JP2013132991A - Automatic brake operating device and control method thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the reliable durability of a brake system, and to secure safety while a passenger gets on or gets off while maintaining a vehicle stop state by operating the brake system and a parking brake when a door is opened in the case that an A/T-mounted vehicle is stopped and the power of an engine is cut off under a predetermined condition, and canceling the operation of the brake system to prevent the frequent use of the brake system when the operation of the parking brake is detected.SOLUTION: An automatic brake operating device automatically controls a brake device in the case that an A/T-mounted vehicle is stopped and the power of an engine is cut off under a predetermined condition. The automatic brake operating device includes a brake operation control device 35 which automatically operates a brake device 7 when detecting a vehicle stop and inner door opening. When the brake device 7 is operated and the operation of a parking brake is detected, the brake device 7 is controlled to be canceled.

Description

  The present invention provides a vehicle equipped with a power shut-off system that automatically shuts off engine power when the vehicle is stopped, in order to maintain the stopped state of the vehicle even when the driver's foot is carelessly separated from the service brake when the power is shut off The present invention relates to a safety device that automatically operates the brake device of the vehicle to prevent the vehicle from moving.

  An automatic transmission (hereinafter referred to as “A / T”) that automatically switches a gear ratio in accordance with the speed of an automobile and the number of revolutions of an engine is widely known and adopted in many automobiles. One of the A / Ts is the torque converter type A / T that automatically shifts the combination of the torque converter and the planetary gears by hydraulic control. The torque converter type A / T is not only used for passenger cars but also frequently starts. -It is also used for route buses and delivery trucks that need to be repeatedly stopped.

By the way, from the viewpoint of environmental consideration in recent automobiles, the engine power is automatically shut off under specified conditions, thereby reducing exhaust gas emissions, improving fuel efficiency, and improving safety. Yes. As this type of power shut-off system, for example, an automatic stop / start device (commonly referred to as an “idling stop device”) that automatically stops the engine when the vehicle is stopped and automatically restarts when the vehicle is started is referred to as an “ISS device”. "). Also, in vehicles equipped with passenger doors such as route buses, an A / T power cut system that automatically switches the A / T to the neutral state and shuts off the engine power when the door is open when the vehicle is stopped. By installing it, the vehicle is prevented from moving unexpectedly due to a creep phenomenon or the like with the door open, thereby ensuring safety.
On the other hand, if the engine power is cut off automatically when the vehicle is stopped, stall torque will not be generated, so if the driver accidentally removes his or her foot from the brake pedal when stopping on a slope, etc., or the amount of depression of the brake pedal When there are few, etc., the vehicle will move, and the problem that idling occurs will remain.

In this way, by prohibiting transmission of the driving force when the door is open, it is impossible to travel with at least the door open, and there is no danger of the occupant falling from the open door.
Furthermore, in Japanese Patent Application Laid-Open No. 2007-231662 (Patent Document 2), when there is a door opening request while the vehicle is running, the door opening is prohibited and the door opening prohibition state is set even after the vehicle stops. A door opening / closing control device is disclosed that permits opening of a door by maintaining and performing a reset operation.
According to this technique, the door is requested to be opened during traveling, and the door is prevented from being inadvertently opened when the vehicle is stopped by a signal or the like.

JP 2010-149634 A JP 2007-231662 A

However, the technique disclosed in Patent Document 1 is not an A / T-equipped vehicle equipped with an idling stop device, but idling is continued when the vehicle stops and the vehicle is prevented from moving due to the A / T creep phenomenon. When the vehicle stops and the door opens, the parking brake is activated.
In the technique disclosed in Patent Document 2, an A / T-equipped vehicle stops at a stop such as a slope or a bus terminal, an idling stop device is activated, and passengers get on and off when the engine is stopped (the entrance door is If the driver accidentally lifts his or her foot off the brake pedal when the door is open, or if the amount of depression of the brake pedal is small, the vehicle may move.

