CN114096446A - Air pressure control device, air pressure circuit, and brake control system - Google Patents

Air pressure control device, air pressure circuit, and brake control system Download PDF

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Publication number
CN114096446A
CN114096446A CN202080050603.6A CN202080050603A CN114096446A CN 114096446 A CN114096446 A CN 114096446A CN 202080050603 A CN202080050603 A CN 202080050603A CN 114096446 A CN114096446 A CN 114096446A
Authority
CN
China
Prior art keywords
air pressure
air
valve
port
pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202080050603.6A
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Chinese (zh)
Inventor
松原健一
松家伸成
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nabtesco Automotive Corp
Original Assignee
Nabtesco Automotive Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2019092731 external-priority
Application filed by Nabtesco Automotive Corp filed Critical Nabtesco Automotive Corp
Publication of CN114096446A publication Critical patent/CN114096446A/en
Pending legal-status Critical Current

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/04Arrangements of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00Brake-action initiating means
    • B60T7/12Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00Brake-action initiating means
    • B60T7/12Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/14Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated upon collapse of driver
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition

Abstract

Provided are an air pressure control device, an air pressure circuit and a brake control system, which are easy to be mounted on a conventional vehicle and can be used in abnormal situations. A pressure control module (20) is provided with: an air pressure circuit (22) having a first port (P1), a second port (P2), and a third port (P3), the first port (P1) being connected to an air tank of a vehicle, the second port (P2) being connected to a brake valve that outputs an air pressure signal when a braking operation is performed, the third port (P3) being connected to a brake mechanism that applies a braking force to a wheel based on the air pressure signal, the air pressure circuit (22) being switched between a first communication state in which air is communicated from the second port (P2) to the third port (P3) and a second communication state in which air is communicated from the first port (P1) to the third port (P3); and a sub-ECU (32) that switches the air pressure circuit (22) from the first communication state to the second communication state based on an abnormality signal indicating an abnormality of the driver.

Description

Air pressure control device, air pressure circuit, and brake control system
Technical Field
The present disclosure relates to an air pressure control device, an air pressure circuit, and a brake control system.
Background
Guidelines for the following system are established (see, for example, non-patent document 1): in the case where the driver suddenly fails to continue safe driving during driving due to a sudden change in the physical condition of the driver or the like, the vehicle is stopped by an operation of a passenger other than the driver as an emergency measure. In addition, various brake systems and the like have been proposed according to the guidelines.
Documents of the prior art
Non-patent document
Non-patent document 1: ドライバー is very often turning up the left animal (35336s) (basic design book of handling system (deceleration stop type) when the driver is abnormal), 2016 (3 months) and advanced and safe automobile propulsion workshop of State and local traffic province and automobile agency
Disclosure of Invention
Problems to be solved by the invention
The proposed Brake System is mostly assumed to be applied to a new vehicle equipped with an EBS (Electronically controlled Brake System). Therefore, it is the actual situation that hysteresis is applied to deal with an abnormality in a vehicle, in particular, a used vehicle (existing vehicle) or the like that has been used, in which a command system for a brake mechanism is controlled by air pressure.
An object of the present disclosure is to provide an air pressure control device, an air pressure circuit, and a brake control system for use in an abnormal situation where the device can be easily mounted even in a vehicle.
Means for solving the problems
In one aspect, an air pressure control device for solving the above problems includes: an air pressure circuit having a first port connected to an air tank of a vehicle, a second port connected to a brake valve that outputs an air pressure signal when a braking operation is performed, and a third port connected to a brake mechanism that applies a braking force to a wheel based on the air pressure signal, the air pressure circuit being switched between a first communication state in which air is supplied from the second port to the third port and a second communication state in which air is supplied from the first port to the third port; and a control unit that switches the air pressure circuit from the first communication state to the second communication state based on an abnormality signal indicating an abnormality of a driver.
The air pressure control device may include: a housing for accommodating the control unit; and a main body provided with the first port, the second port, and the third port, and a flow path communicating these ports, and coupled to the housing.
The air pressure control device may include: a first control portion that acquires vehicle speed information and compares the vehicle speed information with a target value to calculate a target pressure; and a second control unit that controls the air pressure circuit so that a detection value of the pressure sensor approaches the target pressure.
In the air pressure control device, the first control unit may calculate the target pressure so that the deceleration of the vehicle approaches a first target deceleration within a predetermined period after the input of the abnormality signal, and may calculate the target pressure so that the deceleration of the vehicle approaches a second target deceleration having an absolute value larger than an absolute value of the first target deceleration after the elapse of the predetermined period.
In the air pressure control device, the air pressure circuit may include: an air pressure-driven valve driven by air pressure, connected to the air tank; a solenoid valve for applying air pressure to the air pressure-driven valve; and a direction switching valve that allows a flow of air from the higher one of the pressure on the second port side and the pressure on the air pressure drive valve side, wherein the air pressure drive valve can switch between a supply state in which air is supplied to the direction switching valve side and an exhaust state in which air on the direction switching valve side is discharged, in accordance with the air pressure applied by the electromagnetic valve.
In the air pressure control device, the solenoid valve may be configured by an intake solenoid valve that communicates a passage for applying air pressure to the air pressure driven valve, and an exhaust solenoid valve that can discharge air in the passage.
In another aspect, an air pressure circuit for solving the above-described problem is an air pressure circuit driven based on an abnormality signal indicating an abnormality of a driver, and includes: an air pressure-driven valve driven by air pressure, which is connected to an air tank of a vehicle; a solenoid valve for applying air pressure to the air pressure-driven valve; and a direction switching valve that allows a flow of air from a higher one of a pressure on a port side connected to a brake valve that outputs an air pressure signal when a brake operation is performed and a pressure on the air pressure drive valve side, wherein the air pressure drive valve switches between a supply state in which air is supplied from the air tank to the direction switching valve side and an exhaust state in which the air on the direction switching valve side is discharged, in accordance with the air pressure applied by the electromagnetic valve.
