CN114728650A

CN114728650A - Air pressure control device, air pressure control method, and air pressure control program for brake

Info

Publication number: CN114728650A
Application number: CN202080079811.9A
Authority: CN
Inventors: 北村毅史; 松原健一
Original assignee: Nabtesco Automotive Corp
Current assignee: Nabtesco Automotive Corp
Priority date: 2019-09-20
Filing date: 2020-09-18
Publication date: 2022-07-08
Also published as: JPWO2021054470A1; WO2021054470A1

Abstract

The air pressure control device is provided with: an air pressure circuit configured to supply air to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control air pressure supplied from the air pressure circuit to the brake mechanism, wherein the control unit is configured to supply air to the brake mechanism to decelerate the vehicle based on a signal for emergency stop of the vehicle, and to reduce the air pressure supplied to the brake mechanism when the vehicle is at a predetermined speed or less.

Description

Air pressure control device, air pressure control method, and air pressure control program for brake

Technical Field

The present disclosure relates to an air pressure control device, an air pressure control method, and an air pressure control program.

Background

When a driver suddenly fails to continue safe driving during driving due to a sudden change in the physical condition of the driver of the vehicle or the like, there is established, as an emergency measure, a guideline for a system for coping with an abnormality of the driver who stops the vehicle by an operation of a passenger other than the driver (see, for example, non-patent document 1). In addition, various brake systems and the like have been proposed in accordance with the guidelines.

Documents of the prior art

Non-patent document

Non-patent document 1: ドライバー normally still left the corner システム (reduced speed stop) basically , 3 months in 28 years, and the automobile tow () will be safe at the future of the national traffic and public driving agency

Disclosure of Invention

Problems to be solved by the invention

In addition, in the above-described brake system, when the vehicle is brought to an emergency stop, it is required to stop the vehicle quickly but safely. That is, it is required to suppress the load applied to the occupant at the time of an emergency stop of the vehicle.

An object of the present disclosure is to provide an air pressure control device, an air pressure control method, and an air pressure control program that can suppress a load applied to an occupant when a vehicle is brought into an emergency stop.

Means for solving the problems

According to one aspect of the present disclosure, an air pressure control device is provided. The air pressure control device is provided with: an air pressure circuit configured to supply air to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control air pressure supplied from the air pressure circuit to the brake mechanism, wherein the control unit is configured to supply air to the brake mechanism to decelerate the vehicle based on a signal for emergency stop of the vehicle, and to reduce the air pressure supplied to the brake mechanism when the vehicle is at a predetermined speed or less.

According to the above configuration, when the vehicle reaches or falls below the predetermined speed during deceleration, the air pressure supplied to the brake mechanism is reduced to weaken the braking force, thereby reducing the instantaneous acceleration change (jerk) at which the vehicle comes to a complete stop. Therefore, the load applied to the occupant at the time of an emergency stop of the vehicle can be suppressed.

In the air pressure control device, the control unit may be configured to increase the reduced air pressure to a predetermined value or more after a predetermined time has elapsed from when the vehicle becomes the predetermined speed or less.

According to the above configuration, since the vehicle stops after a predetermined time has elapsed since the vehicle becomes lower than or equal to the predetermined speed, the air pressure supplied to the brake mechanism is increased to a predetermined value or more to increase the braking force of the brake mechanism, thereby preventing the vehicle from moving from the stopped state.

In the air pressure control device, the control unit may be configured to increase the air pressure supplied to the brake mechanism to a predetermined value or more after a predetermined time has elapsed from when the air pressure becomes lower than or equal to the lower limit pressure by the pressure reduction.

According to the above configuration, since the vehicle stops after a predetermined time has elapsed since the pressure becomes lower than the lower limit pressure, the air pressure supplied to the brake mechanism is increased to a predetermined value or more to increase the braking force of the brake mechanism, thereby preventing the vehicle from moving from the stopped state.

In the air pressure control device, the control unit may be configured to fix the air pressure supplied to the brake mechanism to an upper limit pressure when the air pressure supplied to the brake mechanism becomes equal to or higher than the upper limit pressure during deceleration of the vehicle.

According to the above configuration, the braking force of the brake mechanism can be fixed by fixing the air pressure supplied to the brake mechanism at a time point when the vehicle decelerates to some extent during deceleration, and a rapid change in speed can be suppressed.

In the air pressure control device, the control unit may be configured to determine the air pressure to be supplied to the brake mechanism at predetermined time intervals.

According to the above configuration, since the air pressure to be supplied to the brake mechanism is determined at predetermined intervals, the amount of calculation can be reduced as compared with a case where the air pressure to be supplied to the brake mechanism is determined at any time.

In the air pressure control device, the air pressure circuit may be configured to supply air to the brake mechanism instead of a brake valve that supplies air to the brake mechanism when a braking operation is performed.

According to the above configuration, although the brake valve is normally caused to supply air to the brake mechanism in response to a brake operation by a driver, the air pressure circuit is controlled not by the brake valve but by the control unit to supply air to the brake mechanism when the driver is in an abnormal state, whereby the vehicle can be stopped suddenly.

In the air pressure control device, the control unit may be configured to supply the air pressure for forming the slow braking to the brake mechanism when an abnormality signal indicating an abnormality based on an operation of an occupant switch is acquired as a signal for making the vehicle stop urgently. According to the above configuration, if sudden braking is performed immediately after the operation of the occupant switch, the occupant is alarmed, and therefore, attention can be called by first causing the brake mechanism to perform slow braking.

In the air pressure control device, the air pressure circuit may be configured to: the air pressure circuit includes 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 brake operation is performed, and a third port connected to a brake mechanism that applies a brake force to a wheel based on the air pressure signal, and is 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 the control unit is configured to switch the air pressure circuit from the first communication state to the second communication state based on a signal for emergency stop of the vehicle.

According to the above configuration, the first communication state in which the brake valve is connected to the brake mechanism and air is supplied from the second port to the third port is switched to the second communication state in which the gas tank is connected to the brake mechanism and air is supplied from the first port to the third port. Therefore, the brake mechanism can be automatically supplied with air from the air tank to generate braking force.

According to one aspect of the present disclosure, an air pressure control method of an air pressure control device is provided. The air pressure control device is provided with: an air pressure circuit configured to supply air to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control air pressure supplied from the air pressure circuit to the brake mechanism. The air pressure control method includes: a deceleration step of decelerating the vehicle by supplying air to the brake mechanism based on a signal for emergency stop of the vehicle; and an air pressure reducing step of reducing the air pressure supplied to the brake mechanism when the vehicle becomes a predetermined speed or less during the deceleration.

According to the above method, when the vehicle reaches or falls below the predetermined speed during deceleration, the air pressure supplied to the brake mechanism is reduced to weaken the braking force, so that the instantaneous acceleration change (jerk) at which the vehicle is to be completely stopped can be reduced. Therefore, the load applied to the occupant at the time of an emergency stop of the vehicle can be suppressed.

