JP3384295B2 - Inspection method of anti-lock brake system - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for inspecting an anti-lock brake system, particularly a brake installed in a vehicle, and more specifically, an anti-lock brake system.
m is abbreviated as “ABS” hereinafter) and a method for inspecting a liquid filling state of an ABS actuator which is a main component.

[0002]

2. Description of the Related Art As a method for inspecting a brake installed in a vehicle in a vehicle assembly line, as shown in, for example, Japanese Unexamined Patent Publication No. 7-140047, a predetermined pedal is used as a brake pedal by an air cylinder or the like. While applying the pedaling force, measure the pedal stroke at that time with a potentiometer, etc., and compare the measured pedal stroke with a preset reference pedal stroke to determine the presence or absence of residual air in the brake piping system. There is a method in which a change in pedal stroke when the set pedal depression force is maintained for a predetermined time is monitored, and if there is no stroke change, it is determined that the brake fluid has not leaked.

[0003]

Although the conventional method as described above can be applied to the vehicle without ABS, the vehicle with ABS is
Due to the peculiarities of ABS, it is not possible to accurately inspect every circuit detail in the brake piping system.

That is, in the vehicle without ABS, the master cylinder of the brake and the wheel cylinder of each wheel (including the cylinder with a built-in caliper) are directly communicated with each other, whereas in the vehicle with ABS, the master cylinder is connected to the master cylinder of the brake. The structure is such that an ABS actuator is inserted in series in a pipe path connecting to the wheel cylinder.

In a type that employs an ABS actuator generally called a return type or a circulation type, as shown in FIG. 2, a normally open solenoid is provided in an actuator case 8 of an integrated ABS actuator 7. Valves 9-12 and normally closed solenoid valves 13-1
6, the plunger pump 17 and the reservoir tanks 18 and 19 are built in, so the normally closed solenoid valves 13 to 16 shut off the primary circuit that directly communicates with the master cylinder 2 and the wheel cylinders 3 to 6. There is an internal secondary circuit 22 to be done.

Therefore, even if the above-mentioned primary circuit portion can be inspected by the conventional method, the internal secondary circuit 22 can accurately determine the presence or absence of residual air and the like only from the relationship between the pedal effort and the pedal stroke. I can't judge.

The present invention has been made based on the above background, and it is an object of the present invention to provide a method capable of accurately determining the presence or absence of residual air even in an internal secondary circuit of an ABS actuator of an ABS vehicle. It is what

[0008]

According to a first aspect of the present invention, the ABS operating state is reproduced by operating the ABS actuator in a state where a preset pedal depression force is applied to the brake pedal. It is necessary to measure the amount of change in the pedal effort that accompanies the occurrence of kickback under operating conditions, and compare this measured value with a preset reference value to determine the suitability of the ABS actuator liquid filling state. It has a feature.

According to a second aspect of the present invention, in the first aspect of the invention, the pedal stroke change amount is measured together with the pedal depression force change amount due to the occurrence of kickback under the ABS operating state, and the respective measured values are measured. It is characterized by individually comparing the setting reference value with the corresponding setting reference value.

In a third aspect of the present invention, as a primary inspection, a pedal stroke when a preset pedal depression force is applied to a brake pedal is measured, and this measured value and a preset reference value are set. The presence or absence of residual air in the brake piping system is determined by comparison, and the inspection according to claim 1 or 2 is performed as a secondary inspection subsequent to this primary inspection, and the pedal of the brake pedal is preceded by the secondary inspection. The feature is that the pedaling force is once released.

According to a fourth aspect of the present invention, in the primary inspection in the third aspect of the invention, when the presence or absence of residual air is determined and a state in which a preset pedal depression force is applied is maintained for a predetermined time. The pedal stroke change amount is determined, and the measured value and the set reference value are compared to determine the presence or absence of liquid leakage in the brake piping system.

According to a fifth aspect of the present invention, the set pedal depression force for judging liquid leakage in the fourth aspect of the invention is
It is characterized in that it is set to a value larger than the set pedal effort for residual air determination.

The ABS has a basic function of reducing, increasing, or holding the wheel cylinder hydraulic pressure in small increments during anti-lock control. In particular, an ABS actuator generally called a reflux type or a circulation type is used. However, there is a characteristic that the above pressure fluctuation is directly transmitted to the brake pedal. This phenomenon is called kickback or pedal reaction.