In another aspect, a brake control system for a vehicle for solving the above problems includes: a brake control circuit that controls a brake driving unit that applies a braking force to a wheel based on a brake operation by a driver; a detection unit for detecting an abnormality of the driver; an abnormal brake control circuit that controls the brake driving unit when the driver is abnormal, the abnormal brake control circuit including a circuit different from the brake control circuit; and a control unit that operates the abnormal-time brake control circuit so as to decelerate the vehicle at a predetermined deceleration based on an abnormality signal indicating an abnormality of the driver, which is output from the detection unit.
Drawings
Fig. 1 is a schematic diagram showing an overall configuration of an air pressure brake system including an air pressure control device according to an embodiment.
Fig. 2 is a perspective view showing an external appearance of the air pressure control device according to the embodiment.
Fig. 3 is a front view showing an external appearance of the air pressure control device of the embodiment.
Fig. 4 is a plan view showing the external appearance of the air pressure control device of this embodiment.
Fig. 5 is a left side view showing the external appearance of the air pressure control device of the embodiment.
Fig. 6 is a side view of the right side showing the external appearance of the air pressure control device of the embodiment.
Fig. 7 is a bottom view showing the external appearance of the air pressure control device according to the embodiment.
Fig. 8 is a rear view showing an external appearance of the air pressure control device according to the embodiment.
Fig. 9 is a schematic diagram of a system for handling an abnormality according to this embodiment.
Fig. 10 is a circuit diagram of the air pressure circuit in the first communication state in which the brake valve and the brake mechanism communicate with each other in the embodiment.
Fig. 11 is a circuit diagram of the air pressure circuit of fig. 10 in a second communication state in which the air tank and the brake mechanism are communicated.
Fig. 12 is a flowchart showing a processing procedure of the abnormality coping system according to the embodiment.
Fig. 13 is a flowchart showing a processing procedure of the abnormality coping system according to the embodiment.
Fig. 14 is a schematic diagram showing a part of an air pressure brake system including an air pressure control device, in a modification of the air pressure control device.
Fig. 15 is a schematic diagram showing a part of an air pressure brake system including an air pressure control device, which is a modification of the air pressure control device.
Fig. 16 is a perspective view showing an external appearance of an air pressure control device in a modification in which the air pressure control device includes a housing composed of a first housing member and a second housing member.
Fig. 17 is a front view showing an external appearance of the air pressure control device of fig. 16.
Fig. 18 is a plan view showing an external appearance of the air pressure control device of fig. 16.
Fig. 19 is a left side view showing an external appearance of the air pressure control device of fig. 16.
Fig. 20 is a side view of the right side showing the appearance of the air pressure control device of fig. 16.
Fig. 21 is a bottom view showing an external appearance of the air pressure control device of fig. 16.
Fig. 22 is a rear view showing an external appearance of the air pressure control device of fig. 16.
Detailed Description
An embodiment of an air pressure control device and an air pressure circuit provided in the air pressure control device will be described below. The air pressure control device is provided in an air pressure brake system mounted in a vehicle such as a bus.
As shown in fig. 1, an air pressure brake system 11 mounted on a vehicle 10 is a command system for controlling a brake mechanism by air pressure and is a system including a full air brake (full air brake) of an air pressure-driven brake mechanism. The air pressure brake system 11 includes an air tank 12 for storing compressed air generated by a compressor (not shown). The air tank 12 has a first tank 12A, a second tank 12B, and a third tank 12C. For example, the first tank 12A is a tank that stores compressed air for applying braking force to the front wheels of the vehicle 10, and the second tank 12B is a tank that stores compressed air for applying braking force to the rear wheels of the vehicle 10. The third tank 12C is a tank for storing compressed air used for other purposes. The first tank 12A is connected to a front pressure chamber 13A of the brake valve 13, and the second tank 12B is connected to a rear pressure chamber 13B of the brake valve 13. In addition, the first tank 12A and the second tank 12B are connected to the air horn device 14B via a protection valve 14A.
The brake valve 13 is connected to the pair of relay valves 15 via a pair of air pipes 18. When the brake pedal 13C of the brake valve 13 is operated by the driver, an air pressure signal is output from the brake valve 13 to the relay valve 15. Each relay valve 15 is connected to the air tank 12 through an air pipe, not shown. When the air pressure signal from the brake valve 13 is input to the relay valve 15, a large amount of compressed air stored in the air tank 12 is supplied to the relay valve 15 through the air pipe. A large amount of compressed air supplied to the relay valve 15 is supplied to a Brake chamber 17 via an ABS (Anti-lock Brake System) control valve 16. The brake chamber 17 generates braking force on the wheels due to the supplied air. The ABS control valve 16 and the brake chamber 17 constitute an air pressure-driven brake mechanism.
When the system for dealing with an abnormality in which the vehicle is stopped by an operation of an occupant other than the driver is mounted on the air brake system 11 of a vehicle in use (existing vehicle), a Pressure Control Module (PCM) 20 is provided in the middle of the air pipe 18 of the command system connecting the brake valve 13 and the relay valve 15. The pressure control module 20 has: a first port P1 connected to the air tank 12 (third tank 12C); the second port P2 is connected to the brake valves 13, respectively, and the third port P3 is connected to the brake mechanism including the relay valve 15, respectively. The pressure control module 20 corresponds to an air pressure control device. Since the pressure control module 20 is provided between the brake valve 13 and the relay valve 15, the pressure control module 20 can be mounted to an air pressure brake system 11 having a brake mechanism other than an air pressure drive type.