  In order to solve the above problems, in the present invention, when a vehicle equipped with A / T stops and the engine power is cut off under a predetermined condition, when the door is opened, the brake system is operated, When the operation of the parking brake is detected, the operation of the brake system is canceled to prevent heavy use of the brake system, improving the reliability durability of the system, and maintaining the stop state of the vehicle, The purpose is to ensure safety while getting on and off.

In order to solve the above problems, the present invention is equipped with a power shut-off system that travels by transmitting engine power to drive wheels via an automatic transmission and shuts off the engine power under predetermined conditions. An automatic brake control device for automatically controlling a brake device of a vehicle having a door for getting on and off that can be opened and closed by a switch,
Stop state detecting means for detecting the stop state of the vehicle;
Open / closed state detecting means for detecting the open / closed state of the door;
When the stop state detection means detects that the vehicle is in a stop state and the open / close state detection means detects that the door is in an open state, the brake device is automatically operated to Control means for controlling the vehicle to maintain a stopped state;
A parking brake of the vehicle;
Parking brake operating means for operating the parking brake;
Parking brake operating state detecting means for detecting the operating state of the parking brake, and
When the power of the engine is cut off by the power cut-off system,
The control means controls to release the automatic control of the brake device when the parking brake operating state detecting means detects that the parking brake is in an operating state.

  In the present invention, it is preferable that the parking brake is supplied with compressed air from an air tank via the parking brake operating means, and the parking brake operating state detecting means is disposed downstream of the parking brake operating means. It may be a low-pressure alarm release switch that releases the low-pressure alarm when the air is released into the atmosphere and becomes low pressure, and the parking brake is activated.

In the present invention, it is preferable that the power of the engine is transmitted to the drive wheels via an automatic transmission to travel, and a power shut-off system for shutting off the power of the engine under a predetermined condition is mounted and can be opened and closed by an operation switch. An automatic brake control device for automatically controlling a brake device of a vehicle having a door for getting on and off,
A stop state determining step of determining a stop state of the vehicle;
An open / close state determination step of determining an open / close state of the door;
When it is determined that the vehicle is in a stopped state and it is determined that the door is in an open state, the brake device is automatically operated to determine whether the vehicle is in a stopped state or not. Process,
A parking brake operation determining step for determining an operation status of the parking brake operation or release of the vehicle;
A parking brake operating state determining step for determining an operating state of the parking brake, and
When the power of the engine is cut off by the power cut-off system,
In the stop state maintenance determination step, it is determined that the vehicle is kept stopped, in the parking brake operation determination step, it is determined that the parking brake operation is performed, and in the parking brake operation state determination step, the parking brake is operated. When it is determined that the automatic brake control device has been operated, the automatic brake control device releases the operation of the brake device.

According to this invention, while waiting for a long time passenger at a bus terminal or the like, by using the brake device, the durability of the component due to heat generation due to long-time energization to the brake device component, particularly the electromagnetic valve, etc. To prevent the deterioration of the properties.
In addition, the parking brake operation confirmation means is an indicator switch attached to the parking brake operation means, and the parking brake operation state detection means is a low-pressure alarm release switch. Can prevent anxiety.
Furthermore, since the operation of the parking brake is detected by the driver's operation and the operation confirmation of the parking brake, erroneous release of the parking brake can be prevented.

  When the A / T-equipped vehicle stops, the engine stops, and the door opens, the brake system and parking brake are activated. When the parking brake is detected, the brake system is deactivated. Thus, the brake system can be prevented from being overused, the reliability durability of the system can be improved, and the stop state of the vehicle can be maintained to ensure the safety of passengers getting on and off.

1 shows a schematic block diagram of a route bus in which the present invention is implemented. The schematic block diagram of the brake device in embodiment of this invention is shown. The schematic structure figure of the parking brake device in the embodiment of the present invention is shown. The detailed view of the maxi chamber of the parking brake device in the embodiment of the present invention is shown. The brake control valve operating condition figure in the embodiment of the present invention is shown. The control flow figure of the parking brake device in the embodiment of the present invention is shown.

