JP2003341494A - Interlocking control device for brake - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an interlocking control device for a brake capable of establishing a vehicle with excellent drivability in which the braking operation does not change to any large extent owing to different loading amount of the vehicle, of lessening the wear of the main brake device, and lessening exhaustion of the energy in association with the use of the main brake device. <P>SOLUTION: The interlocking control device for the brake analyzes on the time axis the operating input to a brake pedal of the main brake device conducted by the driver and performs automatically an interlocking control of an auxiliary brake device in compliance with the analytical output. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is used in a vehicle equipped with a brake pressurizing device and an auxiliary braking device in addition to the main braking device. The present invention relates to a technique of operating a plurality of brake devices such as a main brake device, a brake pressurizing device, and an auxiliary brake device, which are installed in one vehicle, in an interlocking manner. The present invention automatically increases the braking force by automatically operating in conjunction with a main brake device and a device for pressurizing and assisting the main brake or an auxiliary brake device according to an operation input of a brake pedal operated by a driver. Regarding the device.

[0002]

2. Description of the Related Art Generally, a vehicle is equipped with a main braking device that generates a braking force by air pressure or hydraulic pressure controlled by a brake pedal, and speed adjustment during traveling is designed to utilize this main braking device. Has been done. And for medium- or large-sized commercial vehicles whose gross weight changes greatly depending on the size of the cargo and the number of passengers, in addition to the main brake device, exhaust brake,
It is equipped with an engine retarder, driveline retarder and other auxiliary braking devices. These auxiliary braking devices are generally effective when a braking force is generated by a driver's operation. Many auxiliary brake devices are configured so that a braking force is generated by a small operating lever provided near the steered wheels of the driver's seat. Also,
A device for assisting the driver's main braking operation to increase the braking force by a brake pressurizing device for increasing the braking force of the main brake is provided, and a technique for securing the braking force especially in an emergency has been proposed. .

In a vehicle equipped with a brake pressurizing device in addition to the main braking device, the brake pressurizing device increases the brake fluid pressure so as to increase the brake braking force in response to the driver's operation of the brake pedal. There is a technique disclosed in Japanese Patent Laid-Open No. 9-263233. In this publication, in order to secure a larger braking force in addition to the usual braking by the main braking device when the driver makes a sudden braking, the hydraulic pressure of the main braking device is increased according to the operation of the brake pedal. A technical idea of pressing to obtain a sufficient braking force in an emergency is disclosed.

[0004]

In commercial vehicles such as trucks and buses, there is a several-fold difference in vehicle weight between the empty state and the state in which the vehicle is loaded close to the maximum load capacity.
The braking performance is very different. The driver has to change the brake operation greatly according to the load condition.

In particular, when the driver depresses the brake pedal in an emergency, the braking force of the main braking device corresponding to the operation of the brake pedal may not be sufficient. In this case, it is conceivable to use the brake pressurizing device or the auxiliary brake device as described above in order to secure a sufficient braking force. However, the auxiliary braking device needs to be used consciously by the driver, and the auxiliary braking device is not automatically operated to increase the braking force in an emergency.
Further, there is no suggestion as to how to control the braking force to be increased by the brake pressurizing device or the auxiliary braking device in an emergency in order to share the braking force with the brake pressing device or the auxiliary braking device to increase the braking force. Further, there is no proposal to properly distribute the braking force to a plurality of auxiliary braking devices in consideration of the magnitude of the braking force and the operation time delay.

The present invention has been made against such a background, and in addition to the main braking device, a brake pressurizing device and an auxiliary braking device are used together to realize a sufficient braking force during an emergency braking operation. The purpose is to do. In addition, the present invention provides a drivability that does not significantly change the brake operation due to the difference in the load capacity of the vehicle in which the braking force of the vehicle is appropriately distributed by the respective brake devices regardless of the driver's intention. It is intended to provide an excellent vehicle. An object of the present invention is to reduce wear of the main braking device and to reduce energy consumption associated with using the main braking device.

