JP2734036B2 - Vehicle stop holding device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle stop holding device provided with stop holding means for holding a brake in an operating state and holding a vehicle in a stopped state.

2. Description of the Related Art Conventionally, stop holding means for holding a brake in an operating state and holding a vehicle in a stopped state, operating conditions for operating the stop holding means, and release for releasing the operation of the stop holding means A stop holding device for a vehicle including an operation determining unit that determines whether a condition is satisfied, and a driving unit that receives a signal from the operation determining unit to operate the stop holding unit or cancels the operation. Are already known.

The operation determination unit receives, for example, a signal from a brake switch that detects depression of a brake pedal and a signal from a clutch switch that detects that a clutch has been disengaged. In this case, it is determined that the operating condition for operating the stop holding means has been satisfied, and a signal thereof is input to the drive section, and the drive hold section is operated by the drive section. In this state, even when the brake pedal is released, the brake operation state is maintained.

Also, from this state, when detecting that the clutch is connected by a signal from the clutch switch, the operation determination unit determines that the release condition for releasing the operation of the stop holding unit is satisfied, The operation of the stop holding means is released via the drive unit.

[Problems to be Solved by the Invention] By the way, the vehicle stop holding device is an effective device to be used when starting on a slope on an uphill, and is unnecessary when starting on a downhill. is there. However, if the stop holding means is operated only when it is necessary to detect a state such as an uphill, there is a disadvantage that various detectors are required and the apparatus becomes expensive.

For this reason, an operation switch operated by the driver is provided, and by inputting a signal from the operation switch to the operation determination unit, pressing of the operation switch is regarded as one of the operation conditions of the stop holding means. Can be. According to such a configuration, the stop holding means can be operated only when necessary, according to the driver's judgment.

However, on the other hand, for example, when starting up a hill on the above-mentioned uphill, immediately after the clutch is connected and the operation of the stop holding means is released, if the hill start fails and the engine stalls, the brake is depressed again. Unless the operation switch is pressed, the stop holding means cannot be operated.

Therefore, the operation may be complicated, or after the engine is stalled, the brake pedal may be depressed and the engine may be restarted.

"Means for solving the problem" In view of such circumstances, the present invention provides a stop holding means for holding a brake in an operating state and holding a vehicle in a stopped state,
At least a signal from a brake switch that detects depression of a brake pedal is input, and it is determined whether an operating condition for operating the stop holding unit and a release condition for releasing the operation of the stop holding unit are satisfied. An operation switch operated by a driver in a vehicle stop holding device including: an operation determining unit; and a driving unit that receives the signal from the operation determining unit and operates or stops the operation of the stop holding unit. An engine stall detection unit that detects an engine stall; and a timer that counts a predetermined set time after the stop holding state is released by the stop holding unit, and inputs each signal to the operation determination unit. The determination unit determines that the operation switch is pressed as one of the operation conditions of the stop holding means, and determines that the operation switch is not pressed. At least, the stop holding state is activated on condition that the stop holding state by the stop holding means is released, the engine is stalled, and the brake pedal is depressed within the predetermined set time. It is like that.

[Operation] As described above, if the operation switch operated by the driver is provided and the pressing of the operation switch is regarded as one of the operating conditions of the stop holding means, the vehicle is stopped only when necessary according to the driver's judgment. The holding means can be activated.

For example, when starting up a hill on an uphill, if the engine stall occurs after the stop holding means is deactivated, the operation determining unit determines whether the vehicle is stopped by the stop holding means even if the operation switch is not pressed. Since the stop holding means is operated on condition that the predetermined time has elapsed since the release of the vehicle, that the engine has been stalled, and that the brake pedal is depressed, it is not necessary to press the operation switch again. In addition to this, it is possible to prevent a risk caused by erroneous recognition that the stop holding means is operating.

"Example" Hereinafter, an example in which the present invention is applied to a vehicle stop holding device using a brake booster will be described.
In the figure, a power piston 2 is slidably provided in a shell 1 of a brake booster, and a diaphragm 3 is stretched on the back surface of the power piston 2. Are divided into a constant pressure chamber 4 at the front and a variable pressure chamber 5 at the rear.