According to one aspect of the present disclosure, an air pressure control program for an air pressure control device is provided. The air pressure control device is provided with: an air pressure circuit configured to supply air to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control air pressure supplied from the air pressure circuit to the brake mechanism. The air pressure control program, when operating in a computer of the air pressure control device, causes the air pressure control device to execute: a deceleration step of supplying air to the brake mechanism based on a signal for emergency stop of a vehicle to decelerate the vehicle; and an air pressure reducing step of reducing the air pressure supplied to the brake mechanism when the vehicle becomes a predetermined speed or less during the deceleration.

According to the above-described routine, when the vehicle reaches or falls below the predetermined speed during deceleration, the air pressure supplied to the brake mechanism is reduced to weaken the braking force, thereby reducing the instantaneous acceleration change (jerk) at which the vehicle is to be completely stopped. Therefore, the load applied to the occupant at the time of an emergency stop of the vehicle can be suppressed.

According to one aspect of the present disclosure, a non-transitory computer-readable medium for storing an air pressure control program is provided. The air pressure control program causes an air pressure control device to execute a speed reduction step and an air pressure reduction step when the air pressure control program is operated in a computer of the air pressure control device, and the air pressure control device includes: an air pressure circuit configured to supply air to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control an air pressure supplied from the air pressure circuit to the brake mechanism, wherein in the deceleration step, the air is supplied to the brake mechanism based on a signal for an emergency stop of the vehicle to decelerate the vehicle, and in the air pressure reduction step, the air pressure supplied to the brake mechanism is reduced when the vehicle becomes a predetermined speed or less during the deceleration.

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 of the air pressure control device.

Fig. 2 is a perspective view showing an external appearance of the air pressure control device according to the embodiment.

Fig. 3 is a schematic diagram of a system for dealing with an abnormality in the embodiment.

Fig. 4 is a circuit diagram of a first communication state in which the brake valve and the brake mechanism are communicated with each other as the air pressure circuit of the embodiment.

Fig. 5 is a circuit diagram of a second communication state in which the gas tank communicates with the brake mechanism as the air pressure circuit of the embodiment.

Fig. 6 is a flowchart showing a processing procedure of the abnormality coping system according to the embodiment.

Fig. 7 is a table showing a control example of the abnormal-state coping system according to the embodiment.

Fig. 8 is a flowchart showing a processing procedure of the abnormality coping system according to the embodiment.

Fig. 9 is a table showing a modified example of the control example of the countermeasure system at the time of abnormality.

Fig. 10 is a schematic diagram showing a part of an air pressure brake system including an air pressure control device according to a modification of the air pressure control device.

Fig. 11 is a schematic diagram showing a part of an air pressure brake system including an air pressure control device according to a modification of the air pressure control device.

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 with reference to fig. 1 to 8. The air pressure control device is provided in an air pressure brake system mounted on a vehicle such as a bus.

As shown in fig. 1, the air pressure brake system 11 mounted on the vehicle 10 is a system for controlling a command system of a brake mechanism by air pressure and is provided with 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 gas 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. The second tank 12B is a tank that stores compressed air for applying braking force to the rear wheels. The third tank 12C is a tank for storing compressed air used for other purposes. The first tank 12A is connected to a rear pressure chamber 13B of the brake valve 13, and the second tank 12B is connected to a front pressure chamber 13A of the brake valve 13. In addition, the first tank 12A and the second tank 12B are connected to an air horn device 14B via a protection valve 14A.

The brake valve 13 is connected to the relay valve 15 via an air pipe 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. The relay valve 15 is connected to the gas tank 12 through an air pipe, not shown. When an air pressure signal is input from the brake valve 13 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 an abnormality coping system for stopping a vehicle by an operation of an occupant other than a driver is mounted on an air Pressure brake system 11 of a vehicle in use (an existing vehicle), a Pressure Control Module (PCM) 20 is provided in the command system at an intermediate position of an air pipe 18 connecting a brake valve 13 and a relay valve 15. The pressure control module 20 has: a first port P1 connected to the gas tank 12 (third gas tank 12C); a second port P2 connected to the brake valve 13; and a third port P3 connected to a brake mechanism including the relay valve 15. 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, it can be mounted to the air pressure brake system 11 having a brake mechanism other than the air pressure drive type.

Next, a structure including the appearance of the pressure control module 20 will be described with reference to fig. 2.

As shown in fig. 2, 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 main body 211 in which the flow path and the like are formed is coupled to the housing 210. The main body 211 is formed by a casting method such as aluminum die casting. A port connection portion 212 for connecting various ports is provided to the main body 211. A pair of second ports P2 are provided on the first surface 213 of the port connection portion 212.

A pair of third ports P3 is provided on a second surface 214 of the port connection portion 212 perpendicular to the first surface 213 on which the second ports P2 are provided. A first port P1 is provided in the vicinity of the third port P3, and the first port P1 is connected to the first supply path 23 for supplying compressed air from the gas tank 12.

A discharge portion 58 accommodating a muffler (muffler) is provided below the body 211. The body 211 is provided with a projection 215 projecting toward the rear side. A connection portion (not shown) for connecting a control device or the like housed in the case 210 to an external power supply or a cable of an electrical system for an in-vehicle network is provided on the lower surface of the case 210.

As described above, the pressure control module 20 is a unit in which a control device for controlling the air pressure circuit is integrated with the flow path. When the pressure control module 20 is mounted on the vehicle 10, the protrusion 215 is fixed at a predetermined position of the vehicle body. Further, the first port P1 is connected to a pipe connected to the 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. That is, only the pressure control module 20 may be used as a main component to be mounted on the air pressure brake system 11 in order to cope with an abnormality.

Referring to fig. 3, the air pressure circuit of the pressure control module 20 will be described in detail.

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 ECU31 may be provided outside the housing 210 or may be housed in the housing 210.

The main ECU31 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 (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 ECU31 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 therebetween. The control program includes an air pressure control program. In addition, the main ECU31 performs control based on an air pressure control method. Further, the air pressure control program may also be stored in a non-transitory computer readable medium.

When the driver seat operation switch 51 and the release switch 52 are turned on, the main ECU31 receives an on signal output from these switches. The operator's seat operation switch 51 and the release switch 52 are switches assumed to be operated by the operator, and are provided near the operator's seat. When the driver seat operation switch 51 is turned on, the abnormal-state coping system 50 is operated. The release switch 52 is a switch for stopping the operation of the abnormality countermeasure system 50 when the abnormality countermeasure system 50 is erroneously activated or the like. The on signal output by the on operation of the driver seat operation switch 51 corresponds to a signal for emergency stop of the vehicle.

When the passenger seat operation switch 53 is turned on, the main ECU31 inputs an on signal output from the switch. The passenger seat operation switch 53 is a switch that is 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 operable by a passenger other than the driver. The on signal output by the on operation of the passenger seat operation switch 53 corresponds to a signal for emergency stop of the vehicle.