Next, the pressure control module 20 including its external appearance will be described with reference to fig. 2 to 8. As shown in fig. 2 to 6, the pressure control module 20 includes a housing 210 for housing a control device and the like. The housing 210 is formed of, for example, resin. The housing 210 is connected to a main body 211 in which a flow path and the like are formed. The main body 211 is made of aluminum, for example, and can be manufactured by a casting method such as aluminum die casting. The body 211 is provided with a port connection portion 212 to which various ports are connected. A pair of second ports P2, which are connected to the front air supply passage 37 and the rear air supply passage 38 of the brake valve 13, respectively, are provided on the first surface 213 of the port connection portion 212.
A pair of third ports P3 connected to the front signal supply path 24A and the rear signal supply path 24B are provided on a second surface 214 of the port connection portion 212 perpendicular to the first surface 213 on which the second port P2 is provided. A first port P1 to which the first supply passage 23 to which the compressed air from the air tank 12 is supplied is connected is provided near the third port P3.
As shown in fig. 7, a discharge portion 58 accommodating a muffler (muffler) is provided on the lower side of the main body 211. In addition, as shown in fig. 8, a projection 215 projecting from the main body 211 is provided on the back surface of the main body 211. A connection portion 216 is provided on the lower surface of the housing 210, and the connection portion 216 is used to connect a control device or the like housed in the housing 210 to an external power supply or a cable of an electrical system for an in-vehicle network.
As described above, the pressure control module 20 is a unit in which the control device for controlling the air pressure circuit and the flow path are integrated. When the pressure control module 20 is mounted to the vehicle 10, the projection 215 is fixed at a predetermined position of the vehicle body. The first port P1 is connected to a pipe connected to the air tank 12, the second port P2 is connected to a pipe connected to the brake valve 13, and the third port P3 is connected to the relay valve 15. Further, a cable of the electrical system is connected to the connection portion 216. That is, the main component that is mounted to the air pressure brake system 11 in order to cope with the abnormality may be only the pressure control module 20.
The air pressure circuit of the pressure control module 20 is described in detail with reference to fig. 9. The pressure Control module 20 includes an air pressure circuit 22 and a sub ECU (Electronic Control Unit) 32. The pressure control module 20 constitutes an abnormality coping system 50 together with the main ECU 31. The main ECU 31 may be provided outside the housing 210, or may be housed in the housing 210.
The main ECU 31 and the sub-ECU 32 each include a calculation unit, a communication interface unit, a volatile storage unit, and a nonvolatile storage unit. The calculation unit is a computer processor and controls the air pressure brake system 11 in accordance with a control program stored in a nonvolatile storage unit (storage medium). The arithmetic unit may realize at least a part of the processing executed by itself by a circuit such as an ASIC. The control program may be executed by one computer processor or may be executed by a plurality of computer processors. The main ECU 31 and the sub-ECU 32 are connected to a vehicle Network such as a CAN (Controller Area Network) 33, and transmit and receive various information to and from each other.
When the operation switch 51 and the release switch 52 are turned on, an on signal output from them is input to the main ECU 31. The operation switch 51 and the release switch 52 are switches assumed to be operated by the driver, and are provided near the driver seat. When the operation switch 51 is turned on, the abnormal-state countermeasure system 50 operates. The release switch 52 is a switch for stopping the operation of the abnormal handling system 50 when the abnormal handling system 50 is erroneously started or the like.
When the passenger seat operation switch 53 is turned on, an on signal output from the on switch is input to the main ECU 31. The passenger seat operation switch 53 is a switch supposed to be operated by a passenger other than the driver. The passenger seat operation switch 53 is provided at a position other than the driver seat, and is provided at a position that can be operated by a passenger other than the driver.
The main ECU 31 acquires vehicle speed information indicating a vehicle speed from the vehicle speed sensor 55 via the CAN 33. When the abnormality coping system 50 starts operating, the main ECU 31 calculates the air pressure of the air pressure brake system 11 so that the deceleration obtained from the vehicle speed information approaches the target deceleration, which is the target value, and instructs the sub ECU 32 of the calculated air pressure. The target deceleration can be changed by updating data stored in a storage unit such as the main ECU 31. For example, in the case where the vehicle 10 is a shared bus, the absolute value of the target deceleration is made small, assuming that a standing passenger is present in the vehicle. In addition, when the vehicle 10 is a high-speed bus in which all passengers are seated, the absolute value of the target deceleration may be made larger than that of the shared bus. The target deceleration may be changed according to the weight and length of the vehicle 10.
When the system 50 is to be started in an abnormal state, the main ECU 31 outputs instruction signals to the in-vehicle device 56 and the out-vehicle device 57. The in-vehicle device 56 is, for example, an accelerator interlock mechanism that disables an accelerator pedal from being operated. When an abnormality occurs, the main ECU 31 operates the accelerator interlock mechanism. In addition, as the in-vehicle device 56, a notification buzzer, a notification lamp, or the like may be provided in the vehicle interior. For example, when an abnormality occurs, the main ECU 31 outputs a sound from a notification buzzer and turns on or blinks a notification lamp. The vehicle exterior device 57 is, for example, an air horn device 14B, a double flashing light, a brake light, or the like. For example, when an abnormality occurs, the main ECU 31 drives the protection valve 14A and the like to supply air to the air horn device 14B to generate a warning sound, and turns on or blinks the double blinker and the brake lamp.
The sub-ECU 32 is housed in the case 210 of the pressure control module 20, and controls various valves of the pressure control module 20. The pressure control module 20 has a first supply passage 23 connected to the air tank 12. The first supply passage 23 is connected to a front air supply passage 37 and a rear air supply passage 38, the front air supply passage 37 is connected to the brake chamber 17 of the wheel disposed in front via the relay valve 15, and the rear air supply passage 38 is connected to the brake chamber 17 of the wheel disposed in rear.