Valve body 6 provided on the shaft of power piston 2
A valve mechanism 7 is housed therein. The valve mechanism 7 includes a vacuum passage 8 communicating with the constant pressure chamber 4, an atmosphere passage 9 communicating with the variable pressure chamber 5, and an atmosphere introduction passage communicating with the atmosphere.
The communication state with 10 is switched and controlled.

The valve plunger 13 constituting the valve mechanism 7 includes a key member 14
To prevent it from getting out of the valve body 6,
The distal end is connected to an input shaft 15 linked to a brake pedal (not shown), and the distal end surface of the valve plunger 13 is linked to a push rod 17 via a reaction disk 16.

The power piston 2, the valve body 6, and the like are normally held in a non-operating position by a return spring 18 in this state. In this state, the valve mechanism 7 allows the vacuum passage 8 to communicate with the atmosphere passage 9 and the air passage 9 to communicate with the atmosphere passage 9. The communication with the atmosphere introduction passage 10 is cut off, whereby the negative pressure constantly introduced into the constant pressure chamber 4 via the negative pressure introduction pipe 19 is introduced into the variable pressure chamber 5 via the vacuum passage 8 and the atmosphere passage 9. Will be done.

On the other hand, when the valve plunger 13 is advanced by depressing the brake pedal, the valve mechanism 7 cuts off the communication between the vacuum passage 8 and the atmosphere passage 9 and connects the atmosphere passage 9 and the atmosphere introduction passage 10 to each other. Since the air is introduced into the transformer chamber 5 from the air introduction passage 10 via the air passage 9, the power piston 2, the valve body 6, and the like are advanced against the return spring 18.

However, the solenoid valve 21 as a vehicle stop holding means for holding the brake in the operating state is disposed in the constant pressure chamber 4 and located outside and below the return spring 18 at the valve body 6.
The electromagnetic valve 21 allows the vacuum passage 8 to be opened and closed. The harness 22 pulled out from the solenoid valve 21 is pulled out of the shell 1 while maintaining the airtightness by a sealing means 23, and then connected to a control device 24 such as a microcomputer for controlling the opening and closing of the solenoid valve 21. .

When the solenoid valve 21 is maintained in the open state, it is apparent that the brake can be operated by depressing and releasing the brake pedal as in the conventionally known brake booster. On the other hand, if the vacuum valve 8 is closed by operating the solenoid valve 21 in the operating state of the brake booster in which the brake pedal is depressed, even if the depression of the brake pedal is subsequently released, the variable pressure chamber will be released. The pressure fluid in 5 cannot escape to the constant pressure chamber 4, and the power piston 2 and the valve body 6 and the like located in the operating position are maintained in the same position, and the brake operating state is maintained.

Therefore, the electromagnetic valve 21 can be used as a vehicle stop holding unit that holds the brake in the operating state.

Next, the control device 24 includes an operation determining unit 25 that determines whether an operating condition for closing the electromagnetic valve 21 and a release condition for opening the electromagnetic valve 21 are satisfied.

The operation determination unit 25 includes a brake switch 26 that detects whether a brake pedal is depressed, a clutch switch 27 that detects that a clutch is connected, and a push-button type operation switch 28 that further activates a stop holding device. Signal is input.

The operation determining unit 25 operates to close the solenoid valve 21 when the driver presses the operation switch 28 in a state where the brake switch 26 detects that the brake pedal is depressed. It is determined that the condition is satisfied, and from that state, when it is detected that the clutch is connected by the clutch switch 27, it is determined that the release condition for opening the solenoid valve 21 is satisfied. It has become.

When the operation determination unit 25 determines that the operation condition is satisfied, the operation determination unit 25 outputs a signal to the drive unit 29 of the control device 24, and the drive unit 29 excites the solenoid coil of the electromagnetic valve 21. When the solenoid valve 21 is closed, and it is determined that the release condition is satisfied from this state, the excitation of the solenoid coil by the drive unit 29 is stopped, and the solenoid valve 21 is opened by a spring.

The control device 24 includes a timer 30 that starts counting when the solenoid valve 21 is opened, that is, when the vehicle stop holding state is released. A predetermined time during which the solenoid valve 21 as the vehicle stop holding means can be operated is set in the timer 30 in advance.