The master ECU31 acquires acceleration information from the acceleration sensor 54 via the CAN 33. The main ECU31 acquires vehicle speed information directly from the vehicle speed sensor 55. When the abnormality coping system 50 starts operating, the main ECU31 calculates the target air pressure of the air pressure brake system 11 so that the deceleration obtained from the vehicle speed approaches the target deceleration as the target value, and instructs the sub ECU32 of the calculated target 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 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 a public bus. The target deceleration may be changed according to the weight and length of the vehicle 10.

When the countermeasure system 50 is activated during an abnormality, the main ECU31 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 the operation of an accelerator pedal. When the countermeasure system 50 is activated at the time of abnormality, the main ECU31 operates the accelerator interlock mechanism. In addition, a notification buzzer provided in the vehicle interior, a notification lamp provided in the vehicle interior, or the like may be provided as the in-vehicle device 56. For example, when the countermeasure system 50 is activated in an abnormal state, the main ECU31 outputs a sound from the notification buzzer, and turns on or blinks the notification lamp. The vehicle exterior device 57 is, for example, an air horn device 14B (see fig. 1), a hazard lamp, a brake lamp, or the like. For example, when the countermeasure system 50 is activated at the time of an abnormality, the main ECU31 drives the protection valve 14A or the like to supply air to the air horn device 14B to generate a warning sound, and lights or blinks the hazard lamps and the brake lamps.

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 path 23 connected to the gas tank 12. The first supply path 23 is connected to a front air supply path 37 and a rear air supply path 38, the front air supply path 37 is connected to the brake chamber 17 of the wheel disposed in front via the relay valve 15, and the rear air supply path 38 is connected to the brake chamber 17 of the wheel disposed in rear. The pair of third ports P3 are connected to the front air supply path 37 and the rear air supply path 38, respectively.

A relay valve 25 is connected to an intermediate portion of the first supply path 23. The relay valve 25 has an exhaust port 25A. The discharge port 25A is connected to a discharge portion 58 having a muffler. The relay valve 25 has a pilot port 25B. The pilot port 25B is connected to a branch line 26 branching from the first supply path 23. When the air pressure applied from branch passage 26 to pilot port 25B is a predetermined pressure such as atmospheric pressure, 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 front air supply path 37 and the rear air supply path 38 is shut off. When the relay valve 25 is in the exhaust state, the downstream side of the relay valve 25 in the first supply path 23 communicates with the exhaust portion 58, and the compressed air on the downstream side of the relay valve 25 in the first supply path 23 is exhausted to reach 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 it communicates with the first supply path 23 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 path 37 and the rear air supply path 38. When the relay valve 25 is in the supply state, the first supply path 23 communicates with the front air supply path 37 and the rear air supply path 38. When the pressure on the outlet side (secondary side) is too high, the relay valve 25 blocks the communication state of the first supply path 23 and enters an exhaust state.

One end of the branch path 26 is connected to the first supply path 23, and the other end is 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 gas tank 12) in the branch passage 26. The intake valve 27 is switched between operations by turning on and off (driving and non-driving) the power supply from the sub-ECU 32 via the wiring 27A. The intake valve 27 is in a closed position for closing the branch passage 26 in a non-driving state in which the power supply is cut off. The intake valve 27 is set to an open position that opens the branch passage 26 in a driving state where the power supply is turned on.

The exhaust valve 28 is an electromagnetic valve that switches its operation by turning on/off (driving/non-driving) 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. In the drive state in which the power is turned on, the exhaust valve 28 is in the closed position for closing the branch passage 26. 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 path 29 to the atmosphere. In addition, the exhaust valve 28 is driven so that the upstream side of the intake valve 27 in the branch passage 26 and the upstream side of the relay valve 25 in the first supply passage 23 are at 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 the pressure between the intake valve 27 and the exhaust valve 28 in the branch passage 26, and outputs the pressure to the sub ECU 32.

The first supply path 23 is connected to the third supply path 30. The third supply path 30 is connected to a pair of double check valves 36. One of the double check valves 36A is connected to the third supply path 30, the front signal supply path 24A, and the front air supply path 37, the front signal supply path 24A is connected to the front pressure chamber 13A of the brake valve 13, and the front air supply path 37 is used to generate braking force for the front wheels. The double check valve 36A allows the supply of compressed air from the higher pressure side of the third supply path 30 and the front signal supply path 24A, and blocks the supply of compressed air from the lower pressure side. A second pressure sensor 39 is connected to the front air supply path 37. The second pressure sensor 39 outputs the detected pressure to the sub-ECU 32. The pressure detected by the second pressure sensor 39 is the "supply pressure" supplied to the brake chamber 17.

The other double check valve 36B is connected to the third supply path 30, the rear signal supply path 24B, and the rear air supply path 38, the rear signal supply path 24B is connected to the rear pressure chamber 13B of the brake valve 13, and the rear air supply path 38 applies braking force to the rear wheels. The double check valve 36B allows the supply of compressed air from the higher pressure side of the third supply path 30 and the rear signal supply path 24B, and cuts off the supply of compressed air from the lower pressure side. The front signal supply path 24A and the rear signal supply path 24B are connected to the pair of second ports P2, respectively.

Next, the operation of the pressure control module 20 will be described with reference to fig. 4 and 5. Fig. 4 is a diagram showing the air pressure circuit 22 in a case where the driver seat operation switch 51 and the passenger seat operation switch 53 are not on-operated.

As shown in fig. 4, the sub-ECU 32 deactivates the intake valve 27 and the exhaust valve 28 when the driver seat operation switch 51 and the passenger seat operation switch 53 are not turned on. In this case, the intake valve 27 is in the closed position, and the exhaust valve 28 is in the open position. Accordingly, the portion of the branch passage 26 downstream of the intake valve 27 is at a predetermined pressure such as atmospheric pressure due to the open position of the exhaust valve 28. Therefore, the pressure of the air applied to the pilot port 25B also becomes a predetermined pressure, and therefore the relay valve 25 is in the exhaust state. When the relay valve 25 is in the exhaust state, the compressed air in the portion of the first supply path 23 downstream of the relay valve 25 and the third supply path 30 is discharged from the discharge portion 58, and the pressure in the third supply path 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 path 24A and the rear signal supply path 24B become higher than the pressure of the third supply path 30, and therefore the

double check valves

36A and 36B cut off the air flows from the third supply path 30 to the front air supply path 37 and the rear air supply path 38, respectively. Then, an air pressure signal is supplied from the front signal supply path 24A to the front air supply path 37, and an air pressure signal is supplied from the rear signal supply path 24B to the rear air supply path 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 path 24A and the rear signal supply path 24B corresponds to a brake control circuit.

Fig. 5 is a diagram showing the air pressure circuit 22 in a case where at least one of the driver seat operation switch 51 and the passenger seat operation switch 53 is turned on. When at least one of the driver seat 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 in the air tank 12 is supplied to a branch line 26 between an intake valve 27 and an exhaust valve 28 via a first supply path 23. When the pressure in 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 via 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 path 30 via the first supply path 23 and the relay valve 25.

