pressure is adjusted. The target deceleration determined from the relationship is confirmed.

Specifically, each of the first adjustment valve control means 65c and the second adjustment valve control means 66c includes information indicating the condition B that defines the relationship between the brake input amount and the target deceleration as shown in FIG. keeping. The first adjustment valve control means 65c and the second adjustment valve control means 66c are determined by the condition B according to the actual deceleration of the vehicle 10 acquired from the speed sensor 70 shown in FIG. The set target deceleration rate α is confirmed.

Further, in consideration of the above-described circumstances, the brake control means 60 of the present invention can increase the value based on the relationship between the actual deceleration and the target deceleration α to a threshold value or higher if the value exceeds a preset threshold value. If so, the fluid pressure can be further adjusted.

Specifically, if the magnitude of the difference between the actual deceleration and the target deceleration α exceeds a predetermined threshold value t1, t2, or more than a predetermined value, the first adjustment valve 65b or the second adjustment valve The opening amount of 66b is changed to further adjust the fluid pressure in the actuator drive pipe 53.

Here, the adjustment of the fluid pressure in the actuator drive pipe line by the brake control means is preferably performed frequently so that the actual deceleration of the vehicle quickly approaches the target deceleration. However, in the case of normal driving where the vehicle is operated and operated by a person, repeated changes in the deceleration of the vehicle may cause the driver of the vehicle to feel uncomfortable.

In consideration of such circumstances, the threshold t2 applied to the brake input amount input from the automatic operation control unit 67 in the brake control unit 60 of the present invention is the brake input from the brake amount input unit 64. It is smaller than the threshold value t1 applied to the input amount.

Therefore, as well shown in FIG. 5, if the target deceleration that changes according to the brake input amount is α, the actual deceleration of the vehicle 10 with respect to the brake input amount input from the brake amount input means 64 is obtained. The allowable lower limit deceleration L1 is represented by L1 = α−t1, and the upper limit deceleration H1 is represented by H1 = α + t1. On the other hand, the lower limit deceleration L2 allowed as the actual deceleration of the vehicle 10 with respect to the brake input amount input from the automatic operation control means 67 is expressed by L2 = α−t2, and the upper limit deceleration H2 is H2. = Α + t2.

Note that the value based on the relationship between the actual deceleration and the target deceleration is not limited to the difference between the actual deceleration and the target deceleration. For example, the ratio between the actual deceleration and the target deceleration is used. May be represented. In this case, as shown in FIG. 6, when the target deceleration with respect to the brake input amount is α, the lower limit allowed as the actual deceleration of the vehicle 10 with respect to the brake input amount input from the brake amount input means 64. The deceleration L1 is expressed by, for example, L1 = α (1−t1), and the upper limit deceleration H1 is expressed by, for example, H1 = α (1 + t1). On the other hand, the lower limit deceleration L2 allowed as the actual deceleration of the vehicle 10 with respect to the brake input amount input from the automatic operation control means 67 is expressed by, for example, L2 = α (1-t2), and the upper limit deceleration. H2 is represented by, for example, H2 = α (1 + t2).

By the way, if the preset relationship between the brake input amount and the fluid pressure in the actuator drive line changes due to changes in the driving environment or vehicle condition, the relationship after the change is generally considered to last for a certain period. It is done. For example, a change in the relationship due to a wet road surface on which the vehicle travels will last until the road surface dries, and a change in the relationship due to the heavy weight of the vehicle load until the load is removed from the vehicle. Will last. In such a case, if the result of confirming the actual deceleration and the target deceleration of the vehicle is also used for the subsequent adjustment of the fluid pressure, the frequency and amount of adjustment of the vehicle deceleration are suppressed, and the vehicle is decelerated. It is thought that it can be performed stably.