Therefore, in the first aspect, the ABS
Kickback occurs by reproducing the operating state,
By measuring the amount of change in pedaling force at the time of this kickback and comparing it with the set reference value, it is determined whether or not the liquid filling state in the internal secondary circuit of the ABS actuator is appropriate, that is, whether there is residual air in the internal secondary circuit. It

According to the second aspect of the invention, attention is paid to the fact that when the kickback occurs, the pedal stroke changes along with the change in the pedaling force, and the pedaling force change amount and the pedal stroke change amount associated with the kickback occurrence. Is individually compared with the set reference value and the same judgment as in the invention according to claim 1 is made.

According to the third aspect of the present invention, similarly to the conventional method, the primary circuit of the brake piping system is inspected as a primary inspection based on the correlation between the set pedal depression force and the pedal stroke. On the premise that the internal secondary circuit of the ABS actuator according to claim 1 or 2 is inspected as a secondary inspection, the pedal depression force applied to the brake pedal is temporarily released prior to the secondary inspection. To do. By doing so, it becomes possible to reliably reproduce the subtle delay timing of each solenoid valve in the ABS actuator.

In the fourth aspect of the present invention, at the time of the above-mentioned primary inspection, the pedal stroke change amount is measured while the state where the set pedal depression force is applied is maintained for a predetermined time, and this is compared with a set reference value. , The presence of residual air in the primary circuit and the liquid leakage in the primary piping system are determined. The set pedal depression force at that time is set to a value larger than the value in the case of the presence / absence determination of residual air as in the fifth aspect of the invention.

[0018]

According to the invention described in claim 1, the ABS
By measuring the amount of change in the kickback pedal force that appears on the brake pedal side while reproducing the operating state and making an adequacy judgment, it is possible to accurately judge the presence of residual air in the internal secondary circuit of the ABS actuator, which was previously difficult. There is an effect that can be done.

In particular, according to the second aspect of the invention, the accuracy of the determination result is further improved because the amount of change in the kickback pedaling force and the amount of change in the pedal stroke associated with the kickback are measured to determine the suitability. effective.

According to the invention of claim 3, the inspection of the invention of claim 1 or 2 is performed as a secondary inspection following the primary inspection of the same method as the conventional method, and prior to the secondary inspection. Since the pedal depression force of the brake pedal is temporarily released, it is possible to determine the presence or absence of residual air in any vehicle regardless of whether ABS is installed or not. ABS without being affected by time pressure
There is an advantage that the subtle delay timing of each valve of the actuator can be surely reproduced.

According to the fourth aspect of the present invention, the amount of pedal stroke change when the set pedal depression force is maintained for a predetermined time is measured during the primary inspection so as to determine the liquid leak in the brake piping system. Therefore, in addition to the same effect as the invention described in claim 3, the reliability of the comprehensive inspection result of the brake is significantly improved.

In particular, according to the fifth aspect of the invention, since the set pedal depression force at the time of liquid leakage determination is made larger than the set pedal depression force at the time of residual air determination, the reliability of the liquid leakage inspection result is high. It has the effect of significantly improving.

[0023]

1 to 5 are views showing a preferred embodiment of the present invention, and in particular, FIG. 2 shows a basic structure of an ABS.

In FIG. 2, reference numeral 1 is a brake pedal, 2 is a master cylinder, and 3 to 6 are wheel cylinders provided corresponding to respective wheels (herein, those including a caliper built-in type are also included). An ABS actuator 7 is installed in series in a pipe system path connecting the cylinder 2 and each of the wheel cylinders 3 to 6.

The ABS actuator 7 includes four solenoid valves for increasing pressure (inlet valves) 9 to 12 independent for each wheel cylinder 3 to 6 in an integral actuator case 8 and four solenoid valves for reducing pressure (similar to the above). Outlet valves 13 to 16 and the plunger pump 17, and two reservoir tanks 18 and 1
9 and dampers 20 and 21 are built in respectively. The pressure-increasing solenoid valves 9 to 12 are formed as normally open type (normal open type), while the pressure reducing solenoid valves 13 to 16 are formed as normally closed type (normally closed type). The internal secondary circuit 22 is provided between the pressure reducing solenoid valves 13 to 16 and the reservoir tanks 18 and 19 unless the pressure reducing solenoid valves 13 to 16 operate.
As a result, it will be cut off from the other primary circuits.

The actual function of the ABS actuator when mounted on a vehicle will be described.