When the compressed air is supplied to the third supply path 30, the pressure of the third supply path 30 becomes higher than the pressures of the front signal supply path 24A and the rear signal supply path 24B. Therefore, the double check valve 36 allows the air flow from the third supply path 30 to the front air supply path 37 and the rear air supply path 38, and cuts off the air flow from the front signal supply path 24A to the front air supply path 37 and the air flow from the rear signal supply path 24B to the rear air supply path 38. An air pressure circuit including a 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.

By providing the pressure control module 20 between the brake valve 13 and the relay valve 15 in this manner, when the driver seat 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, the brake chamber 17 can be operated to generate the 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 drives or does not drive 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 ECU31 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 the sub-ECU 32 determines that the detected pressure has not reached the first pressure threshold value, the intake valve 27 and the exhaust valve 28 are driven 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 sets the intake valve 27 and the exhaust valve 28 to the non-driven state and sets the relay valve 25 to the exhaust state. Then, the sub-ECU 32 waits for the next pressure instruction from the main ECU 31. The relay valve 25 is driven by controlling the air pressure in the signal supply path 29 by the intake valve 27 and the exhaust valve 28, and a desired air pressure is supplied to the third supply path 30.

Next, the procedure of processing performed by the main ECU31 in response to an abnormality will be described with reference to fig. 6 to 8. The process shown in fig. 6 is a process for controlling the air system, and is started when the driver seat operation switch 51 or the passenger seat operation switch 53 is operated and the main ECU31 inputs an operation signal transmitted from these switches. It is assumed that the main ECU31 receives the vehicle information from the acceleration sensor 54 and the vehicle speed sensor 55 at predetermined timing. In fig. 7, a speed V of the vehicle is indicated by a solid line, a pressure Pa of air supplied to the brake chamber 17 is indicated by a thick line, and a deceleration a is indicated by a one-dot chain line.

As shown in fig. 6 and 7, when an operation signal is input at time t1, the main ECU31 determines whether the passenger seat operation switch 53 is operated (step S1). That is, the main ECU31 determines whether the input operation signal is a signal from the driver seat operation switch 51 or a signal from the passenger seat operation switch 53. When the main ECU31 determines that the driver seat operation switch 51 has been operated (no in step S1), the process proceeds to step S4. Here, the stage up to the time t1 when the passenger seat operation switch 53 is operated is set as the "system standby interval S0".

On the other hand, when the main ECU31 determines that the passenger seat operation switch 53 has been operated (YES in step S1), it instructs the sub ECU32 on the slow brake pressure Pa1 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 immediately thereafter. Then, the mild brake pressure is sent to the sub ECU 32. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction, and supplies the pressure to the brake chamber 17 (see fig. 5).

The main ECU31 determines whether the slow braking time T1 has elapsed (step S3). That is, the main ECU31 determines whether or not the slow braking time T1 has elapsed, based on the elapsed time from the time point at which the pressure instruction is transmitted to the sub ECU32, the time point at which the vehicle 10 starts decelerating, or the time point at which the sub ECU32 receives the predetermined response signal. The moderate braking time T1 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. Then, when determining that the slow braking time T1 has not elapsed (NO at step S3), the main ECU31 instructs the sub ECU32 to apply the slow braking pressure Pa1 and continues the slow braking (step S2). Here, the period from the time T1 to the time T2 when the slow braking time T1 elapses is referred to as "attention calling braking interval Ph 1".

On the other hand, when the main ECU31 determines that the slow braking time has elapsed (YES in step S3), it instructs the sub ECU32 to perform main braking. The service brake refers to a brake that decelerates the vehicle 10 at a deceleration larger than the absolute value of the deceleration of the slow brake and finally stops the vehicle 10. The main ECU31 acquires a target deceleration for main braking stored in its own storage unit, and calculates an increase predetermined pressure Δ Pa2 and a decrease predetermined pressure Δ Pa4 in comparison with the deceleration obtained from the acquired vehicle speed. Then, the calculated air pressure is sent to the sub ECU 32. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction (see fig. 5). The following steps from step S4 correspond to a "deceleration step" in which air is supplied to the brake chamber 17 to decelerate the vehicle.

The main ECU31 increases the supply pressure by increasing the increase prescribed pressure Δ Pa2 every prescribed time Δ T2 (step S4). That is, the main ECU31 determines the supply pressure at predetermined time intervals Δ T2. The main ECU31 sends the determined air pressure to the sub-ECU 32. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction transmitted from the main ECU31, and supplies the pressure to the brake chamber 17 so as to become the determined target pressure.

Next, the main ECU31 determines whether or not the supply pressure is equal to or greater than the upper limit pressure Pa3 (step S5). That is, since the supply pressure increases as the predetermined pressure Δ Pa2 increases, the main ECU31 determines whether or not the increased supply pressure is equal to or higher than the upper limit pressure Pa 3. When the main ECU31 determines that the supply pressure is less than the upper limit pressure Pa3 (no in step S5), the routine proceeds to step S4, where the supply pressure is increased by the predetermined pressure Δ Pa2 at predetermined time intervals Δ T2. Here, a stage from the time t2 to a time t3 at which the upper limit pressure Pa3 or more is reached is referred to as a "braking force generation section Ph 2". Further, non-patent document 1 discloses that an upper limit of deceleration at the time of an emergency stop is provided, and when the upper limit of deceleration is exceeded (for example, 2.45m/ss), it is necessary to perform exhaust so that the supply pressure becomes lower than the upper limit pressure Pa3 or to interrupt deceleration.

On the other hand, when determining that the supply pressure is equal to or higher than the upper limit pressure Pa3 (YES in step S5), the main ECU31 fixes the supply pressure to the upper limit pressure Pa3 (step S6). That is, the main ECU31 can suppress a rapid change in speed by fixing the supply pressure to the upper limit pressure Pa3 to fix the braking force of the brake chamber 17. The main ECU31 sends the determined air pressure to the sub-ECU 32. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction transmitted from the main ECU31, and supplies the pressure to the brake chamber 17 so as to become the determined target pressure.

Next, the main ECU31 determines whether or not the speed of the vehicle is equal to or lower than a predetermined speed Vth (step S7). That is, the main ECU31 determines whether or not the speed of the vehicle is equal to or lower than a predetermined speed Vth after being reduced by braking of the brake chamber 17. The predetermined speed Vth is a speed at which the vehicle can be easily stopped in a short time, and is, for example, a low speed such as 10km to 20km per hour, a speed immediately before the vehicle stops, or a lower limit value measurable by the vehicle speed sensor 55. When the main ECU31 determines that the speed of the vehicle is greater than the predetermined speed Vth (no in step S7), the sub-ECU 32 is instructed to the upper limit pressure Pa3 and the determination is repeated until the speed of the vehicle becomes equal to or less than the predetermined speed Vth (step S7). Here, the period from time t3 to time t4 at which the speed is equal to or less than the predetermined speed Vth is referred to as "fixed deceleration braking interval Ph 3".