A relay valve 25 is connected to an intermediate portion of the first supply passage 23. The relay valve 25 has an outlet 25A, and the outlet 25A is connected to an exhaust portion 58 having a muffler. The relay valve 25 has a pilot port 25B. The pilot port 25B is connected to a branch path 26 branching from the first supply path 23. When the air pressure applied from the branch passage 26 to the pilot port 25B is a predetermined pressure such as atmospheric pressure, the relay valve 25 is in an exhaust state in which the first supply passage 23 is blocked by the biasing force of a biasing spring or the like. When the relay valve 25 is in the exhaust state, the flow of air from the air tank 12 to the forward air supply passage 37 and the backward air supply passage 38 is blocked. When the relay valve 25 is in the exhaust state, a first portion of the first supply passage 23 on the downstream side of the relay valve 25 communicates with the discharge portion 58, and compressed air is discharged from the first portion of the first supply passage 23. Accordingly, the pressure of the first portion of the first supply passage 23 becomes a predetermined pressure such as atmospheric pressure.
On the other hand, when the air pressure applied from the branch passage 26 to the pilot port 25B reaches a driving pressure higher than a predetermined pressure such as atmospheric pressure, the relay valve 25 is in a supply state in which the first supply passage 23 is communicated against the biasing force of a biasing spring or the like. When the relay valve 25 is in the supply state, air is supplied from the air tank 12 to the front air supply passage 37 and the rear air supply passage 38. When the relay valve 25 is in the supply state, the first supply passage 23 communicates with the front air supply passage 37 and the rear air supply passage 38. In addition, when the pressure on the outlet side (secondary side) is too high, the relay valve 25 is in an exhaust state in which the communication state of the first supply passage 23 is blocked.
The branch passage 26 has a first end connected to the first supply passage 23 and a second end connected to the discharge portion 58. An intake valve 27 and an exhaust valve 28 are provided in the middle of the branch passage 26. The intake valve 27 and the exhaust valve 28 are solenoid valves and are driven by the sub-ECU 32. The intake valve 27 is provided upstream of the exhaust valve 28 (in the air tank 12) in the branch passage 26. The intake valve 27 switches its operation in accordance with turning on/off (driving/non-driving) of the power supply from the sub-ECU 32 via the wiring 27A. The intake valve 27 is at a closed position for closing the branch passage 26 in a non-driven state in which the power supply is turned off. The intake valve 27 is at an open position that opens the branch passage 26 when the power supply is driven.
The exhaust valve 28 is an electromagnetic valve that switches its operation in accordance with turning on/off (driving/non-driving) of the power supply from the sub-ECU 32 via the wiring 28A. The exhaust valve 28 is in an open position of the communication branch passage 26 in a non-driven state in which the power supply is cut off. The exhaust valve 28 is in a closed position for blocking the branch passage 26 in a state where the power supply is driven. That is, when the intake valve 27 is in the closed position in the non-driven state, the exhaust valve 28 opens the portion downstream of the intake valve 27 and the signal supply passage 29 to the atmosphere. In this driving state, the exhaust valve 28 sets the portion of the branch passage 26 upstream of the intake valve 27 and the portion of the first supply passage 23 upstream of the relay valve 25 to the atmospheric pressure.
Further, a first pressure sensor 35 and a signal supply path 29 for supplying an air pressure signal to the relay valve 25 are connected to the branch path 26 at intermediate positions between the intake valve 27 and the exhaust valve 28. The first pressure sensor 35 detects a pressure between the intake valve 27 and the exhaust valve 28 in the branch passage 26, and outputs a signal indicating the detected pressure to the sub ECU 32.
The first supply passage 23 is connected to the third supply passage 30. The third supply passage 30 is connected to a pair of double check valves 36, i.e., double check valves 36A and 36B. The double check valve 36A is connected to the third supply passage 30, a front signal supply passage 24A connected to the front pressure chamber 13A of the brake valve 13, and a front air supply passage 37 for generating braking force to the front wheels. The double check valve 36A allows the supply of compressed air from one of the third supply passage 30 and the front signal supply passage 24A, i.e., the one having a higher pressure, and blocks the supply of compressed air from the other, i.e., the one having a lower pressure. A second pressure sensor 39 is connected to the front air supply passage 37. The second pressure sensor 39 outputs a signal indicating the detected pressure to the sub-ECU 32.
The double check valve 36B is connected to the third supply passage 30, a rear signal supply passage 24B connected to the rear pressure chamber 13B of the brake valve 13, and a rear air supply passage 38 for applying a braking force to the rear wheels. The double check valve 36B allows the supply of compressed air from one of the third supply passage 30 and the rear signal supply passage 24B, i.e., the one having a higher pressure, and blocks the supply of compressed air from the other, i.e., the one having a lower pressure.
Next, the operation of the pressure control module 20 will be described with reference to fig. 10 and 11. Fig. 10 shows the air pressure circuit 22 in a case where the operation switch 51 and the passenger seat operation switch 53 are not on-operated. In fig. 10, the air pressure circuit 22 is in a first communication state in which the brake valve 13 and the brake mechanism are communicated and air is supplied from the second port P2 to the third port P3.