In consideration of such circumstances, the brake control means 60 of the present embodiment determines that the value based on the relationship between the actual deceleration and the target deceleration exceeds a preset threshold or is equal to or greater than the threshold. If so, the preset relationship between the brake input amount and the fluid pressure is corrected. Specifically, when the difference between the actual deceleration of the vehicle 10 and the target deceleration rate α with respect to the brake input amount input from the automatic operation control means 67 is less than the lower limit deceleration L2 shown in FIG. As shown in FIG. 7, the fluid pressure p is corrected in the direction of increasing the brake input amount to obtain a corrected fluid pressure pc, and the correction condition Ac is determined. On the other hand, if the difference between the actual deceleration of the vehicle 10 and the target deceleration rate α with respect to the brake input amount input from the automatic operation control means 67 exceeds the upper limit deceleration H2 shown in FIG. The correction condition Ac is determined by correcting in the direction in which the fluid pressure p is reduced. At this time, how much the fluid pressure set with respect to the brake input amount is increased / decreased is determined based on the difference between the actual deceleration of the vehicle 10 and the target deceleration α, but is not limited thereto. Absent. For example, the vehicle 10 includes a road surface state detection sensor that detects the state of the road surface on which the vehicle 10 travels, a wheel state detection sensor that detects the state of the wheels 20, and a vehicle weight detection sensor that detects the total weight or the loading amount of the vehicle 10. In this case, the fluid pressure set for the brake input amount may be corrected based on detection results detected by various sensors. Here, examples of the road surface state detected by the road surface state detection sensor include a change in the frictional force of the road surface due to weather and a change in the material of the road surface, and a slope of the road surface. Further, the state of the wheel 20 detected by the wheel state detection sensor includes the degree of tire wear of the wheel 20, the temperature and air pressure of the tire, the degree of deterioration of the shoe 52 provided corresponding to each wheel 20, Temperature.

And the brake control means 60 of this Embodiment determines the target fluid pressure corresponding to the received brake input amount based on the obtained relationship after correction. That is, the target fluid pressure pc corresponding to the received brake input amount is determined based on the correction condition Ac.

Next, the operation of the vehicle 10 of the present embodiment will be described.

First, the operation of the accelerator amount input means 35 in the vehicle 10 will be described with reference to FIG.

First, when the vehicle 10 is traveling in normal operation, when the accelerator pedal 35a is depressed by a person, the stepping angle of the accelerator pedal 35a is detected by the accelerator amount detection sensor 35b, and the accelerator input amount corresponding to the stepping angle is the power. Input to the unit 30. When the accelerator input amount is input from the accelerator amount detection sensor 35b to the power unit 30, the engine output is controlled so that the engine output becomes the engine output corresponding to the accelerator input amount.

On the other hand, when the vehicle 10 is traveling in automatic driving, when the acceleration information necessary for acceleration control of the vehicle 10 is acquired by the communication device 110 shown in FIG. 1, the acceleration information is detected by the automatic driving control means 67, An accelerator input amount corresponding to the acceleration information is input to the power unit 30. When the accelerator input amount is input from the accelerator amount detection sensor 35b to the power unit 30, the engine output is controlled so that the engine output becomes the engine output corresponding to the accelerator input amount.

Next, the operation of the steering means 40 in the vehicle 10 will be described with reference to FIG.

First, when the vehicle 10 is traveling in normal driving, when the steering input amount is input to the steering amount input means 41 by a person, the input steering input amount is detected by the steering actuator 42. Then, the rod 21 is operated by the steering actuator 42 based on the detected steering input amount.

On the other hand, when the vehicle 10 is traveling in automatic driving, when the steering information necessary for steering control of the vehicle 10 is acquired by the communication device 110 shown in FIG. 1, the steering information is detected by the automatic driving control means 67, A steering input amount corresponding to the steering information is determined. Then, the rod 21 is operated by the steering actuator 42 based on the determined steering input amount.

Next, the operation of the brake system 15 in the vehicle 10 will be described with reference to FIGS. 1 to 8. FIG. 8 is a flowchart showing a fluid pressure control method in the brake control means 60.

First, when the vehicle 10 is traveling in normal driving, a brake operation is input to the brake amount input means 64 when the brake pedal 64a is depressed by a person operating the vehicle 10. When a brake operation is input to the brake amount input means 64, the brake input amount corresponding to the depression angle of the brake pedal 64a is determined by the brake input amount detection sensor 64b. And as shown in FIG. 8, the said brake input amount as an electrical signal is input into the 1st regulating valve control means 65c (step S1).