Hereinafter, the present invention will be described in detail with reference to the embodiments shown in the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the component parts described in this example are not intended to limit the scope of the present invention only to specific examples unless otherwise specified. Only.
Further, in the case of showing the directionality of the description, “up and down direction”, “left and right direction” and “front and back direction” are described with reference to the state of being seated in the driver's seat.

FIG. 1 is a schematic block diagram of a route bus equipped with an automatic transmission (hereinafter referred to as “A / T”) in which the present invention is implemented.
A bus 1 that is a vehicle has an intermediate door 1b between a front wheel 1a and a rear wheel 1c. The middle door 1b is opened when passengers get on and off by an operation at the driver's seat, and is closed when traveling. In the embodiment of the present invention, an A / T vehicle equipped with an engine automatic stop / start device (hereinafter referred to as “ISS device”) which is an idling stop system is installed, and each device of the ISS device and the door interlocking brake device is provided. It is arranged in various parts of the vehicle.

  A brake device operation control ECU 35, which is a control means for controlling the vehicle to be stopped, is disposed in the front portion of the vehicle 1 (around the driver's seat). The brake device operation control ECU 35 opens and closes the middle door 1b. A middle door opening / closing operation S / W 32 for operating the stop lamp, a stop lamp switch 33 (hereinafter, “switch” is abbreviated as “S / W”) mounted on a dual brake valve 70 having a brake pedal 24, which will be described later, Trouble occurs in the foot S / W 25 that is mounted on the seat floor and is operated when it is not desired to automatically stop the engine when the ISS device operates, the ISS device main S / W 22 that is mounted around the driver's seat, and the brake device operation control ECU 35 The emergency brake S / W31 that stops the operation of the automatic brake device and switches to normal driving when the The middle door micro S / W 39 that is an open / closed state detecting means, a vehicle speed sensor 41 that is disposed at the rear of the vehicle and detects a stopped state of the vehicle 1, a engine speed sensor 41, an engine ECU 6, and a brake device 7. Are respectively input with signals.

FIG. 2 is an overall configuration diagram in the embodiment of the present invention.
In the embodiment of the present invention, the brake device operation is the automatic brake control device of the present invention that is electrically connected to the brake device 7 and the brake operation relay 80 that is disposed on the brake device 7 and operates the brake device 7. A control ECU 35; an ISS control device 3 for the brake device operation control ECU 35; an engine ECU 6 for controlling the rotational speed, output, start and stop of the engine 5; and an A / T control ECU 90 for controlling the gear position of the A / T. Are electrically connected to each other.

Further, the A / TECU 90 inputs an N signal or a signal notifying the gear stage other than the N signal to the ISS control device 3.
In addition, the engine ECU 6 and the ISS control device 3 are connected by CAN communication. The engine 5 side operation status information is communicated to the ISS control device 3 side, and the idling stop is performed on the ISS control device 3 side. The determination result is communicated to the engine ECU 6 side.

FIG. 2 is a block diagram showing a schematic configuration of the brake device 7.
In the brake device 7 shown in FIG. 2, a first air pipe 73 connected to a rear air tank 71, which is an air tank for the rear wheel 1c, and a second air connected to a front air tank 72 for the front wheel 1a. A pipe line 74 is provided. A dual brake valve 70 as a brake valve is interposed in the middle of the first and second air pipes 73 and 74, and the brake pedal 24 is attached to the dual brake valve 70. That is, by operating the brake pedal 24 at the driver's seat, the dual brake valve 70 opens and closes, and the amount of air flow in the first and second air pipes 73 and 74 is adjusted by the amount of depression of the brake pedal 24. Can do.