Further, the control device 24 includes an engine stall detecting unit 31 for detecting engine stall.
Reference numeral 31 inputs a signal from the engine operation detector 32, and detects an engine stall based on the signal and software described below.

In the above configuration, this system operates when the ignition key position is on or start position.
When the engine is stopped by the ignition key-off, the system is stopped.

Then, when an ignition switch (not shown) is turned on, the control device 24 is power-on reset, and resets both the flags A and B shown in the flowchart of FIG. The flag A is set to "1" when the vehicle is stopped and held by the operation of the engine, that is, when the solenoid valve 21 is closed, or is set to "1" when the brake pedal is depressed upon detection of engine stall. On the other hand, the flag B is set to "1" when engine stall is detected.

The flowchart of FIG. 2 is a flowchart for holding the vehicle stopped, and when the ignition switch is turned on, the engine has not been started yet, and the solenoid valve 21 is open. In this state, in FIG.
In the condition determination shown in S1, the vehicle is not stopped and held, so the program proceeds from S1 to S2. In S2, since the engine is stopped, that is, in the off state, the program proceeds to S3. At this time, the operation state of the engine is, of course, detected by the engine operation detector 32.

Then, in S3, the flag A is set to “0” as described above.
, The process goes from here to S5, bypassing S4. In S5, since the flag B is also reset to "0", the process proceeds to S6, where the routine is terminated unless the brake pedal is depressed, and thereafter, the control device 24 has processed another required routine. Thereafter, this routine is sequentially repeated.

If the brake switch 26 detects that the brake pedal is depressed when proceeding to S6, the process proceeds from S6 to S7.At this point, the driver presses the operation switch 28. If not, the routine is also terminated. But if the actuation switch 28 is pressed
Proceeding to S8, the holding operation is performed.

Next, when the engine is started after the ignition switch is turned on, if the vehicle is not stopped and held in this state, the program proceeds from S1 to S2 as before, but in this case, in S2, the engine is stopped. Is started and turned on, so that the process proceeds to S9. However, if the vehicle is stopped, the process proceeds from S1 to S12, and if the engine is running, the process proceeds to S13, the flag A is set to "1", the flag B is reset to "0", and the process is terminated. If there is, the flag A is reset to “0”, and the process ends.

In S9, the timer 30 counts for a predetermined time after the stop holding is released.Since counting is not performed at this stage, the process proceeds from S9 to S10. The flags A and B are both reset to “0”.

When the process proceeds from S10 to S5, the flag B is set to "0" in the same manner as described above, so the process proceeds to S6. In S6, if the brake pedal is not depressed, the routine ends. S7 when the pedal is depressed
Proceed to. Then, when the operation switch 28 is pressed in S7, the drive unit 29 is operated in S8, the electromagnetic valve 21 is closed, and the vehicle is brought into the stopped state.

In this state, the next time this routine is executed, the driving section 29 is operated and the vehicle is stopped and held in S1, and the process proceeds to S12.
To set the flag A to "1" and set the flag B to "0"
To end. If the engine is not operating, the process does not proceed to S13, the flag A is reset to "0", and the process ends.

Next, for example, when the vehicle is started on a slope without any trouble from the stop holding state, it is detected that the clutch has been connected by the clutch switch 27 in a stop holding release routine (not shown), and thereby the driving As a result, the solenoid valve 21 is opened, and the holding of the vehicle is released.

Then, the next time the routine is executed, the program shifts from S1 to S9 via S2, but the timer 30
Since the count has started due to the release of the stop holding, the process goes from S9 to S5, bypassing S10. Therefore, the flag A is "1" and the flag B is "0".
When the timer 30 stops counting, that is, when a predetermined time elapses after the stop holding is released, each of the flags A and B is reset to "0" and returns to the normal state.

On the other hand, when the engine stalls after the stop holding state is released, the brake pedal is depressed within the predetermined time set in the timer 30, so that the operation switch 28 is not pressed. Also, the electromagnetic valve 21 as the vehicle stop holding means can be automatically closed.