When the brake input amount is input to the first adjustment valve control means 65c, the first adjustment valve control means 65c determines the target fluid pressure in the actuator drive line 53 according to the brake input amount. Specifically, the target fluid pressure p corresponding to the brake input amount is determined with reference to the condition A shown in FIG. 3 (step S2), and the opening / closing amount of the first adjustment valve 65b is based on the target fluid pressure p. Is determined. When the opening / closing amount of the first adjustment valve 65b is determined, the first adjustment valve 65b is opened by the opening / closing amount.

When the first adjustment valve 65b is opened, the fluid tank 61 and the actuator drive line 53 are communicated with each other via the first fluid line 65a, and the fluid pressure in the actuator drive line 53 is increased. The fluid pressure corresponds to the opening / closing amount of the 1 regulating valve 65b. As a result, the fluid pressure in the actuator drive line 53 becomes equal to the target fluid pressure p. When the fluid pressure in the actuator drive line 53 becomes equal to the target fluid pressure p, the brake actuator 51 is driven corresponding to the target fluid pressure p. Accordingly, the shoe 52 is pressed against the corresponding wheel 20 with a pressure corresponding to the target fluid pressure p. As a result, the vehicle 10 is braked and the vehicle 10 starts to decelerate.

When the vehicle 10 starts decelerating, the actual deceleration of the vehicle 10 is detected by the rotational speed sensor 70 shown in FIG. Then, the first adjusting valve control means 65c confirms the actual deceleration and the target deceleration α determined from the relationship set in advance according to the brake input amount. It is determined whether or not the magnitude of the difference from the deceleration α is equal to or greater than the threshold value t1 (step S3). As a result, if the magnitude of the difference is smaller than the threshold value t1 (NO), the adjustment of the fluid pressure in the actuator drive line 53 by the first adjustment valve control means 65c is ended.

On the other hand, when the magnitude of the difference between the actual deceleration and the target deceleration α is equal to or greater than the threshold value t1 (YES), the condition A is set based on the difference between the actual deceleration and the target deceleration α. The correction condition Ac is determined after correction. For example, when the actual deceleration is lower than the lower limit deceleration L1 permitted as the actual deceleration shown in FIG. 5, the fluid pressure p set for the brake input amount is as shown in FIG. The corrected fluid pressure pc is corrected in the increasing direction to determine the corrected condition Ac. On the other hand, if the difference between the actual deceleration of the vehicle 10 and the target deceleration rate α with respect to the brake input amount exceeds the upper limit deceleration H1 permitted as the actual deceleration shown in FIG. On the other hand, the set fluid pressure p is corrected in a decreasing direction to determine the correction condition Ac. Then, based on the correction condition Ac, the target fluid pressure pc in the actuator drive line 53 is determined again (step S4), and the opening / closing amount of the first adjustment valve 65b is corrected based on the target fluid pressure pc. . When the opening / closing amount of the first adjusting valve 65b is corrected, the opening / closing amount of the first adjusting valve 65b is adjusted based on the corrected opening / closing amount.

By adjusting the opening / closing amount of the first adjustment valve 65b, the fluid pressure in the actuator drive line 53 becomes the corrected target fluid pressure pc corresponding to the opening / closing amount after the adjustment of the first adjustment valve 65b. As a result, the brake actuator 51 is driven with the target fluid pressure pc, and the shoe 52 is pressed against the corresponding wheel 20 with the pressure corresponding to the target fluid pressure pc. As a result, the deceleration of the vehicle 10 becomes closer to the target deceleration α.

Next, the actual deceleration of the vehicle 10 is detected by the rotational speed sensor 70 shown in FIG. Then, the actual deceleration and the target deceleration α determined from the relationship set in advance according to the brake input amount are confirmed again by the first regulating valve control means 65c, and the actual deceleration and the target are determined. Whether the magnitude of the difference from the deceleration α is equal to or greater than the threshold value t1 is determined again (step S3). In this way, the correction of the condition A is repeated until the magnitude of the difference between the actual deceleration and the target deceleration α becomes smaller than the threshold value t1, and the target fluid pressure in the actuator drive line 53 is corrected. .