  The second air conduit 74 is further connected to the FW relay valve 51 via a second double check valve 77. Here, the second double check valve 77 enables air to flow from the dual brake valve 70 or the second brake control valve 79 described later to the FW relay valve 51. The FW relay valve 51 is connected to the FL brake 832 of the front wheel 1a, the FR brake chamber 82 of the FR brake 831, and the FL brake chamber 83. The high pressure air is supplied or exhausted, and when the air is supplied, the brake is operated, and when the air is exhausted, the brake is released.

Similarly, the first air pipe 73 is connected to the RW relay valve 52 via the first double check valve 76. Here, the first double check valve 76 enables air to flow from the dual brake valve 70 or the first brake control valve 78 described later in the direction of the RW relay valve 52. The RW relay valve 52 is connected to the RR brake maxi chamber 84 and the RL brake maxi chamber 85 of each RR brake 841 and RL brake 851 of the rear wheel 1c. The RR and RL maxi chambers 84 and 85 are provided with a brake operating portion of a parking brake device 8 which will be described later.
Hereinafter, the brake maxi chamber is abbreviated as “maxi chamber”, and RR and RL are collectively referred to as “maxi chamber 84” when it is not necessary to distinguish between RR and RL.

  Further, a third air pipe 86 is provided between the rear air tank 71 and the first double check valve 76. The third air line 86 includes a check valve 86a that allows air to flow from the rear air tank 71 toward the first double check valve 76, and a first brake that closes and opens the third air line 86. A control valve 78 is provided.

  Similarly, a fourth air pipe 87 is provided between the front air tank 72 and the second double check valve 77. The fourth air line 87 includes a check valve 87a that allows air to flow from the front air tank 72 toward the second double check valve 77, and a second brake that closes and opens the fourth air line 87. A control valve 79 is provided.

Based on the schematic diagram of the parking brake device of FIG.
As shown in FIG. 3, the parking brake device 8 has a fifth air pipe 88 connected to the RR brake maxi chamber 84 and the RL brake maxi chamber 85 of the rear wheel 1c.
As shown in FIG. 3, a push rod 841 is disposed in the maxi chamber 84, and the push rod 841 moves in the axial direction and has a wedge 845 at the tip.
The wheel cylinder 843 has a trapezoidal receiving portion disposed therein, and a wedge 845 of the maxi chamber 84 is fitted into the receiving portion so that the brake shoe 842 is expanded outward with the pin 846 as a center.

The parking brake device 8 connects the maxi chambers 84 and 85 and the rear air tank 71 by a fifth air pipe 88. The fifth air pipe 88 is provided with a release valve 9 for supplying and exhausting high-pressure air via an emergency brake port 846 of each of the maxi chambers 84 and 85 described later.
A rear air tank 71 and a hand control valve 81 that is disposed in the driver's seat and operates the parking brake device 8 are connected by a sixth air pipe 89.
Further, the hand control valve 81 and the release valve 9 are connected by a seventh air conduit 90.
The sixth air pipe 89 has an indicator S / W 37 (confirms that it has been operated) that transmits an ON signal when a hand control valve 81 that is a parking brake operating means is operated, and a seventh air pipe. The road is provided with a low-pressure alarm cancellation S / W 38 which is a parking brake operation state detection means.

In this embodiment, the indicator S / W 37 that operates by air pressure is used as the parking brake operation confirmation means. However, the operation lever is interposed between the main body of the hand control valve 81 and the operation lever, and the operation lever is set at the parking position. It may be a mechanical switch that is turned on when operated.
Moreover, although the low pressure alarm cancellation | release S / W38 which operate | moves with an air pressure was used as a parking brake operation | movement confirmation means, the switch 95 for a detection (refer FIG. 4) to the part to which the piston 91 moves by the spring 842 in the A chamber of the maxi chamber 84. ) May be arranged.