When the wheel lock is detected by a wheel speed sensor (not shown) (when the ABS operation is started), the pressure increasing solenoid valves 9 to 12 are energized to close their ports, and the master cylinder 2 and the wheel cylinders 3 to 6 are closed. The reservoir tanks 18 and 19 are shut off. As a result, the wheel cylinder hydraulic pressure is maintained as it is so that the wheel cylinder hydraulic pressure does not become higher (hydraulic pressure retention).

Subsequently, the pressure increasing solenoid valves 9 to 12
Is closed and the depressurizing solenoid valves 13 to 16 are energized so that the depressurizing solenoid valves 13 to 16 are closed.
Opens and the brake fluid in the wheel cylinders 3 to 6 is passed through the pressure reducing solenoid valves 13 to 16 to the reservoir tank 1
Escape to the 8 and 19 side. That is, the reservoir tank 18,
The piston 23 of 19 is pushed down to temporarily store the brake fluid in the reservoir tanks 18 and 19 (when the fluid pressure is reduced).

Then, the plunger pump 17 operates to return a part of the brake fluid on the reservoir tanks 18 and 19 and the wheel cylinders 3 to 6 side to the master cylinder 2 side via the dampers 20 and 21. At this time, kickback occurs on the brake pedal 1.

When the wheel speed sensor detects the release of the wheel lock state by the above operation, the pressure reducing solenoid valves 13 to 16 are closed and the operation of the plunger pump 17 is stopped with a slight delay. As a result, the pistons 23 of the reservoir tanks 18 and 19 return to their original positions.

Subsequently, the pressure increasing solenoid valves 9 to 12
Opens, and the brake fluid from the master cylinder 2 flows into the wheel cylinders 3 to 6 to increase the wheel cylinder hydraulic pressure (when the hydraulic pressure is increased). After that, in this state, it also operates as a normal brake.

FIG. 3 is a diagram showing the outline of the brake inspection process in the vehicle assembly line. When the vehicle to be inspected is carried into the inspection process, the clevis is attached to the seat cross member 25 on the floor panel 24 on the vehicle body side. Type air cylinder 26 is mounted, and at the same time, the bracket 27 at the tip of the piston rod is connected to the brake pedal 1 via the load cell 28.
Connected to. The load cell 28 is provided to detect the pedal effort, and at the same time, the air cylinder 26 is provided with a potentiometer 29 for detecting the pedal stroke.

A control panel 30 is provided near the vehicle to be inspected.
The control panel 30 includes a control personal computer 31 for executing inspection processing, a CRT display 32 as a monitor device, a remote controller 33, and the like. The load cell 28 and the potentiometer 29 are provided in the control panel. Connected to 30. At the same time, if the vehicle is equipped with ABS, control panel 3
0 is the control panel side connector 34 and the vehicle side connector 35
By connecting and, it is also connected to the ABS control unit 36 on the vehicle side, and predetermined communication is possible between the two. The vehicle-side connector 35 is provided as standard equipment in the vehicle for diagnosing the vehicle failure.

FIG. 1 shows the procedure of the brake inspection executed by the control panel 30 and FIGS. 4 and 5 also show the time charts thereof. When the operator presses the start button of the remote controller 33, the air is pressed. The cylinder 26 repeats the expansion / contraction operation several times, whereby the brake pedal 1 performs so-called pumping operation (steps S1 and S2). This is performed for the purpose of stabilizing the brake fluid in the brake piping system, and the number of times of pumping can be set arbitrarily.

Then, the air cylinder 26 is extended,
Push in the brake pedal 1 until the preset reference pedal force is reached. As a result, the control panel 30 resets the value indicated by the potentiometer 29, that is, the pedal stroke to zero and stores it (step S3).

After that, the air cylinder 26 expands to measure the remaining air (residual air) in the primary circuit of the brake piping system, and the brake pedal 1 is further pushed until the preset pedal effort (for example, 20 kg) is reached. And
The potentiometer 29 detects the pedal stroke when the brake pedal 1 is pushed to the set pedal force, and the measured stroke is compared with a preset set stroke to determine the presence or absence of air remaining in the primary circuit (step S4). , S5).

Subsequent to this air remaining determination, as a leak (liquid leakage) measurement of the primary circuit, the brake pedal 1 is pushed until a preset pedal effort (for example, 30 kg) is reached, and the actual stroke at that time is compared with the preset stroke. Then, it is determined whether or not there is a leak (steps S6 and S).
7).