[0007]

In the present invention, the operation input of the brake pedal of the main braking device performed by the driver is analyzed on the time axis, and the braking force is insufficient only by the main braking device according to the analysis output. In this case, since the auxiliary brake device or the brake pressurizing device can be automatically controlled, the main brake device, the auxiliary brake device, and the brake pressurizing device can be effectively activated without depending on the skill level of the driver. It can be used to secure sufficient braking force in an emergency.

As a result, the braking performance can be maximized, and the vehicle can be stopped by the shortest braking distance that can be stopped with the braking performance.

That is, the present invention is used for decelerating a running vehicle other than the main braking device (2) controlled according to the operation input of the brake pedal (1). A vehicle equipped with one or a plurality of auxiliary brake devices (4, 5, 6) or a brake pressurizing device (3) is provided, and the auxiliary brake device (4) ,
It is a brake interlocking control device provided with means (7) for automatically interlocking 5 and 6) and effectively controlling them.

Here, the feature of the present invention is that, according to the analysis means (9) for analyzing the operation input of the brake pedal (1) on the time axis, and the analysis output by this analysis means (9). Control means (10) for controlling the magnitude of the braking force generated by the interlocking brake pressurizing device (3) or auxiliary braking device (4, 5, 6) and this analyzing means (9) unless a prohibiting operation is performed. ) And operating means (8) for maintaining the control means (10) in an effective state.

The numbers in the above parentheses are reference numbers in the embodiment drawings described later. This is given for easy understanding of the present invention, and is not for limiting and understanding the present invention. The same applies to the following description.

For example, the auxiliary brake device (4, 5,
The control means (10) for a vehicle having a plurality of 6)
Includes means for selecting an auxiliary braking device to be linked according to the analysis output. Examples of the auxiliary brake device include an exhaust brake, an engine retarder (decompression brake), a driveline retarder (fluid type, eddy current type, permanent magnet type) and the like. Compared to the main braking system, engine retarders and exhaust brakes tend to be less effective, and the adjustment range is smaller. Driveline retarders also generate heat and require temperature control.

As described above, each auxiliary braking device has different properties. Therefore, it is necessary to perform optimal control in consideration of the difference in these properties.

Further, the brake pressurizing device (3) is also used in combination with the brake pressurizing device (3) to operate in conjunction with the main braking device (2), whereby a sufficient braking force can be obtained during an emergency braking operation.

In this case, when there are a plurality of interlocking auxiliary braking devices, the control means controls the magnitude of the braking force generated for each of the plurality of interlocking auxiliary braking devices according to the analysis output. It is desirable to include. Further, it is preferable to control the distribution of the magnitude of the braking force while considering the time delay of the braking force between the brake pressurizing device and the auxiliary braking device.

Further, the control means (9), in addition to the analysis output by the analysis means (8), temperature information of the main braking device (2) and the other main braking device (2) and / or the auxiliary braking device ( It is desirable to include means for taking in the state information of 3, 4, 5) and controlling the magnitude of the braking force generated by the auxiliary brake device which is interlocked with this state information.

The auxiliary braking device includes, for example, at least one of an exhaust brake, an engine retarder, and a driveline retarder. The drive line retarder includes any of a fluid type, an eddy current type, and a permanent magnet type.

It is desirable that the analysis means and the control means be implemented as one piece of hardware including a program control circuit.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION A brake interlocking control apparatus according to an embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a configuration diagram of a brake interlocking control device according to the present embodiment. FIG. 2 is a block diagram of the retarder controller of this embodiment. Figure 3
2 is a flow chart showing a flow of auxiliary brake device combined use of the present embodiment. FIG. 4 is a flowchart showing the control force control flow of this embodiment. FIG. 5 is a flow chart showing the auxiliary brake device selection flow of this embodiment. Figure 6
7 and FIG. 7 are diagrams showing the braking force sharing ratio of this embodiment,
The horizontal axis represents time, and the vertical axis represents braking force.