The structure of the maxi chamber 84 (85) will be described with reference to FIG.
The maxi chamber 84 has a structure in which a wedge 845 (see FIG. 3) is attached to the distal end side (right end in FIG. 4) of the push rod 841 and slides in the left-right direction.
During normal running, the maxi chamber 84 is supplied with high-pressure air from the emergency brake port 846 to the A room side, and the piston 91 is located between the spring seat 93 and the piston 91 against the springs 92 and 847. It is stored in a state where it is compressed and located at the center in the axial direction of the maxi chamber 84.
When the brake (service brake) is operated on the vehicle during traveling, high-pressure air corresponding to the depression amount of the brake pedal 24 is introduced from the dual brake valve 70 to the B room side from the service brake port 849, and the diaphragm 848 The push rod 846 connected to the right side moves to the right side in accordance with the pressure of the high-pressure air to operate the RR brake 842 and the RL brake 851.

On the other hand, when the parking brake 8 is operated, the high pressure air on the A room side is opened to the atmosphere by the release valve 9, so that the spring 92 extends and the piston 91 moves to the right side to operate the parking brake device 8.
The FR brake chamber 82 and the FL brake chamber 83 are the same except for the piston 91, the spring 92, and the spring receiver 845 of the maxi chamber 84 in FIG.

The operation of the brake device according to the embodiment having the above configuration shown in FIG. 2 will be described.
First, the operation during normal operation will be described.
When the brake pedal 24 is operated (service brake) by the driver and the dual brake valve 70 is opened, high-pressure air flows from the front air tank 72 through the second air conduit 74, and the dual brake valve 70 and the second double valve 70. A braking force is applied to the front wheel 1 a of the bus 1 by being supplied to the FR brake chamber 82 and the FL brake chamber 83 via the FW relay valve 51 via the check valve 77.
The second double check valve 77 blocks the flow of the air in the second air pipe 74 to the fourth air pipe 87 side.

Similarly, high-pressure air flows from the rear air tank 71 through the first air pipe 73, and the RR brake maxi chamber 84 and RL brake are connected via the dual brake valve 70, the first double check valve 76, and the RW relay valve 52. It is supplied to the maxi chamber 85 and supplied to the RR brake 841 and the RL brake 851 to apply a braking force to the rear wheel 1c of the bus 1.
The first double check valve 76 blocks the flow of the air in the first air line 73 to the third air line 86 side.

Next, when the bus 1 stops at a bus stop etc. and the door of the middle door 1b is opened for passengers getting on and off, or when the idling stop device of the bus 1 is operating, the operation of the power shut-off system Thus, the operation of the first and second brake control valves 78 and 79 that operate when the A / T stall torque is no longer generated will be described.
FIG. 5 shows the operating condition [ON] of the first and second brake control valves 78 and 79. In 38, the middle door opening / closing operation S / W32 opening [ON] and 39, the middle door micro S / S detecting the middle door opening / closing. The [AND] condition of W39 open [ON] is indispensable, and the A / T control ECU 90 generates an ISS standby signal [ON] indicating that the power can be shut off by the ISS control device 3 at 38 or 40. One of the cases when received from the ISS control device 3 is an [OR] condition, and at 48, any one of 40, emergency travel S / W31 normal [ON], vehicle stop signal 41: vehicle speed ≦ 1.7 km / h [ When each of “OFF” becomes “AND”, the first and second brake control valves 78 and 79 become “ON” (actuated).

The brake control valve is operated based on an output signal from the brake operation control ECU 35.
The first brake control valve 78 is opened (ON), and the second brake control valve 79 is opened (ON) one second later by the time lag relay 80.
When the first brake control valve 78 is opened, the high-pressure air from the rear air tank 71 flows through the third air pipe 86 and passes through the first double check valve 76 and the RW relay valve 52 to the maxi chamber 84, 85, the push rod 841 moves to the right side, and the RR brake 841 and the RL brake 851 apply braking force to the rear wheel 1c of the bus 1.
The first double check valve 76 blocks the flow of air on the third air conduit 86 side to the first air conduit 73 side.