As shown in fig. 10, when the operation switch 51 and the passenger seat operation switch 53 are not turned on, the sub-ECU 32 deactivates the intake valve 27 and the exhaust valve 28. In this case, the intake valve 27 is in the closed position, and the exhaust valve 28 is in the open position. Accordingly, since the exhaust valve 28 is in the open position, the pressure in the portion of the branch passage 26 downstream of the intake valve 27 becomes a predetermined pressure such as atmospheric pressure. Therefore, the relay valve 25 is in the exhaust state because the air pressure applied to the pilot port 25B also becomes a predetermined pressure. When the relay valve 25 is in the exhaust state, the compressed air in the third supply passage 30 and the portion of the first supply passage 23 downstream of the relay valve 25 is discharged from the discharge portion 58, and the pressure in the third supply passage 30 becomes a predetermined pressure. When the brake pedal 13C is depressed, an air pressure signal is supplied to the front signal supply path 24A and the rear signal supply path 24B. Accordingly, the pressures of the front signal supply passage 24A and the rear signal supply passage 24B become higher than the pressure of the third supply passage 30, and therefore the double check valves 36A and 36B block the flow of air from the third supply passage 30 to the front air supply passage 37 and the rear air supply passage 38, respectively. Thus, the air pressure signal is supplied from the front signal supply passage 24A to the front air supply passage 37, and the air pressure signal is supplied from the rear signal supply passage 24B to the rear air supply passage 38. As a result, the air pressure signal is supplied to the relay valve 15, whereby a large amount of compressed air is supplied from the air tank 12 to the relay valve 15. When the relay valve 15 supplies compressed air to the brake chamber 17, braking force is applied to the wheels. Further, an air pressure circuit including the front signal supply passage 24A and the rear signal supply passage 24B corresponds to a brake control circuit.
Fig. 11 shows the air pressure circuit 22 when at least one of the operation switch 51 and the passenger seat operation switch 53 is turned on. In fig. 11, the air pressure circuit 22 is in a second communication state in which the air tank 12 communicates with the brake mechanism and air is supplied from the first port P1 to the third port P3. When at least one of the operation switch 51 and the passenger seat operation switch 53 is turned on, the sub-ECU 32 receives the pressure instruction transmitted from the main ECU 31. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure indication. Thereby, the intake valve 27 is in the open position, and the exhaust valve 28 is in the closed position. The compressed air of the air tank 12 is supplied to a portion between the intake valve 27 and the exhaust valve 28 of the branch passage 26 via the first supply passage 23. When the pressure in the portion of the branch passage 26 between the intake valve 27 and the exhaust valve 28 reaches the driving pressure, the pressure is applied to the relay valve 25 through the pilot port 25B, and the relay valve 25 is set to the supply state. Thereby, the compressed air is supplied to the third supply passage 30 via the first supply passage 23 and the relay valve 25.
When the compressed air is supplied to the third supply passage 30, the pressure of the third supply passage 30 becomes higher than the pressures of the front signal supply passage 24A and the rear signal supply passage 24B. Therefore, the double check valve 36 allows air to flow from the third supply passage 30 to the front air supply passage 37 and the rear air supply passage 38, and blocks the flow of air from the front signal supply passage 24A to the front air supply passage 37 and the flow of air from the rear signal supply passage 24B to the rear air supply passage 38. The air pressure circuit including the flow path (the first supply path 23, the branch path 26, and the like) connecting the intake valve 27, the exhaust valve 28, and the relay valve 25 and the third supply path 30 corresponds to the abnormal-time brake control circuit.
As described above, by providing the pressure control module 20 between the brake valve 13 and the relay valve 15, when the operation switch 51 and the passenger seat operation switch 53 are turned on, the command system of the air pressure drive type is switched from the system via the brake valve 13 to the system in which air is directly supplied from the air tank 12. Therefore, even if the air pressure signal from the brake valve 13 is not input to the relay valve 15, the brake chamber 17 can be operated to generate a braking force.
In addition, the sub-ECU 32 acquires the detection pressures from the first pressure sensor 35 and the second pressure sensor 39 at predetermined timings. For example, when the relay valve 25 is maintained in the supply state, the sub ECU 32 controls the driving or non-driving of the intake valve 27 and the exhaust valve 28 so that the pressure detected by the first pressure sensor 35 falls within a predetermined range. In addition, in the case where the main ECU 31 sends the sub-ECU 32 a pressure instruction so that the pressure rises in stages to slowly stop the vehicle 10, the sub-ECU 32 determines whether the pressure detected by the second pressure sensor 39 has reached the first pressure threshold value. When determining that the detected pressure has not reached the first pressure threshold value, the sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 to maintain the relay valve 25 in the supply state. On the other hand, when the pressure detected by the second pressure sensor 39 reaches the first pressure threshold value, the sub-ECU 32 deactivates the intake valve 27 and the exhaust valve 28 to shut off the relay valve 25. Then, the sub-ECU 32 waits for the next pressure instruction from the main ECU 31.
Next, the procedure of processing performed by the main ECU 31 in response to an abnormality will be described with reference to fig. 12 and 13. The processing shown in fig. 12 is processing for controlling the air system, and is started when the operation switch 51 or the passenger seat operation switch 53 is operated and an operation signal transmitted from these switches is input to the main ECU 31. The main ECU 31 is premised on the vehicle speed information being acquired from the vehicle speed sensor 55 at a predetermined timing.
As shown in fig. 12, when the operation signal is input, the main ECU 31 determines whether or not the passenger seat operation switch 53 is operated (step S1). The main ECU 31 determines whether the input operation signal is a signal from the operation switch 51 or a signal from the passenger seat operation switch 53.
When determining that the passenger seat operation switch 53 has been operated (step S1: yes), the main ECU 31 instructs the sub ECU 32 of the pressure required for the slow braking (step S2). The slow braking is braking in which the absolute value of deceleration is small or braking in which the time taken for braking is short, and the vehicle can return to the normal running when the release switch 52 is operated soon thereafter. The main ECU 31 acquires the target deceleration for the slow braking stored in its own storage unit, and calculates the target air pressure by comparing the target deceleration with the deceleration obtained from the acquired vehicle speed information. Then, the main ECU 31 sends the calculated target air pressure to the sub-ECU 32 as a pressure indication. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 as described above based on the pressure instruction (see fig. 11).