In this embodiment, as shown in FIG. 1, the main braking device 2 is controlled according to the operation input of the brake pedal 1, and the main braking device other than the main braking device 2 is pressurized to apply the braking force. Brake pressurizing device 3 to increase,
It is provided in a vehicle equipped with an engine retarder 4, an exhaust brake 5, and a driveline retarder 6, which are auxiliary braking devices used to decelerate a running vehicle,
It is a brake interlocking control device including a brake pressurizing device 3 and a braking control unit 7 that automatically interlocks and effectively controls the brake pressurizing device 3 and the auxiliary brake device according to an operation of the main braking device 2. The braking control unit 7 includes a processor and software installed therein.

Here, the feature of this embodiment is that
Controlling the magnitude of the braking force generated by the analysis unit 9 that analyzes the operation input of the brake pedal 1 on the time axis, and the brake pressurization control unit 11 or the auxiliary braking device that interlocks according to the analysis output by the analysis unit 9. The braking force control unit 10 including the auxiliary brake control unit 12, and the analysis unit 9 and the braking force control unit 10 unless a prohibited operation is performed.
Is provided with a retarder control switch 8 which is an operation means for maintaining the effective state.

Here, the operating means for keeping the analysis unit 9 and the braking force control unit 10 in an effective state unless a prohibiting operation is particularly performed means, in this embodiment, when the engine is started by the engine key. In addition, it means that the retarder switch is automatically brought into an effective state by interlocking with the main braking device unless a prohibiting operation is performed. That is, in the apparatus of this embodiment, the engine key switch also serves as the retarder control switch 8. In the conventional vehicle, the auxiliary brake device is activated when the driver operates the operation switch of the auxiliary brake device, but in the device of the present invention, the auxiliary brake device is activated unless the prohibiting operation is performed. Composed. With this configuration, the auxiliary braking device can be in a standby state and can be linked to the operation of the main braking device in accordance with a braking force increase control command for the main braking device.

This embodiment is applied to a vehicle equipped with a brake pressurizing device and a plurality of auxiliary braking devices as shown in FIG. 1, and the braking control unit 7 operates as a main braking device according to the analysis output of the analyzing unit 9. The brake pressurizing device or the auxiliary brake device to be interlocked is selected, and the magnitude of the braking force generated in each of the brake pressurizing device or the auxiliary brake device is controlled by the brake pressurizing control unit 11 and the auxiliary brake control unit 12.

At this time, the braking control unit 7 takes in temperature information of the main braking device 2 and other state information of the main braking device 2 and / or the auxiliary braking device in addition to the analysis output from the analyzing unit 9 and links them by this state information. It controls the magnitude of the braking force generated by the brake pressurizing device or the auxiliary braking device. The drive line retarder 6 includes any of a fluid type, an eddy current type, and a permanent magnet type. Also, the analysis unit 9 and the braking force control unit 10 are implemented as one piece of hardware including a program control circuit.

Next, the flow of the braking force increasing control using both the brake pressurizing device and the auxiliary braking device will be described with reference to FIG. When the brake pedal is stepped on, the operation of the brake pedal is detected, and information such as the operating speed or acceleration is input to the analysis unit 9 as a brake operation input (steps 1 and 2). Based on the brake operation input, the analysis unit 9 determines whether the brake operation is in the sudden braking state, and calculates the control target value corresponding to the brake operation (step 3). Here, the control target value is a control target value of the braking force with which the target deceleration can be obtained.

That is, the required braking force F is obtained from the operation information such as the pedaling speed of the brake pedal or the acceleration, and it is determined whether the operation of the main braking device 2 is sufficient (step 4). When the braking target value of the braking force F obtained by the stepping speed or acceleration of the brake pedal is sufficient for the braking force of the main braking device 2, the interlocking control of the brake pressurizing device or the auxiliary braking device is not performed. . When the brake pedal is stepped on at a high speed and a large braking force is required, interlocking control is performed by the brake pressurizing device or the auxiliary braking device according to the present invention (step 5).