When the second brake control valve 79 is opened after 1 second, high-pressure air from the front air tank 72 flows through the fourth air conduit 87, and the second double check valve 77 and the FW relay valve 51 are turned on. The braking force is applied to the front wheel 1a of the bus 1 to ensure the safety of passengers.
The second double check valve 77 blocks the flow of the air on the fourth air conduit 87 side to the second air conduit 74 side.

When the parking brake 8 is operated, the high pressure air acting on the release valve 9 is moved from the hand control valve 81 into the atmosphere by operating the lever of the hand control valve 81 to the parking position (see FIG. 3). The high pressure air on the A room side (see FIG. 4) of the maxi chamber 84 is released from the release valve 9 to the atmosphere via the fifth air pipe 88. As a result, the high pressure air filled in the A chamber of the maxi chamber 84 becomes the emergency brake port 846 → the fifth air pipe 88 → the release valve 9 → the atmosphere is released, and the piston 91 (see FIG. 4) is moved to the spring 92. The parking brake is actuated by moving to the right (in FIG. 5) by the extension force.
When releasing the operation of the parking brake 8, the lever of the hand control valve 81 is operated to the release position (see FIG. 3) so that the high pressure air of the rear air tank 71 acts on the release valve 9. The release valve 9 closes the air release on the fifth air pipe 88 side and connects the rear air tank 71 and the fifth air pipe 88 so that the rear valve is connected to the A chamber side of the maxi chamber 84 (see FIG. 4). The high-pressure air from the air tank 71 is introduced, the piston 91 (see FIG. 4) is compressed by the spring 92 and moved to the left (in FIG. 5), and the parking brake is released.

A control method for releasing the brake control valves 78 and 79 when the parking brake 8 is operated will be described with reference to FIG.
In step S1, it is determined whether or not the emergency travel switch is set to [OFF] in step S2. When an abnormality occurs in the brake device operation control ECU 35, the emergency travel switch is switched to [ON], NO is selected, and the process proceeds to step S13.
Accordingly, the emergency travel switch [ON] is switched to start normal travel, and the ISS control device 3 and the automatic brake device do not operate.
When the emergency travel switch is set to [OFF], the automatic brake device operates.
In step S3, it is determined whether or not the vehicle 1 is in a stopped state (stop state determining step). The vehicle stoppage is based on a vehicle speed ≦ 1.7 km / h. If NO, it is determined that the vehicle will not stop, and the process proceeds to step S13. When the vehicle stops, Yes is selected and the process proceeds to step S4.
If it is determined in step S3 that the vehicle is stopped, YES is selected and the process proceeds to step S4.
In step S3, when the vehicle stops, the power cut-off system is activated to control the A / T gear stage to the neutral position. At this point, the power of the engine is cut off from the drive system (drive wheel side).

In step S4, it is determined whether or not the middle door opening / closing operation S / W32 has been operated. Since the vehicle 1 has stopped, the driver operates the middle door opening / closing operation S / W32 for passengers to get on and off. When the operation is not performed, that is, when No is selected, it is determined that there is no passenger getting on or off, or that the vehicle is temporarily stopped by a signal or the like, and the process proceeds to step S13.
If there is a passenger getting on and off, the operation of the middle door opening / closing operation S / W32 is confirmed, Yes is selected, and the process proceeds to step S5.
The driver keeps stepping on the brake pedal 24 even at this time.
In step S5, since the vehicle is stopped and the middle door 1b is open, there is no problem, so whether the middle door 1b is open (micro S / W is in the [ON] state) or not. (Opening / closing state determining step). If the inner door 1b is closed, NO is selected and the process proceeds to step S13.
If the inner door 1b is in the open state (micro S / W is in the [ON] state), select Yes and proceed to step S6.