On the other hand, when the main ECU31 determines that the speed of the vehicle is equal to or lower than the predetermined speed Vth (yes in step S7), the supplied air pressure is decreased by the predetermined pressure Δ Pa4 at predetermined time intervals Δ T4 (step S8). That is, the main ECU31 determines the supply pressure at predetermined time intervals Δ T4. The main ECU31 sends the determined air pressure to the sub-ECU 32. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction transmitted from the main ECU31, and supplies the pressure to the brake chamber 17 so as to become the determined target pressure. Step S8 corresponds to an "air pressure reducing step" for reducing the air pressure supplied to the brake chamber 17 when the vehicle becomes equal to or less than the predetermined speed Vth during deceleration.

Next, the main ECU31 determines whether the supply pressure is equal to or less than the lower limit pressure Pa4 (step S9). That is, since the supply pressure is reduced by reducing the reduction predetermined pressure Δ Pa4, the main ECU31 determines whether the reduced supply pressure is equal to or lower than the lower limit pressure Pa 4. On the other hand, when the main ECU31 determines that the supply pressure is greater than the lower limit pressure Pa4 (no in step S9), the process proceeds to step S8, and supply is performed so as to decrease the predetermined pressure Δ Pa4 at predetermined time intervals Δ T4.

On the other hand, when determining that the supply pressure is equal to or lower than the lower limit pressure Pa4 (yes in step S9), the main ECU31 fixes the supply pressure to the lower limit pressure Pa4 (step S10). That is, the main ECU31 fixes the braking force of the brake chamber 17 by fixing the supply pressure to the lower limit pressure Pa4, thereby suppressing a rapid change in speed. The main ECU31 sends the determined air pressure to the sub-ECU 32. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction transmitted from the main ECU31, and supplies the pressure to the brake chamber 17 so as to become the determined target pressure.

Next, the main ECU31 determines whether or not the stop determination time T4 has elapsed since the lower limit pressure Pa4 was reached (step S11). That is, the main ECU31 determines whether or not the stop determination time T4, which is the time required until the vehicle stops, has elapsed. Then, the main ECU31, in the case where it is determined that the stop determination time T4 has not elapsed (step S11: NO), instructs the sub ECU32 on the lower limit pressure Pa4 and repeats the determination until the stop determination time T4 elapses (step S11). The stop determination time T4 corresponds to a predetermined time. Here, a period from time T4 to time T5 when the stop determination time T4 has elapsed after the time T4 reaches the lower limit pressure Pa4 is referred to as a "braking force alleviation section Ph 4". The phase after time t5 is referred to as "parking brake interval Ph 5".

On the other hand, when determining that the stop determination time T4 has elapsed (yes in step S11), the main ECU31 fixes the supply pressure to the stop pressure Pa5 (step S12). That is, the main ECU31 increases the supply pressure from the lower limit pressure Pa4 to the stop pressure Pa5 and continues to supply the stop pressure Pa5 until the end. The main ECU31 sends the determined air pressure to the sub-ECU 32. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction transmitted from the main ECU31, and supplies the determined target pressure to the brake chamber 17. The stop pressure Pa5 corresponds to a predetermined value.

Next, the main ECU31 determines whether the countermeasure at the time of abnormality is to be ended (step S13). The abnormality countermeasure may be determined to be ended when the vehicle 10 is stopped and the parking brake is actuated, or may be ended when the ignition switch is turned off, or may be ended at another timing. Then, when it is determined that the abnormality coping has not ended (NO at step S13), the main ECU31 instructs the sub ECU32 to stop the pressure Pa5 and continues the abnormality coping (step S4). On the other hand, when the main ECU31 determines that the abnormal handling is to be ended (YES in step S13), it ends the processing for the abnormal handling.

Further, the main ECU31 operates the in-cabin device 56 and the out-cabin device 57 at a predetermined timing such as a timing of starting execution of the main brake, unlike the case of dealing with an abnormality of the air system. This makes it possible to notify the occupant of the vehicle 10 that an abnormality has occurred and also to prompt the attention of another vehicle traveling around the vehicle 10.

Next, a procedure of the release process in the case where the release switch 52 is operated will be described with reference to fig. 8. The processing shown in fig. 8 is started when the driver seat operation switch 51 or the passenger seat operation switch 53 is operated and the main ECU31 inputs the operation signal.

As shown in fig. 8, the main ECU31 determines whether the release switch 52 is operated (step S20). That is, the main ECU31 determines whether or not an operation signal is input from the release switch 52. When determining that the release switch 52 has been operated (yes in step S20), the main ECU31 transmits a brake release instruction to the sub-ECU 32 (step S21). The sub-ECU 32 that has received the release instruction deactivates the intake valve 27 and the exhaust valve 28 to shut off the supply of air from the air tank 12 to the brake chamber 17.

On the other hand, when determining that the release switch 52 has not been operated (no in step S20), the main ECU31 determines whether or not the countermeasure at the time of abnormality has ended (step S22). When the main ECU31 determines that the response is not complete when the abnormality is determined (no in step S22), the process proceeds to step S20. On the other hand, when the main ECU31 determines that the abnormality countermeasure is to be terminated (step S22: YES), the cancellation process is terminated.

Next, the effects of the present embodiment will be described.

(1) When the vehicle reaches the predetermined speed Vth or less during deceleration, the air pressure supplied to the brake chamber 17 is reduced to weaken the braking force, thereby reducing the instantaneous acceleration change (jerk) at which the vehicle comes to a complete stop. Therefore, the load applied to the occupant at the time of an emergency stop of the vehicle can be suppressed.

(2) Since the vehicle stops after a predetermined time has elapsed since the lower limit pressure Pa4 or less, the air pressure supplied to the brake chamber 17 is increased to the stop pressure Pa5 or more to increase the braking force of the brake chamber 17, thereby preventing the vehicle from moving from the stopped state.

(3) When the vehicle decelerates to some extent during deceleration, the air pressure supplied to the brake chamber 17 is fixed to the upper limit pressure Pa3, whereby the braking force of the brake chamber 17 can be fixed, and a sudden change in the speed V of the vehicle can be suppressed.

(4) Since the air pressure to be supplied to the brake chamber 17 is determined at every predetermined time Δ T2 and at every predetermined time Δ T4, the amount of calculation can be reduced compared to the case where the air pressure to be supplied to the brake chamber 17 is determined at any time.

(5) Normally, the brake valve is caused to supply air to the brake chamber 17 in response to a brake operation by a driver, but when the driver is in an abnormal state, the air pressure circuit is controlled not by the brake valve but by the control unit to supply air to the brake chamber 17, whereby the vehicle can be brought to an emergency stop.

(6) Since the occupant is alarmed if sudden braking is performed immediately after the occupant switch is operated, attention can be called by first causing the brake chamber 17 to perform gentle braking.