This control target value is based on the input brake
A level required to increase the braking force by the interlocking control by the pedal operation input is obtained according to the value of the brake pedal operation input (for example, speed or acceleration). The degree of combined use of the engine retarder, the exhaust brake, and the driveline retarder as the brake pressurizing device and the auxiliary braking device is determined by referring to the map from this braking target value so that the obtained control target value is obtained (step 5). ), These devices are operated in conjunction with the main braking device to perform braking force increase control (step 6).

A flow for determining the degree of combined use for increasing the braking force will be described with reference to FIG. If the difference between the braking force of the main braking device and the control target value obtained from the pedaling speed of the brake pedal is extremely large, use the brake pressurizing device and all auxiliary braking devices together,
The braking force is increased (steps 12 and 14). When the difference between the braking force of the main braking device and the control target value is moderate, it is not necessary to use all the auxiliary braking devices, so use the brake pressurizing device, driveline retarder, and exhaust braking device together. To increase the braking force (steps 13 and 15). When the difference between the braking force of the main braking device and the control target value is small, the braking force is increased by using the brake pressurizing device and the exhaust braking device together.

FIG. 5 is a flow chart for explaining the control of the braking force depending on the temperatures of the main braking device, the driveline retarder, and the working fluid pressure when the braking force increase control is performed. When the main braking device or the driveline retarder is overheated, a large braking force cannot be expected for these devices.Therefore, the sharing ratio of the braking force of these devices should be reduced and the control of other auxiliary braking devices should be reduced. Control to increase the share of power.

For example, the temperature information of the main braking device 2 and the driveline retarder 6 and the main braking device 2 and the driveline
The fluid pressure information for operating the retarder 6 is used.
The analysis unit 9 monitors the state information (step 21) and determines whether the temperature is proper (step 22). If it is overheated, the braking force of the main braking device 2 or the driveline retarder 6 is reduced (step 23). Similarly, it is determined whether the working fluid pressure is proper (step 2).
4). If it is too large, the braking force of the main braking device 2 or the driveline retarder 6 is reduced (step 23). At this time, control can be performed such that the braking force of the engine retarder 4 or the exhaust brake 5 is increased instead of reducing the braking force of the main braking device 2 or the driveline retarder 6 (step 27). If the temperature and the air pressure are appropriate, the braking force is increased according to the braking force increase instruction (step 2).
6).

Next, the braking force sharing ratio will be described with reference to FIGS. 6 and 7. FIG. 6 shows an example of the sharing ratio when the brake pressurizing device and the auxiliary braking device are used together. When the pedaling speed or acceleration of the brake pedal is large and the target braking force is large, the brake pressurizing device, driveline retarder, engine retarder,
The exhaust braking device is used to secure the required braking force (Fig. 6 (a)). When the target braking force is medium, the required braking force is secured by using the brake pressurizing device, drive line retarder, and exhaust brake device (FIG. 6 (b)). In FIG. 6B, when the exhaust brake device starts to be activated and the target braking force is satisfied, control is performed so as to reduce the share ratio of the brake pressurizing device. Also, depending on the temperature condition of the driveline retarder,
As described with reference to FIG. 5, the sharing ratio of the driveline retarder may be reduced. Further, when the target braking force is small, the brake pressurizing device is operated and the exhaust brake device is operated to increase the braking force (FIG. 6).
(C)).

FIG. 7 is a diagram for explaining a share ratio when the auxiliary braking device is used together with the main braking device without also using the brake pressurizing device. When the target braking force is not too large, or when the brake pressurizing device is not provided, it is possible to perform control to increase the braking force only by using the auxiliary braking device together.