In step S <b> 6, a signal indicating that A / T is in a neutral state is input from the A / T control ECU 90 to the engine ECU 6.
Proceed to step S7. In step S7, the brake device operation control ECU 35 operates the first and second brake control valve control valves 78 and 79.
In step S7, when the first brake control valve 78 is opened, the high-pressure air flows from the rear air tank 71 → the first double check valve 76 → the RW relay valve 52 → the B chamber side of each of the maxi chambers 84 and 85 (FIG. 5). The RR brake 841 and the RL brake 851 apply braking force to the rear wheel 1c of the bus 1 (stop state maintenance determination step).
When the second brake control valve 79 is opened, the high pressure air is supplied to the front air tank 72 → the second double check valve 77 → the FW relay valve 51 → FR and the FL brake chambers 82 and 83. A braking force is applied to the front wheels 1a (stop state maintenance determination step), and passenger safety is ensured.

Proceed to step 8. In step S8, in the case of parking for a long time (units of several minutes) such as waiting for passengers at the bus terminal or adjusting the time on the route route, the driver uses the parking brake operating means to operate the parking brake 8. A hand control valve 81 is turned on at the parking position (see FIG. 3) (parking brake operation determining step).
When the hand control valve 81 is turned on, YES is selected and the process proceeds to step S9.
In step S9, when the lever of the hand control valve 81 is operated to the parking position, the release valve 9 releases the high-pressure air that has been acting on the release valve 9 from the hand control valve 81 side to the atmosphere. As a result, the fifth air pipe 88 side is opened to the atmosphere.

Accordingly, the high-pressure air on the side of room A (see FIG. 4) of the maxi chamber 84 is released from the release valve 9 to the atmosphere via the fifth air pipe 88. As a result, the high pressure air filled in the A chamber of the maxi chamber 84 becomes the emergency brake port 846 → the fifth air pipe 88 → the release valve 9 → the atmosphere is released, and the piston 91 (see FIG. 4) is moved to the spring 92. Even if the driver inadvertently lifts his / her foot from the brake pedal 24, the vehicle 1 is kept stopped.
Therefore, the brake device operation (service brake) by the high-pressure air on the B room side and the brake device operation by the extension force of the spring 92 are simultaneously operated.

In step S10, it is determined whether the parking brake 8 is operating.
In this case, it is determined whether or not the hand control valve 81 has been operated by the indicator S / W 37 interposed in the sixth air pipeline 89 (parking brake operation determining step).
If the indicator S / W 37 is an [ON] signal, it is determined that the hand control valve 81 has been operated, YES is selected, and the process proceeds to step S11.
In the case of OFF, NO is selected and the process returns to step S8 in order to confirm the operation status of the hand control valve 81.

In step S11, whether or not the high pressure air in the fifth air line 88 has been released to the atmosphere by the operation of the low pressure alarm release S / W 38 (the release of the high pressure air that has acted on the low pressure alarm release S / W 38). to decide. It is determined that the spring 92 of the maxi chamber 84 has extended due to the release to the atmosphere, and it is determined that the maxi chamber 84 has acted (parking brake operation state determination step).
Therefore, based on the confirmation of the operation of the hand control valve 81 and the double check of the operation of the low pressure alarm release S / W 38, the process proceeds to step S12, where the brake device operation control ECU 35 sets the first and second brake control valves 78, 79. The [OFF] signal is output, and the high-pressure air from the rear air tank and the front air tank is shut off.
In step S11, if the low pressure alarm canceling S / W 38 is not activated, the process returns to step S8.

Therefore, the high-pressure air in the FR and FL brake chambers 82 and 83 is released to the atmosphere from the FW relay valve 51, the brake shoe 842 is returned by the return spring 844, and the brake is released.
The high-pressure air that has entered the B-room side of the RR and RL maxi chambers 84 and 85 is released to the atmosphere from the RW relay valve 52 interposed in the fifth air conduit, but the parking brake 8 And the braking force is maintained by the piston pressing force of the spring 92 of the RL maxi chambers 84 and 85.