On the other hand, when the vehicle 10 is traveling in automatic driving, various information is transmitted to the automatic driving control means 67 by the communication device 110. The automatic operation control means 67 determines the brake input amount based on the received information. And as shown in FIG. 8, the said brake input amount as an electrical signal is input into the 2nd regulating valve control means 66c (step S1).

When the brake input amount is input to the second adjustment valve control unit 66c, the second adjustment valve control unit 66c determines the target fluid pressure in the actuator drive line 53 according to the brake input amount. Specifically, the target fluid pressure p corresponding to the brake input amount is determined with reference to the condition A shown in FIG. 3 (step S2), and the opening / closing amount of the second adjustment valve 66b is determined based on the target fluid pressure p. Is determined. When the opening / closing amount of the second adjustment valve 66b is determined, the second adjustment valve 66b is opened by the opening / closing amount.

When the second regulating valve 66b is opened, the fluid tank 61 and the actuator drive line 53 are communicated with each other via the second fluid line 66a, and the fluid pressure in the actuator drive line 53 is increased. 2 The fluid pressure corresponds to the opening / closing amount of the regulating valve 66b. As a result, the fluid pressure in the actuator drive line 53 becomes equal to the target fluid pressure p. When the fluid pressure in the actuator drive line 53 becomes equal to the target fluid pressure p, the brake actuator 51 is driven corresponding to the target fluid pressure p. As a result, the shoe is pressed against the corresponding wheel 20 with a pressure corresponding to the target fluid pressure p. As a result, the vehicle 10 is braked and the vehicle 10 starts to decelerate.

When the vehicle 10 starts decelerating, the actual deceleration of the vehicle 10 is detected by the rotational speed sensor 70 shown in FIG. Then, the second adjusting valve control means 66c confirms the actual deceleration and the target deceleration α determined from the relationship set in advance according to the brake input amount, and the actual deceleration and the target It is determined whether or not the magnitude of the difference from the deceleration α is equal to or greater than the threshold value t2 (step S3). As a result, if the magnitude of the difference is smaller than the threshold value t2 (NO), the adjustment of the fluid pressure in the actuator drive line 53 by the second adjustment valve control means 66c is ended.

On the other hand, when the magnitude of the difference between the actual deceleration and the target deceleration α is equal to or greater than the threshold value t2 (YES), the condition A is set based on the difference between the actual deceleration and the target deceleration α. The correction condition Ac is determined after correction. For example, when the actual deceleration is lower than the lower limit deceleration L2 permitted as the actual deceleration shown in FIG. 5, the fluid pressure p set for the brake input amount is as shown in FIG. The corrected fluid pressure pc is corrected in the increasing direction to determine the corrected condition Ac. On the other hand, when the difference between the actual deceleration of the vehicle 10 and the target deceleration rate α with respect to the brake input amount exceeds the upper limit deceleration H2 permitted as the actual deceleration shown in FIG. On the other hand, the set fluid pressure p is corrected in a decreasing direction to determine the correction condition Ac. Then, based on the correction condition Ac, the target fluid pressure pc in the actuator drive pipe 53 is determined again (step S4), and the opening / closing amount of the second adjustment valve 66b is corrected based on the target fluid pressure pc. . When the opening / closing amount of the second adjustment valve 66b is corrected, the opening / closing amount of the second adjustment valve 66b is adjusted based on the corrected opening / closing amount.

By adjusting the opening / closing amount of the second adjustment valve 66b, the fluid pressure in the actuator drive line 53 becomes the corrected target fluid pressure pc corresponding to the adjusted opening / closing amount of the second adjustment valve 66b. As a result, the brake actuator 51 is driven with the target fluid pressure pc, and the shoe is pressed against the corresponding wheel 20 with the pressure corresponding to the target fluid pressure pc. As a result, the deceleration of the vehicle 10 becomes closer to the target deceleration α.