(7) The brake valve is connected to the brake chamber 17 to supply air from the second port to the third port, and the brake valve is switched from a first communication state in which the brake valve is connected to the brake chamber 17 to supply air from the second port to the third port to a second communication state in which the gas tank is connected to the brake chamber 17 to supply air from the first port to the third port. Therefore, the brake chamber 17 can be automatically supplied with air from the air tank to generate braking force.

(other embodiments)

The above embodiment can be modified and implemented as follows. The above-described embodiment and the following modifications can be implemented in combination with each other within a range not technically contradictory.

In the above embodiment, the predetermined time Δ T2 may be the same as or different from the predetermined time Δ T4.

In the above embodiment, the main ECU31 determines the pressure to be supplied to the brake chamber 17 at predetermined time intervals Δ T2 and Δ T4. However, as shown in fig. 9, the main ECU31 may perform calculation as needed to determine the pressure to be supplied to the brake chamber 17. This makes it possible to accurately determine the pressure to be supplied to the brake chamber 17 in accordance with the speed of the vehicle, thereby performing braking.

In the above embodiment, it is determined whether or not the stop determination time T4 has elapsed since the lower limit pressure Pa4 was reached. However, it may be determined whether or not the stop determination time has elapsed since the predetermined speed Vth is reached. According to such a configuration, since the vehicle stops after the stop determination time T4 has elapsed since the speed becomes equal to or lower than the predetermined speed Vth, the air pressure supplied to the brake chamber 17 is increased to the stop pressure Pa5 or more to increase the braking force of the brake chamber 17, thereby making it possible to prevent the vehicle from moving from the stopped state.

In the above embodiment, the stop pressure Pa5 is set to be fixed after the stop determination time T4 has elapsed, but the parking brake or the electric parking brake may be operated to maintain the vehicle in the stopped state.

In the above embodiment, the moderate brake pressure Pa1 is supplied to the brake chamber 17 during the moderate brake time T1 when the passenger seat operation switch 53 is operated. However, the slow brake time T1 may be set as the attention calling time, and no pressure may be supplied to the brake chamber 17.

In the above embodiment, the air pressure control device and the air pressure circuit are applied to the vehicle 10 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. 10, the pressure control module 20 can be applied to a vehicle 10 having an air over hydraulic (pneumatic) brake mechanism. In the brake mechanism, a pressure control module 20 is connected to brake boosters 100 to 102 via an ABS control valve 16. The brake boosters 100 to 102 are for front wheels, for rear left wheels, and for rear right wheels, and generate braking force to the wheels by increasing the hydraulic pressure of a hydraulic circuit using air pressure. As shown in fig. 11, 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 those shown in fig. 10 and 11.

In the above embodiment, the main body 211 is made of metal, but may be formed of resin instead. 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 working instead of or in addition to the above-described method.

In the above embodiment, the gas tank 12 is divided into 3 gas tanks, but the gas tank 12 may be 1 gas tank, or 2 or 4 or more gas tanks. In addition, the connection relationship between the gas 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.

In the above embodiment, the main ECU31 may receive the on signal and the like from the driver seat operation switch 51, the release switch 52, and the passenger seat operation switch 53 via the on-vehicle network such as the CAN 33. In addition to the CAN33, a network such as FlexRay (registered trademark) or Ethernet (registered trademark) may be used as the in-vehicle network.

In the above embodiment, the main ECU31 acquires acceleration information from the acceleration sensor 54, but may acquire acceleration information from the vehicle speed sensor 55 instead. Further, the acceleration is also included in the "speed of the vehicle" of the claims.

In the above embodiment, the abnormality coping system 50 includes the main ECU31 and the sub-ECU 32. Alternatively or in addition, the main ECU31 and the sub-ECUs 32 may be configured by 1 ECU or other control circuit having the functions of the first control section and the second control section. Alternatively, these functions may be distributed to 3 or more ECUs or other control power.

In the above embodiment, the abnormality handling system 50 may include a main switch (not shown) capable of turning on/off the system. By performing a predetermined operation on the main switch or controlling the main switch by a predetermined control device or the like, for example, the operations of the driver seat operation switch 51, the release switch 52, and the passenger seat operation switch 53 can be disabled.

In the above embodiment, 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 path 23, and the first supply path 23 may be opened and closed by the solenoid valve.

In the above embodiment, the relay valve 25 may be omitted and the signal supply path 29 and the third supply path may be directly connected. Even with such a configuration, a desired air pressure can be supplied to the third supply path 30 by controlling the air pressure of the signal supply path 29 using the intake valve 27 and the exhaust valve 28.

In the above embodiment, the air pressure circuit 22 includes the double check valve 36 that switches the supply direction of air by the air pressure. Instead of the double check valve 36, an electromagnetic valve that is driven and non-driven by the sub ECU32 may be provided. When the driver seat 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, the first pressure sensor 35 may be omitted. In this case, the sub-ECU 32 performs control using the pressure detected by the second pressure sensor 39 instead of performing control using the pressure detected by the first pressure sensor 35.

In the above embodiment, the abnormality coping is performed in accordance with the on operation of the driver seat 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 state of the driver using one or more parameters such as the position, posture, eye state such as eyelids or sight line, pulse rate, 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 presence or absence of the vehicle speed or the operation of the accelerator pedal or the brake pedal, with the road information, and may transmit an abnormality signal when a driving abnormality is detected.

In the above-described embodiment, the air pressure control device is mounted to the vehicle in use in which the command system for braking is set as the air pressure circuit in the manner of mounting the air pressure control device later. The air pressure control device may be mounted on a new vehicle.

In the above-described embodiment, the case where the air pressure control device is mounted on a vehicle such as a bus is described. The vehicle may be a truck, a construction machine, or the like, other than a bus. As another embodiment, the air pressure control device may be mounted on another vehicle such as a passenger car or a railway vehicle.

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 sending a command to a brake mechanism is realized by hydraulic pressure. In the hydraulic circuit, the pressure control module 20 operates in the same manner as in 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 that are driven in accordance with the pressure of the fluid.

The present invention can also be applied to a hydraulic brake, not limited to an air pressure brake.

According to one aspect of the present hydraulic brake, a hydraulic control device is provided. The hydraulic control device is provided with: a hydraulic circuit configured to supply oil to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control a hydraulic pressure supplied from the hydraulic circuit to the brake mechanism, wherein the control unit is configured to supply oil to the brake mechanism to decelerate the vehicle based on a signal for an emergency stop of the vehicle, and to reduce the hydraulic pressure supplied to the brake mechanism when the vehicle is at a predetermined speed or less.

According to the above configuration, when the vehicle reaches or falls below a predetermined speed during deceleration, the hydraulic pressure supplied to the brake mechanism is reduced to weaken the braking force, thereby reducing the change in acceleration (jerk) at the moment when the vehicle comes to a complete stop. Therefore, the load applied to the occupant at the time of an emergency stop of the vehicle can be suppressed.