That is, if the engine is stalled after the stop holding state is released, the program proceeds from S1 to S3 via S2.
Since the flag A is set to "1" in this state, the flag B for detecting the engine stall is set to "1" by S4. Then, since the program proceeds from S5 to S11, if the brake pedal is depressed in this state, the solenoid valve 21 is automatically closed by S8 and the vehicle stops even if the operation switch 28 is not pressed. It will be in the holding state.

At this time, even if the brake pedal is not depressed, since the timer 30 has started counting by releasing the stop holding state, the flags A and B are not changed until the time set in the timer 30 elapses. It is not reset to "0". Therefore, if the brake pedal is depressed before the time elapses, the stop holding state can be automatically set in S8. If the vehicle is in the stop holding state, the next time this routine is executed as described above, S1
To S12 and then to S13 or S1 depending on the state of the engine
It ends by bypassing 3.

Then, if the engine is restarted from this state, the vehicle can start on the slope again from the stop holding state. It is apparent that the operation described above is repeated when the engine is stalled after the stop holding state is released again by this start-up movement.

Note that the engine is not completely stopped at the moment when the stop holding state is released, and even if the engine stalls thereafter, the timer is released by releasing the stop holding state.
Since the counter 30 has started counting, the flag A is not reset to "0", so that even in this case, it is possible to automatically set the vehicle to the stop holding state without pressing the operation switch 28. .

Also, if the engine stall occurs without releasing the stop holding state, the process proceeds from S1 to S12, and the flag A is reset to “0” without going to S13. Obviously, it is only necessary to restart the engine and perform the starting operation.

Further, the control device 24 shown in FIG. 1 conceptually classifies the functions of the respective units in the flowchart shown in FIG. 2, and controls the control device 24 so that each of the classified functions can be obtained separately. It is also possible to configure.

Further, in the above embodiment, the stop holding means is constituted by the brake booster and the solenoid valve 21 provided thereto, but the invention is not limited to this, and instead of the solenoid valve 21, the input shaft 15 is connected to the input shaft 15. It is possible to employ a stop holding means having an appropriate configuration, such as one connected with an actuator for operating this.

"Effects of the Invention" As described above, according to the present invention, it is possible to operate the stop holding means only when necessary by pressing the operation switch according to the driver's judgment. If the engine stalls after the start operation of the vehicle fails and the stop holding means is deactivated, the stop holding means can be automatically operated by depressing the brake pedal within a predetermined set time. Therefore, it is possible to save the trouble of pressing the operation switch again, and to prevent a risk caused by erroneous recognition that the stop holding means is operating.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing an embodiment of the present invention, and FIG. 2 is a flowchart showing the contents of control by the control device 24 of FIG. 16: Solenoid valve (stop holding means) 24: Control device, 25: Operation determination unit 26: Brake switch, 27: Clutch switch 28: Operation switch, 29: Drive unit 30: Timer, 31 …… Stall detection section 32 …… Engine operation detector

Claims (2)

(57) [Claims] The present invention is characterized in that a stop holding means for holding a brake in an operating state and a vehicle in a stopped state and a signal from at least a brake switch for detecting depression of a brake pedal are inputted to operate the stop holding means. An operation determining unit that determines whether or not the operating condition of the vehicle and the release condition for releasing the operation of the stop holding unit are satisfied; and, upon receiving a signal from the operation determining unit, operating the stop holding unit or operating the stop holding unit. A stop unit for operating the vehicle, an engine stall detecting unit for detecting an engine stall, and a predetermined state after the stop holding state by the stop holding unit is released. A timer for counting up to the set time is provided to input each signal to the operation determination unit. The operation of the vehicle stop holding means is regarded as one of the operating conditions, and even if the operation switch is not pressed, it is within the predetermined set time after the vehicle stop holding state is released by the vehicle stop holding means. A stop holding device for a vehicle, wherein the stop holding state is activated on condition that the brake pedal is depressed. 2. The stop holding means is mounted on a valve body facing a constant pressure chamber in a shell of a brake booster, and comprises an electromagnetic valve for opening and closing a vacuum passage of the valve body, and a brake pedal is depressed. By operating the solenoid valve and closing the vacuum passage from the state in which the brake booster is operated, the operating state of the brake booster is maintained and the vehicle is stopped. The vehicle stop holding device according to claim 1, wherein the vehicle stop holding device is provided.