Next, the actual deceleration of the vehicle 10 is detected by the rotational speed sensor 70 shown in FIG. Then, the second adjusting valve control means 66c reconfirms the actual deceleration and the target deceleration α determined from the relationship set in advance according to the brake input amount, and the actual deceleration and the target Whether or not the magnitude of the difference from the deceleration α is equal to or greater than the threshold value t2 is determined again (step S3). In this way, the correction of the condition A is repeated until the magnitude of the difference between the actual deceleration and the target deceleration α becomes smaller than the threshold value t2, and the target fluid pressure in the actuator drive line 53 is corrected. .

By the way, as shown in FIGS. 5 and 6, the threshold value t2 applied to the brake input amount input from the automatic operation control means 67 in the case of automatic operation is the brake amount input means 64 in the case of normal operation. It is smaller than the threshold value t1 applied to the brake input amount input from. For this reason, the deceleration of the vehicle 10 is adjusted more frequently in the case of the automatic operation in the case of the normal operation and the case of the automatic operation.

In the embodiment described above, the brake system 15 is used in the vehicle 10 capable of both automatic driving for automatically controlling the vehicle 10 and normal driving for operating the vehicle 10 by a human operation. 15, a brake means 50 having a pipe line 53 and a shoe 52 operated by a fluid pressure in the pipe line 53, an input means 64 capable of inputting a brake input amount by a human operation, and a brake Automatic operation control means 67 for automatically inputting an input amount, and brake control means 15 for adjusting the fluid pressure in the pipe line 53 in accordance with the brake input amount input from the input means 64 and the automatic operation control means 67. When the brake control means 15 receives the brake input amount and adjusts the fluid pressure, the brake control means 15 has a function set in advance according to the actual deceleration of the vehicle 10 and the brake input amount. The target deceleration α determined from the above is confirmed, and if the value based on the relationship between the actual deceleration and the target deceleration α exceeds the preset threshold values t1, t2, or more than the threshold values t1, t2. If so, further adjust the fluid pressure.

According to such a brake system 15, the brake control means 60 compares the actual deceleration of the vehicle 10 with the target deceleration α after operating the shoe 52 of the brake means 50. If the difference between the two is large, the pressing force of the shoe 52 is adjusted by adjusting the fluid pressure for operating the shoe 52. As a result, even if the traveling environment or the vehicle state changes, the vehicle 10 can change the shoe so that the actual deceleration approaches the target deceleration rate α expected from the brake input amount when the brake input amount is input. The pressing force of 52 and hence the braking force of the vehicle 10 are controlled.

In the brake system 15 according to the embodiment described above, the threshold value t2 applied to the brake input amount input from the automatic operation control unit 67 is applied to the brake input amount input from the input unit 64. It is smaller than the threshold value t1.

According to such a brake system 15, the threshold value used for determining whether or not to adjust the fluid pressure in the pipe line 53 is different between the case of the automatic operation and the case of the normal operation, and the former case is better. small. For this reason, the deceleration is frequently adjusted in the case of automatic operation, while the adjustment frequency of the deceleration is suppressed in the case of normal operation. In automatic driving, it is impossible to expect the learning ability of the operator who drives the vehicle, but by adjusting the deceleration at high frequency, high-precision speed control and braking at the expected braking distance can be stabilized. Can be realized. On the other hand, in normal operation, disturbance factors such as road surface conditions and load weight are given without excessively giving the driver who operates the vehicle the uncomfortable feeling caused by the difference between the brake input amount input by himself and the actual deceleration. It is possible to correct the fluctuation of the deceleration caused by the above. That is, the target deceleration is obtained by changing the threshold applied to the brake input amount input from the automatic operation control means to the threshold applied to the brake input amount input from the input means. The control for realizing the above is appropriately changed according to the operation mode of automatic operation and normal operation.

In the embodiment described above, the brake control means 60 has information (information indicating the condition A) regarding a preset relationship between the brake input amount and the fluid pressure, and when the brake input amount is input. The target fluid pressure p corresponding to the received brake input amount is determined based on the information (information indicating the condition A), and the fluid pressure in the pipe 53 is adjusted to the target fluid pressure p. In this case, it is easy to determine the target fluid pressure p based on the brake input amount.