In the hydraulic control apparatus, the control unit may be configured to increase the reduced hydraulic pressure to a predetermined value or more after a predetermined time has elapsed from when the vehicle becomes the predetermined speed or less.

According to the above configuration, since the vehicle stops after a predetermined time has elapsed since the vehicle becomes lower than or equal to the predetermined speed, the braking force of the brake mechanism is increased by increasing the hydraulic pressure supplied to the brake mechanism to a predetermined value or more, and the vehicle can be prevented from moving from the stopped state.

In the hydraulic control apparatus, the control unit may be configured to increase the hydraulic pressure supplied to the brake mechanism to a predetermined value or more after a predetermined time has elapsed from when the hydraulic pressure is reduced to a lower limit pressure or less by the pressure reduction.

According to the above configuration, since the vehicle stops after a predetermined time has elapsed since the pressure becomes lower than or equal to the lower limit pressure, the braking force of the brake mechanism is increased by increasing the hydraulic pressure supplied to the brake mechanism to a predetermined value or more, and the vehicle can be prevented from moving from the stopped state.

In the hydraulic control device, the control unit may be configured to fix the hydraulic pressure supplied to the brake mechanism to an upper limit pressure when the hydraulic pressure supplied to the brake mechanism becomes equal to or higher than the upper limit pressure during deceleration of the vehicle.

According to the above configuration, the braking force of the brake mechanism can be fixed by fixing the hydraulic pressure supplied to the brake mechanism at a point in time when the vehicle decelerates to some extent during deceleration, and a rapid change in speed can be suppressed.

In the hydraulic control apparatus, the control unit may be configured to determine the hydraulic pressure to be supplied to the brake mechanism at predetermined time intervals.

According to the above configuration, since the hydraulic pressure to be supplied to the brake mechanism is determined at predetermined intervals, the amount of calculation can be reduced as compared with a case where the hydraulic pressure to be supplied to the brake mechanism is determined at any time.

In the hydraulic control apparatus, the hydraulic circuit may be configured to supply oil to the brake mechanism instead of a brake valve that supplies oil to the brake mechanism when a brake operation is performed.

According to the above configuration, although the brake valve is normally caused to supply oil to the brake mechanism in response to a brake operation by the driver, the oil can be supplied to the brake mechanism not by the brake valve but by the control unit controlling the hydraulic circuit, thereby making it possible to bring the vehicle to an emergency stop.

In the hydraulic control apparatus, the control unit may be configured to supply the hydraulic pressure for slow braking to the brake mechanism when an abnormality signal indicating an abnormality based on an operation of an occupant switch is acquired as a signal for emergency stop of the vehicle. According to the above configuration, if sudden braking is performed immediately after the operation of the occupant switch, the occupant is alarmed, and therefore, attention can be called by first causing the brake mechanism to perform slow braking.

According to one aspect of the present hydraulic brake, a hydraulic control method of a hydraulic control device is provided. The hydraulic control device is provided with: a hydraulic circuit configured to supply oil to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control the hydraulic pressure supplied from the hydraulic circuit to the brake mechanism. The hydraulic control method includes: a deceleration step of decelerating the vehicle by supplying oil to the brake mechanism based on a signal for emergency stop of the vehicle; and a hydraulic pressure reducing step of reducing the hydraulic pressure supplied to the brake mechanism when the vehicle becomes a predetermined speed or less during the deceleration.

According to the above method, when the vehicle becomes equal to or lower than a predetermined speed during deceleration, the hydraulic pressure supplied to the brake mechanism is reduced to weaken the braking force, thereby reducing the change in acceleration (jerk) at the moment when the vehicle comes to a complete stop. Therefore, the load applied to the occupant at the time of an emergency stop of the vehicle can be suppressed.

According to one aspect of the present hydraulic brake, a hydraulic control program for a hydraulic control device is provided. The hydraulic control device is provided with: a hydraulic circuit configured to supply oil to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control the hydraulic pressure supplied from the hydraulic circuit to the brake mechanism. The hydraulic control program, when operating in a computer of the hydraulic control device, causes the hydraulic control device to execute: a deceleration step of decelerating the vehicle by supplying oil to the brake mechanism based on a signal for emergency stop of the vehicle; and a hydraulic pressure reducing step of reducing the hydraulic pressure supplied to the brake mechanism when the vehicle becomes a predetermined speed or less during the deceleration.

According to the above-described routine, when the vehicle reaches or falls below the predetermined speed during deceleration, the hydraulic pressure supplied to the brake mechanism is reduced to weaken the braking force, thereby reducing the instantaneous acceleration change (jerk) at which the vehicle is to be completely stopped. Therefore, the load applied to the occupant at the time of an emergency stop of the vehicle can be suppressed.

According to one aspect of the present hydraulic brake, a non-transitory computer readable medium for storing a hydraulic control program is provided. The hydraulic control program, when operated in a computer of a hydraulic control device, causes the hydraulic control device to execute a deceleration step and a hydraulic pressure reduction step, the hydraulic control device including: a hydraulic circuit configured to supply oil to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control a hydraulic pressure supplied from the hydraulic circuit to the brake mechanism, wherein in the deceleration step, the oil is supplied to the brake mechanism based on a signal for an emergency stop of the vehicle to decelerate the vehicle, and in the hydraulic pressure reduction step, the hydraulic pressure supplied to the brake mechanism is reduced when the vehicle becomes a predetermined speed or less during the deceleration.

The present invention can also be applied to an electric brake.

According to one aspect of the present electric brake, an electric control device is provided. The electric control device is provided with: an electric circuit configured to supply electric power to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control electric power supplied from the electric circuit to the brake mechanism, wherein the control unit is configured to supply electric power to the brake mechanism to decelerate the vehicle based on a signal for emergency stop of the vehicle, and to supply electric power to the brake mechanism to decelerate slowly when the vehicle becomes a predetermined speed or less.

According to the above configuration, when the vehicle reaches or falls below the predetermined speed during deceleration, electric power is supplied to the brake mechanism to reduce the braking force, so that the instantaneous acceleration change (jerk) at which the vehicle is to be completely stopped can be reduced. Therefore, the load applied to the occupant at the time of an emergency stop of the vehicle can be suppressed.

In the electric control apparatus, the control unit may be configured to increase the reduced supply power to a predetermined value or more after a predetermined time has elapsed from when the vehicle becomes the predetermined speed or less.

According to the above configuration, since the vehicle stops after a predetermined time has elapsed since the vehicle becomes lower than or equal to the predetermined speed, the electric power supplied to the brake mechanism is increased to the predetermined value or more to increase the braking force of the brake mechanism, thereby preventing the vehicle from moving from the stopped state.

In the electric control device, the control unit may be configured to increase the electric power supplied to the brake mechanism to a predetermined value or more after a predetermined time has elapsed from when the braking force is reduced to a lower limit value or less by the deceleration.

According to the above configuration, since the vehicle stops after a predetermined time has elapsed since the time when the lower limit value is reached or less, the electric power supplied to the brake mechanism is increased to a predetermined value or more to increase the braking force of the brake mechanism, thereby preventing the vehicle from moving from the stopped state.