The main ECU 31 determines whether or not a predetermined time has elapsed from the time point at which the vehicle 10 starts decelerating or from the time point at which the sub-ECU 32 receives a predetermined response signal, at the time point at which the pressure instruction is transmitted to the sub-ECU 32 (step S3). The predetermined time is a time required for the driver to operate the release switch 52 when the passenger seat operation switch 53 is erroneously operated although the driver is in a normal state. If the predetermined time has not elapsed (no in step S3), the main ECU 31 continues the slow braking while instructing the sub-ECU 32 of the air pressure according to the vehicle speed (step S2).
On the other hand, when the main ECU 31 determines that the predetermined time has elapsed (step S3: YES), it instructs the sub-ECU 32 of the pressure required for the main braking (step S4). The service brake is a brake for decelerating and finally stopping the vehicle 10 at a deceleration larger in absolute value than the deceleration of the slow brake. The main ECU 31 acquires the target deceleration for main braking stored in its own storage unit, and calculates the target air pressure by comparing the target deceleration with the deceleration obtained from the acquired vehicle speed information. Then, the main ECU 31 sends the calculated target air pressure to the sub-ECU 32 as a pressure indication. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction (see fig. 11).
When the main braking is performed, the main ECU 31 determines whether the normal time processing should be ended (step S5). The handling may be terminated when it is determined that the vehicle is abnormal when the vehicle 10 is stopped, the emergency brake is operated, or the like, when it is determined that the vehicle is abnormal when the ignition switch is turned off, or when it is determined that the vehicle is abnormal at another timing. When the main ECU 31 determines that the response is not complete when the abnormality is determined (step S5: no), the main ECU 32 continues the main brake while giving an instruction to the air pressure corresponding to the vehicle speed (step S4). When the main ECU 31 determines that the abnormal handling has ended (step S5: yes), the processing for the abnormal handling ends.
In addition, independently of the case of an abnormality in the air system, the main ECU 31 operates the in-vehicle device 56 and the out-vehicle device 57 at a predetermined timing such as a timing to start the execution of the service brake. This makes it possible to notify the occupant of the vehicle 10 that an abnormality has occurred and also to call attention to another vehicle that is traveling around the vehicle 10.
Next, the procedure of the release process in the case where the release switch 52 is operated will be described with reference to fig. 13. The processing shown in fig. 13 is started when the operation switch 51 or the passenger seat operation switch 53 is operated and the operation signal is input to the main ECU 31.
As shown in fig. 13, the main ECU 31 determines whether the release switch 52 is operated (step S20). When determining that the operation signal is input from the release switch 52 (step S20: yes), the main ECU 31 transmits a brake release instruction to the sub-ECU 32 (step S21). The sub-ECU 32 that has received the release instruction switches the intake valve 27 and the exhaust valve 28 to non-drive, and cuts off the supply of air from the air tank 12 to the brake chamber 17.
On the other hand, when determining that the operation signal has not been input from the release switch 52 (step S20: NO), the main ECU 31 determines whether or not the countermeasure at the time of abnormality has ended (step S22). When the main ECU 31 determines that the response is not complete when the abnormality is determined (step S22: yes), the process returns to step S20. On the other hand, when the ECU 31 determines that the abnormality coping has ended (YES in step S22), the cancellation processing is ended.
Next, the effects of the present embodiment will be described.
(1) The sub-ECU 32 switches the air pressure circuit 22 to the second communication state in which air is supplied from the first port P1 connected to the air tank 12 to the third port P3, based on the abnormality signal indicating the abnormality of the driver. Therefore, when an abnormality such as a change in the physical condition of the driver occurs, air can be automatically supplied from the air tank 12 to the brake chamber 17 to generate a braking force. In addition, regardless of whether the brake mechanism of the vehicle is of the air pressure drive type or the hydraulic drive type, the pressure control module 20 can be easily post-installed to the air pressure brake system 11 by being connected to the air pipes corresponding to the ports P1 to P3 of the pressure control module 20.
(2) The pressure control module 20 includes: a housing 210 for housing the sub-ECU 32; and a main body 211, in which the main body 211 is provided with a first port P1, a second port P2, and a third port P3, and a flow path communicating these ports, and the main body 211 is coupled to the housing 210. That is, since the pressure control module 20 is a unit in which the air pressure circuit 22 and the sub-ECU 32 are integrated, it is possible to easily perform post-installation even for a vehicle in use that is already in use.
(3) The pressure control module 20 is provided with a master ECU 31, and the master ECU 31 acquires the vehicle speed and compares the deceleration obtained from the vehicle speed information with the target deceleration to calculate the target pressure. The pressure control module 20 includes a sub-ECU 32, and the sub-ECU 32 controls the air pressure circuit 22 so that the detected pressures of the first pressure sensor 35 and the second pressure sensor 39 approach the target pressures. Accordingly, the air pressure in the air pressure circuit 22 is controlled in accordance with the target deceleration, and therefore, it is possible to perform detailed abnormality management in consideration of the type of the vehicle, the number of passengers, and the like by changing the target deceleration in accordance with the type of the vehicle such as the shared bus or the high-speed bus.
(4) When the passenger seat operation switch 53 is turned on, the slow braking can be performed for a predetermined period after the input of the abnormality signal, and the main braking for generating a larger deceleration can be performed after the predetermined period has elapsed. Thus, even when the passenger seat operation switch 53 is erroneously operated, the abnormality countermeasure can be canceled for a predetermined period by operating the cancel switch 52.
(5) Since the air pressure circuit 22 is provided with the double check valve 36 and the double check valve 36 switches between the supply of air from the brake valve 13 to the brake chamber 17 and the supply of air from the air tank 12 to the brake chamber 17, the pressure control module 20 can be applied to the air pressure brake system 11 in which the command system is constituted by the air pressure circuit. In addition, the command system of the air pressure brake system 11 can be controlled with less electric power.