In step S8, when the driver finishes getting on and off of the passenger and operates the release position of the hand control valve 81, if the hand control valve 81 is determined to be [OFF], NO is selected and the process proceeds to step S14. . In step S14, it is determined whether it is other than A / T neutral N. If it is neutral N, NO is selected and the process returns to step S8.
If it is not A / T neutral N in step S14, YES is selected and the process proceeds to step S15.
In step S15, it is determined whether or not the middle door micro S / W 39 is [OFF]. If it is [OFF], it is determined that the inner door 1b is closed, YES is selected, and the process proceeds to step S12.

  According to this embodiment, while waiting for a long time passenger at a bus terminal or the like, by using a brake device, it is due to long-time energization to brake device parts, particularly electromagnetic valves (brake control valves), etc. Prevents the durability of parts from deteriorating due to heat generation.

  It can be applied as a safety device that prevents the vehicle from moving when passengers get on and off a route bus equipped with an automatic transmission.

1 route bus (vehicle)
1b Middle door 3 ISS control device (automatic stop / start control device)
5 Engine 6 Engine ECU
7 Brake device 8 Air pressure sensor (Brake pedal operation confirmation means)
9 Release valve 21 Meter cluster 22 ISS equipment main S / W
24 Brake pedal 51 FW relay valve 52 RW relay valve 70 Dual brake valve (brake valve)
71 Rear air tank (air tank)
72 Front air tank (air tank)
73 1st air line (air line)
74 Second air line (air line)
76 First double check valve 77 Second double check valve 78 First brake control valve 79 Second brake control valve 81 Hand control valve 82 FR brake chamber 83 FW brake chamber 84 RR brake maxi chamber 85 RL brake maxi chamber

Claims (3)

A vehicle equipped with a power shut-off system that transmits engine power to drive wheels via an automatic transmission and shuts off the engine power under predetermined conditions, and has a door for getting on and off that can be opened and closed by an operation switch. An automatic brake control device for automatically controlling a brake device,
Stop state detecting means for detecting the stop state of the vehicle;
Open / closed state detecting means for detecting the open / closed state of the door;
When the stop state detection means detects that the vehicle is in a stop state and the open / close state detection means detects that the door is in an open state, the brake device is automatically operated to Control means for controlling the vehicle to maintain a stopped state;
A parking brake of the vehicle;
Parking brake operating means for operating the parking brake;
Parking brake operating state detecting means for detecting the operating state of the parking brake, and
When the power of the engine is cut off by the power cut-off system,
The said control means controls so that the automatic control of the said brake device may be cancelled | released when it detects that the said parking brake is in an operating state by the said parking brake operating state detection means .   The parking brake is supplied with compressed air from an air tank via the parking brake operating means, and the parking brake operating state detecting means is disposed on the downstream side of the parking brake operating means, and the compressed air is released to the atmosphere to a low pressure. The automatic brake control device according to claim 1, wherein the automatic brake control device is a low-pressure alarm release switch for releasing the low-pressure alarm when the parking brake is activated. A vehicle equipped with a power shut-off system that transmits engine power to drive wheels via an automatic transmission and shuts off the engine power under predetermined conditions, and has a door for getting on and off that can be opened and closed by an operation switch. An automatic brake control device for automatically controlling a brake device,
A stop state determining step of determining a stop state of the vehicle;
An open / close state determination step of determining an open / close state of the door;
When it is determined that the vehicle is in a stopped state and it is determined that the door is in an open state, the brake device is automatically operated to determine whether the vehicle is in a stopped state or not. Process,
A parking brake operation determining step for determining an operation status of the parking brake operation or release of the vehicle;
A parking brake operating state determining step for determining an operating state of the parking brake, and
When the power of the engine is cut off by the power cut-off system,
In the stop state maintenance determination step, it is determined that the vehicle is kept stopped, in the parking brake operation determination step, it is determined that the parking brake operation is performed, and in the parking brake operation state determination step, the parking brake is operated. If it is determined that the automatic brake control device has been operated, the automatic brake control device releases the operation of the brake device.

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