In the electric control device, the control unit may be configured to fix the braking force of the braking mechanism to an upper limit value when the braking force of the braking mechanism becomes equal to or greater than the upper limit value during deceleration of the vehicle.

According to the above configuration, the braking force of the braking mechanism can be made constant at a point in time when the vehicle decelerates to some extent during deceleration, and a rapid change in speed can be suppressed.

In the electric control device, the control unit may be configured to determine the electric power to be supplied to the brake mechanism at predetermined time intervals.

According to the above configuration, since the electric power to be supplied to the brake mechanism is determined at predetermined intervals, the amount of calculation can be reduced as compared with a case where the electric power to be supplied to the brake mechanism is determined at any time.

In the electric control apparatus, the control unit may be configured to supply electric power for soft braking to the brake mechanism when an abnormality signal indicating an abnormality based on an operation of an occupant switch is acquired as a signal for emergency stop of the vehicle. According to the above configuration, if sudden braking is performed immediately after the operation of the occupant switch, the occupant is alarmed, and therefore, attention can be called by first causing the brake mechanism to perform slow braking.

According to one aspect of the present electric brake, an electric control method of an electric control device is provided. The electric control device is provided with: an electric circuit configured to supply electric power to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control the electric power supplied from the electric circuit to the brake mechanism. The electric control method includes: a deceleration step of supplying electric power to the brake mechanism based on a signal for emergency stop of a vehicle to decelerate the vehicle; and a slow braking step of controlling electric power supplied to the braking mechanism to perform slow braking when the vehicle becomes a predetermined speed or less during the deceleration.

According to the above method, when the vehicle reaches or falls below the predetermined speed during deceleration, the electric power supplied to the brake mechanism is controlled to weaken the braking force, so that the instantaneous acceleration change (jerk) at which the vehicle is to be completely stopped can be reduced. Therefore, the load applied to the occupant at the time of an emergency stop of the vehicle can be suppressed.

According to one aspect of the present electric brake, an electric control program for an electric control device is provided. The electric control device is provided with: an electric circuit configured to supply electric power to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control the electric power supplied from the electric circuit to the brake mechanism. The electric control program, when operating on a computer of the electric control apparatus, causes the electric control apparatus to execute: a deceleration step of supplying electric power to the brake mechanism based on a signal for emergency stop of a vehicle to decelerate the vehicle; and a slow braking step of controlling electric power supplied to the braking mechanism to perform slow braking when the vehicle becomes a predetermined speed or less during the deceleration.

According to the above-described routine, when the vehicle reaches or falls below a predetermined speed during deceleration, the electric power supplied to the brake mechanism is reduced to weaken the braking force, thereby reducing the change in acceleration (jerk) at the moment when the vehicle comes to a complete stop. Therefore, the load applied to the occupant at the time of an emergency stop of the vehicle can be suppressed

According to one aspect of the present electric brake, a non-transitory computer-readable medium storing an electric control program is provided. The electric control program, when operating on a computer of an electric control apparatus, causes the electric control apparatus to execute a deceleration step and a slow braking step, the electric control apparatus including: an electric circuit configured to supply electric power to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control electric power supplied from the electric circuit to the brake mechanism, wherein in the deceleration step, electric power is supplied to the brake mechanism based on a signal for an emergency stop of the vehicle to decelerate the vehicle, and in the slow braking step, electric power supplied to the brake mechanism is controlled to perform slow braking when the vehicle becomes a predetermined speed or less during the deceleration.

Description of the reference numerals

10: a vehicle; 11: an air pressure brake system; 12: a gas 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 protrusion; 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 rear air supply path; 39: a second pressure sensor; 39: a pressure sensor; 50: dealing with the system when abnormal; 51: a driver seat operation switch; 52: releasing the switch; 53: a passenger seat operation switch; 54: an acceleration sensor; 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

1. An air pressure control device is provided with:

an air pressure circuit configured to supply air to a brake mechanism for providing a braking force to a wheel; and

a control unit configured to control air pressure supplied from the air pressure circuit to the brake mechanism,

the control unit is configured to supply air to the brake mechanism to decelerate the vehicle based on a signal for stopping the vehicle in an emergency, and to reduce the pressure of the air supplied to the brake mechanism when the vehicle is at a predetermined speed or less.

2. Air pressure control device according to claim 1,

the control unit is configured to increase the reduced air pressure to a predetermined value or more after a predetermined time has elapsed from when the vehicle has reached the predetermined speed or less.

3. Air pressure control device according to claim 1,

the control unit is configured to increase the air pressure supplied to the brake mechanism to a predetermined value or more after a predetermined time has elapsed from when the air pressure becomes lower than or equal to a lower limit pressure by the pressure reduction.

4. The air pressure control device according to any one of claims 1 to 3,

the control unit is configured to fix the air pressure supplied to the brake mechanism to an upper limit pressure when the air pressure supplied to the brake mechanism becomes equal to or higher than the upper limit pressure during deceleration of the vehicle.

5. The air pressure control device according to any one of claims 1 to 4,

the control unit is configured to determine the air pressure to be supplied to the brake mechanism at predetermined time intervals.

6. The air pressure control device according to any one of claims 1 to 5,

the air pressure circuit is configured to supply air to the brake mechanism instead of a brake valve that supplies air to the brake mechanism when a brake operation is performed.

7. The air pressure control device according to any one of claims 1 to 6,

the control unit is configured to supply air pressure for forming a slow brake to the brake mechanism when an abnormality signal indicating an abnormality based on an operation of an occupant switch is acquired as a signal for making the vehicle stop urgently.

8. The air pressure control device according to any one of claims 1 to 7,

the air pressure circuit is configured to: having a first port connected to a gas 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, and switching 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,

the control unit is configured to switch the air pressure circuit from the first communication state to the second communication state based on a signal for emergency stop of the vehicle.

9. An air pressure control method of an air pressure control device, the air pressure control device comprising: an air pressure circuit configured to supply air to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control air pressure supplied from the air pressure circuit to the brake mechanism, the air pressure control method including:

a deceleration step of supplying air to the brake mechanism based on a signal for emergency stop of a vehicle to decelerate the vehicle; and

and an air pressure reducing step of reducing the air pressure supplied to the brake mechanism when the vehicle becomes a predetermined speed or less during the deceleration.

10. An air pressure control program that, when operated in a computer of an air pressure control device, causes the air pressure control device to execute a deceleration step and an air pressure reduction step, the air pressure control device comprising: an air pressure circuit configured to supply air to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control air pressure supplied from the air pressure circuit to the brake mechanism, wherein,

in the decelerating step, the vehicle is decelerated by supplying air to the brake mechanism based on a signal for emergency stop of the vehicle,

in the air pressure reducing step, the air pressure supplied to the brake mechanism is reduced when the vehicle becomes a predetermined speed or less during the deceleration.