The above embodiment can be modified and implemented as follows. The above-described embodiment and the following modifications can be combined with each other within a range not technically contradictory to the present invention.
In the above embodiment, the air pressure control device and the air pressure circuit are applied to the vehicle 10 having the brake system of the all-air brake. Without being limited thereto, the air pressure control device and the air pressure circuit can also be applied to vehicles having other forms of brake systems. As shown in fig. 14, the pressure control module 20 can be applied to a vehicle 10 having a brake mechanism of an air over hydraulic (air over hydraulic) type. The brake mechanism connects the pressure control module 20 and the brake boosters 100 to 102 via the ABS control valve 16. The brake boosters 100 to 102 are a front wheel booster, a left rear wheel booster, and a right rear wheel booster, respectively, and generate braking force to the wheels by increasing the hydraulic pressure of the hydraulic circuit using air pressure. As shown in fig. 15, the pressure control module 20 may be applied to a brake mechanism including a brake booster 103 for front wheels, a brake booster 104 for rear wheels, and an ABS control valve 105 provided in a hydraulic circuit. Alternatively, the air pressure control device and the air pressure circuit may be applied to a brake mechanism other than fig. 14 and 15.
In the above embodiment, the main body 211 is made of metal, but instead, the main body 211 may be made of resin. For example, although the main body 211 is formed by a casting method, the main body 211 may be formed by combining members formed by press working and cutting, instead of or in addition to the above.
In the above embodiment, the air tank 12 is divided into three tanks, but the air tank 12 may be one tank, or may be divided into two or more tanks. In addition, the connection relationship between the air tank 12 and the air pressure equipment can be appropriately changed. For example, the first port P1 of the pressure control module 20 may be connected to a tank other than the third tank 12C.
As shown in fig. 16 to 22, the pressure control module 20 may include a housing 210 including a first housing member 217 made of aluminum die-cast and a second housing member 218 made of resin. The first housing member 217 is formed integrally with the main body 211. In addition, the first case member 217 and the second case member 218 are coupled to each other by a fastening member.
The host ECU 31 CAN receive an on signal and the like from the operation switch 51, the release switch 52, and the passenger seat operation switch 53 via the on-vehicle network such as the CAN 33. As the in-vehicle network, in addition to CAN 33, a network such as FlexRay (registered trademark) or Ethernet (registered trademark) may be used.
In the above embodiment, the main ECU 31 acquires the vehicle speed information from the vehicle speed sensor 55, but the main ECU 31 may acquire the acceleration information from the acceleration sensor instead of or in addition to this. In other words, the vehicle speed information is information related to the vehicle speed, and may include information indicating the acceleration instead of or in addition to the information indicating the vehicle speed itself.
In the above embodiment, the abnormality coping system 50 includes the main ECU 31 that executes the function of the first control unit and the sub-ECU 32 that executes the function of the second control unit. Instead, the main ECU 31 and the sub-ECU 32 may be configured by one ECU or one other control circuit having the functions of the first control portion and the second control portion. Alternatively, the functions may be distributed among three or more ECUs or three or more other control circuits.
The abnormality handling system 50 may include a main switch (not shown) that can turn on/off the functions of the system. The operations of the operation switch 51, the release switch 52, and the passenger seat operation switch 53, for example, can be invalidated by performing a predetermined operation on the main switch or controlling the main switch by a predetermined control device or the like.
The air pressure circuit 22 drives the air pressure driven relay valve 25 through the intake valve 27 and the exhaust valve 28. Instead, a solenoid valve may be provided in the first supply passage 23, and the first supply passage 23 may be opened and closed by the solenoid valve.
The air pressure circuit 22 is provided with a double check valve 36 for switching the air supply direction by the air pressure. Instead of the double check valve 36, a solenoid valve that is driven and non-driven by the sub ECU 32 may be provided. When the operation switch 51 or the passenger seat operation switch 53 is turned on, the sub-ECU 32 drives (or does not drive) the electromagnetic valve to switch the air supply direction.
In the above embodiment, it is assumed that the abnormality countermeasure is executed by turning on the operation switch 51 and the passenger seat operation switch 53. Alternatively or in addition, a biological detection device that detects the fatigue state or health state of the driver may be used. The biological detection device detects the driving state of the driver using one or more parameters such as the position, posture, eye state such as eyelids and sight line, pulse, heart rate, and body temperature of the face or head of the driver. In this aspect, the abnormality signal is transmitted when the biological detection device detects an abnormality of the driver. Alternatively, the ECU mounted on the vehicle may compare the vehicle state, such as the vehicle speed and whether or not the accelerator pedal or the brake pedal is operated, with the road information, and may transmit an abnormality signal when detecting an abnormality in the driving operation.
In the above-described embodiment, the air pressure control device is described as being mounted on a vehicle in use that controls a command system for braking with air pressure, but the air pressure control device may be mounted on a vehicle in which an EBS is mounted later. The air pressure control device may be mounted on a new vehicle.
In the above-described embodiment, the air pressure control device is described as being mounted on a vehicle such as a bus. The vehicle may be a truck, a construction machine, or other vehicle other than a bus. The air pressure control device may be mounted on other vehicles such as passenger cars and railway vehicles.
The same problem arises because a driver's abnormality may occur even in a new vehicle or a vehicle in use in which the brake mechanism is controlled by the hydraulic circuit. Therefore, the pressure control module 20 of the above embodiment may be applied to a vehicle in which a command system for a brake mechanism is controlled by hydraulic pressure. The pressure control module 20 also operates in the hydraulic circuit in the same manner as the above-described embodiment. In this aspect, the brake mechanism to be controlled may be a mechanism other than the brake chamber. The hydraulic circuit and the air pressure circuit are examples of circuits driven by the pressure of the fluid.