First, when the difference from the target braking force is large, the braking force increase control is performed by using the drive line retarder, the engine brake, and the exhaust brake together (FIG. 7).
(A)). When the target braking force is medium, braking force increase control is performed using the driveline retarder and the exhaust brake (FIG. 7B). In this case, driveline
In consideration of the time delay between the retarder and the exhaust brake, the share ratio of the driveline retarder may be reduced when the exhaust brake starts to be activated. Further, when the target braking force is small, the braking force increase control can be performed by using only the exhaust brake.

When the brake pressurizing device shown in FIG. 7 is not used together, the flow shown in FIG. 3 is a flow without the braking force increasing control by the brake pressurizing device.

[0035]

As described above, according to the present invention,
The required braking force can be automatically secured when the braking force is insufficient with the main braking device alone due to an emergency braking operation or the like. In addition, it is possible to provide a vehicle having excellent drivability, in which the brake operation is not significantly changed due to the difference in the load capacity of the vehicle.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a brake interlocking control device according to the present embodiment.

FIG. 2 is a block configuration diagram of a braking control unit according to the present embodiment.

FIG. 3 is a flowchart showing a combined use flow of a brake pressurizing device and an auxiliary brake device according to the present embodiment.

FIG. 4 is a flowchart showing a control flow for determining the sharing of braking force according to the present embodiment.

FIG. 5 is a flowchart showing a control flow when the state information of the brake device of the present embodiment is used.

FIG. 6 is a diagram showing a braking force sharing ratio of the present embodiment.

FIG. 7 is a diagram showing a braking force sharing ratio according to the present embodiment.

[Explanation of symbols]

1 brake pedal 2 Main braking device 3 Brake pressurizing device 4 engine retarder 5 exhaust brake 6 Driveline retarder 7 Braking controller 8 retarder control switch 9 Analysis Department 10 Braking force controller 11 Brake pressure controller 12 Auxiliary brake controller

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Yuji Kobayashi             3-1, Hinodai, Hino City, Tokyo 1 Hino             Inside the automobile corporation F term (reference) 3D046 AA05 BB21 EE01 EE03 HH02                       HH15 HH16 JJ01 JJ11 JJ16

Claims (6)

[Claims] 1. A main braking device controlled according to an operation input of a brake pedal, one or a plurality of auxiliary braking devices used for decelerating a running vehicle other than the main braking device, and the main braking device. A means for automatically interlocking the auxiliary brake device in accordance with the operation of the brake device to effectively control, and an analyzing device for analyzing the operation input amount of the brake pedal on the time axis; and an analysis output by the analyzing device. The control means for controlling the magnitude of the braking force generated by the auxiliary brake device which is interlocked with the control means, and the operation means for keeping the analysis means and the control means in an effective state unless a prohibiting operation is performed. A characteristic brake interlocking control device. 2. A brake pressurizing device for increasing the braking force of a main brake device, wherein the control means operates the brake pressurizing device in addition to the auxiliary brake device according to an analysis output by the analyzing means. The brake interlocking control device described in 1. 3. The brake interlocking control device according to claim 1, wherein, for a vehicle provided with a plurality of the auxiliary braking devices, the control means includes means for selecting an auxiliary braking device to be interlocked according to the analysis output. 4. When there are a plurality of interlocking auxiliary braking devices, the control means includes means for controlling the magnitude of the braking force generated for each of the plurality of interlocking auxiliary braking devices according to the analysis output. The brake interlocking control device according to item 3. 5. The control means fetches temperature information of the main braking device and other status information of the main braking device or the auxiliary braking device in addition to the analysis output by the analyzing means, and applies a braking force based on this status information. 2. The brake interlocking control device according to claim 1, further comprising means for controlling the magnitude of the braking force generated by the pressure device or the auxiliary braking device. 6. The brake interlocking control device according to claim 1, wherein the analysis means and the control means are implemented as one piece of hardware including a program control circuit.