In the above-described embodiment, the brake control unit 60 determines that the value based on the relationship between the actual deceleration and the target deceleration α exceeds the preset thresholds t1 and t2, or more than the thresholds t1 and t2. In this case, based on the corrected relationship (correction condition Ac) obtained by correcting the preset relationship (condition A) between the brake input amount and the fluid pressure, the received brake input amount is handled. A target fluid pressure pc is determined. In this case, if the actual deceleration and the target deceleration α are greatly different, the condition A relating to the relationship between the brake input amount used for determining the fluid pressure and the fluid pressure is corrected, and based on the corrected condition Ac. Thus, the target fluid pressure pc is determined. Then, the corrected condition Ac can be used for the subsequent determination of the fluid pressure. Therefore, when it is necessary to continuously correct the preset relationship between the brake input amount and the fluid pressure for a certain period of time as in the case where the traveling environment or the vehicle state changes, the relationship once corrected (correction condition Ac) Can be reflected in the subsequent adjustment of the fluid pressure. As a result, the adjustment frequency and amount of deceleration of the vehicle 10 are suppressed, and the vehicle 10 can be decelerated stably.

In the embodiment described above, the vehicle 10 is a vehicle capable of both automatic driving and normal driving, and includes the brake system 15 described above. In this case, even if the driving environment or the vehicle state changes, the vehicle 10 can be used to make the actual deceleration approach the target deceleration rate α expected from the brake input amount when the brake input amount is input. The pressing force of 52 and hence the braking force of the vehicle 10 are controlled.

In the above-described embodiment, the row running vehicle group 1 includes the leading vehicle 5 that is manually operated or automatically operated, and the subsequent vehicle 10 that follows the leading vehicle 5, and the subsequent vehicle 10 is the vehicle 10 described above. It is. In this case, if the brake input amount is input even if the traveling environment or the vehicle state changes, the succeeding vehicle 10 is arranged so that the actual deceleration approaches the target deceleration rate α expected from the brake input amount. The pressing force of the shoe 52, and hence the braking force of the vehicle 10, is controlled.

Claims

A brake system used for a vehicle capable of both automatic driving for automatically controlling the vehicle and normal driving for manipulating the vehicle,
Brake means having a conduit and a shoe that operates by fluid pressure in the conduit;
An input means capable of inputting a brake input amount by a human operation;
Automatic operation control means for automatically inputting the brake input amount;
Brake control means for adjusting the fluid pressure in the pipe line according to the brake input amount input from the input means and the automatic operation control means,
When the brake control unit receives the brake input amount and adjusts the fluid pressure, the brake control unit calculates an actual deceleration of the vehicle and a target deceleration determined from a relationship set in advance according to the brake input amount. Confirm, if the value based on the relationship between the actual deceleration and the target deceleration exceeds a preset threshold value or more than a threshold value, further adjust the fluid pressure,
The brake system, wherein the threshold value applied to the brake input amount input from the automatic operation control means is smaller than the threshold value applied to the brake input amount input from the input means.
The brake control means has information related to a preset relationship between the brake input amount and the fluid pressure, and when the brake input amount is input, the brake input amount is received based on the information. The brake system of claim 1, wherein a corresponding target fluid pressure is determined and the fluid pressure in the conduit is adjusted to the target fluid pressure.
When the value based on the relationship between the actual deceleration and the target deceleration exceeds a preset threshold value or exceeds a threshold value, the brake control means, The brake system according to claim 2, wherein a target fluid pressure corresponding to the received brake input amount is determined based on a corrected relationship obtained by correcting the preset relationship with the fluid pressure.
A vehicle capable of both automatic driving and normal driving,
A vehicle comprising the brake system according to any one of claims 1 to 3.
The top vehicle,
A following vehicle that follows the leading vehicle, and
The succeeding vehicle is a group running vehicle group that is the vehicle according to claim 4.