The ECUs 31 and 32 are not limited to devices that perform software processing on all processes executed by themselves. For example, the ECUs 31 and 32 may include a dedicated hardware circuit (for example, an application specific integrated circuit: ASIC) that performs hardware processing on at least a part of the processing executed by the ECUs. That is, the ECUs 31, 32 can be configured as a circuit (circuit) including: 1) one or more processors operating in accordance with a computer program (software); 2) one or more dedicated hardware circuits that execute at least a part of the various processes; or 3) combinations thereof. The processor includes a CPU, and memories such as a RAM and a ROM, and the memories store program codes or instructions configured to cause the CPU to execute processing. Memory, or computer-readable media, includes all available media that can be accessed by a general purpose or special purpose computer.
Description of the reference numerals
10: a vehicle; 11: an air pressure brake system; 12: an air tank; 13: a brake valve; 13A: a front pressure chamber; 13B: a rear pressure chamber; 13C: a brake pedal; 14A: a protection valve; 14B: an air horn device; 15: a relay valve; 16: an ABS control valve; 17: a brake chamber; 18: an air pipe; 20: a pressure control module; 21: a housing; 21A: a port connection portion; 21D: a projection; 22: an air pressure circuit; 23: a first supply path; 24A: a front signal supply path; 24B: a rear signal supply path; 25: a relay valve; 25A: an outlet port; 25B: a pilot port; 26: a branch circuit; 27: a valve for intake air; 27A: wiring; 28: a valve for exhaust; 28A: wiring; 29: a signal supply path; 30: a third supply path; 31: a main ECU; 32: a sub ECU; 33: CAN; 35: a first pressure sensor; 36. 36A, 36B: a double check valve; 37: a front air supply path; 38: a front air supply path; 39: a second pressure sensor; 39: a pressure sensor; 50: dealing with the system when abnormal; 51: an operating switch; 52: the switch is released; 53: a guest seat operating switch; 55: a vehicle speed sensor; 56: an in-vehicle device; 57: an outside-compartment device; 58: a discharge unit; 100-104: braking the supercharger; 105: an ABS control valve; p1: a first port; p2: a second port; p3: a third port.

Claims (8)

1. An air pressure control device is provided with:
an air pressure circuit having a first port connected to an air tank of a vehicle, a second port connected to a brake valve that outputs an air pressure signal when a braking operation is performed, and a third port connected to a brake mechanism that applies a braking force to a wheel based on the air pressure signal, the air pressure circuit being switched between a first communication state in which air is supplied from the second port to the third port and a second communication state in which air is supplied from the first port to the third port; and
a control unit that switches the air pressure circuit from the first communication state to the second communication state based on an abnormality signal indicating an abnormality of a driver.
2. The air pressure control device according to claim 1, characterized by having:
a housing for accommodating the control unit; and
and a body provided with the first port, the second port, and the third port, and a flow path that communicates the first port, the second port, and the third port, and coupled to the housing.
3. Air pressure control device according to claim 1 or 2,
the air pressure circuit is provided with a pressure sensor,
the air pressure control device is provided with:
a first control portion that acquires vehicle speed information and compares the vehicle speed information with a target value to calculate a target pressure; and
and a second control unit that controls the air pressure circuit so that a detection value of the pressure sensor approaches the target pressure.
4. The air pressure control device according to claim 3,
the first control unit calculates the target pressure so that the deceleration of the vehicle approaches a first target deceleration within a predetermined period after the abnormality signal is input, and calculates the target pressure so that the deceleration of the vehicle approaches a second target deceleration having an absolute value larger than that of the first target deceleration after the predetermined period elapses.
5. The air pressure control device according to any one of claims 1 to 4,
the air pressure circuit is provided with:
an air pressure-driven valve driven by air pressure, connected to the air tank;
a solenoid valve for applying air pressure to the air pressure-driven valve; and
a directional switching valve that allows a flow of air from the higher one of the pressure on the second port side and the pressure on the air pressure drive valve side,
wherein the air pressure driving valve switches between a supply state of supplying air to the direction switching valve side and an exhaust state of discharging air from the direction switching valve side, in accordance with the air pressure applied by the electromagnetic valve.
6. The air pressure control device according to claim 5,
the solenoid valve is composed of an air intake solenoid valve that communicates a passage for applying air pressure to the air pressure driven valve, and an air exhaust solenoid valve that can exhaust air in the passage.
7. An air pressure circuit driven based on an abnormality signal indicating an abnormality of a driver, the air pressure circuit comprising:
an air pressure-driven valve driven by air pressure, which is connected to an air tank of a vehicle;
a solenoid valve for applying air pressure to the air pressure-driven valve; and
a direction switching valve that allows a flow of air from a higher one of a pressure on a port side connected to a brake valve that outputs an air pressure signal when a brake operation is performed and a pressure on the air pressure drive valve side,
wherein the air pressure drive valve switches between a supply state in which air is supplied from the air tank to the direction switching valve side and an exhaust state in which air on the direction switching valve side is discharged, in accordance with the air pressure applied by the electromagnetic valve.
8. A brake control system of a vehicle has:
a brake control circuit that controls a brake driving unit that applies a braking force to a wheel based on a brake operation by a driver;
a detection unit for detecting an abnormality of the driver;
an abnormal brake control circuit that controls the brake driving unit when the driver is abnormal, the abnormal brake control circuit including a circuit different from the brake control circuit; and
and a control unit that operates the abnormal-time brake control circuit so as to decelerate the vehicle at a predetermined deceleration based on an abnormality signal indicating an abnormality of the driver, which is output from the detection unit.
CN202080050603.6A 2019-05-16 2020-05-15 Air pressure control device, air pressure circuit, and brake control system Pending CN114096446A (en)

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