The above is the primary inspection. When the primary inspection is completed, the air cylinder 26 contracts to the initial state, and the pedaling force applied to the brake pedal 1 until then is completely released (step S8, S9). At the same time, the results of the remaining air measurement and the leak measurement described above are displayed on the CRT display 32 together with the actual measurement value and the set value. Lights up (step S10), and prompts re-inspection along with air bleeding or leak repair of the brake piping system (step S1)
1).

The above primary processing is executed as a processing common to all vehicles regardless of whether ABS is installed or not.
This is the end of the inspection for vehicles not equipped with a BS.

On the other hand, for an ABS-equipped vehicle, the internal secondary circuit 22 of the ABS actuator 7 shown in FIG. 2 is inspected as a secondary inspection subsequent to the primary inspection.

That is, the air cylinder 26 expands again, and the brake pedal 1 is pushed in until the preset pedal force (for example, 20 kg) is reached (step S1).
2). Then, a drive signal is given from the control panel 30 to the ABS control unit 36 to close the pressure increasing solenoid valves 9 to 12 to shut off the primary circuit, while the pressure reducing solenoid valves 13 to 16 are opened. A part of the primary circuit is communicated with the internal secondary circuit 22 of the ABS actuator 7, and the plunger pump 17
For a short time (for example, 3 seconds) (step S13-
S17).

As a result, the ABS operating state is reproduced as shown in FIGS. 4 and 5 in addition to FIG. 2, and as described above, kickback occurs in the brake pedal 1 due to the temporary operation of the plunger pump 17. A change in pedaling force appears, and at the same time, due to the influence of the kickback, the air cylinder 26
Contracts to maintain the set pedal force, resulting in AB
The S operation state is reproduced and the pedal effort change a of the brake pedal 1
Appears as a change b in the pedal stroke (steps S18 and S19).

In the meantime, the pedal depression force variation amount a and the pedal stroke variation amount b are detected by the load cell 28 and the potentiometer 29, respectively (step S20).
After a lapse of a predetermined time, as shown in FIGS. 4 and 5, the pressure reducing solenoid valves 13 to 16 are closed and the plunger pump 17 is closed.
The operation is stopped and the pressure increasing solenoid valves 9 to 12 are opened in this order (steps S21 to S21).
23).

Then, after waiting for the operation of the ABS actuator 7 to stop, the measured values of the pedal depression force variation amount a and the pedal stroke variation amount b are individually compared with the preset variation amounts (step S24). It is determined whether or not the liquid filling state of the internal secondary circuit 22 of the ABS actuator 7 is appropriate, that is, the presence or absence of residual air.

Thereafter, the air cylinder 26 returns to the initial position regardless of the determination result (steps S25, S
26), CRT with the judgment result together with the actual measurement value and the set value
If it is displayed on the display 32 and the determination result is "air remaining", the alarm lamp is turned on to notify the operator (step S27).

As described above, according to this embodiment, it is possible to inspect the internal secondary circuit 22 of the ABS actuator 7 for the presence or absence of residual air following the conventional primary inspection.

[Brief description of drawings]

FIG. 1 is a flowchart of a processing procedure showing an embodiment of the present invention.

FIG. 2 is a schematic configuration explanatory view of an ABS actuator.

FIG. 3 is a schematic explanatory diagram of a brake inspection process in a vehicle assembly line.

FIG. 4 is a time chart of a main part in the processing procedure of FIG.

5 is an enlarged view of part B in FIG.

[Explanation of symbols]

1 ... Brake pedal 2 ... Master cylinder 3-6 ... Wheel cylinder 7 ... ABS actuator 9, 10, 11, 12 ... Solenoid valve for increasing pressure 13, 14, 15, 16 ... Solenoid valve for pressure reduction 17 ... Plunger pump 26 ... Air cylinder 28 ... Load cell 29 ... Potentiometer 30 ... Control panel

Continuation of the front page (56) Reference JP-A-63-42445 (JP, A) JP-A-9-216557 (JP, A) JP-A-9-207763 (JP, A) JP-A-9-216556 (JP , A) JP-A-1-289747 (JP, A) JP-A-7-140047 (JP, A) JP-A-4-172464 (JP, A) Actually open 3-1-18862 (JP, U) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60T 8/32-8/96 G01L 5/28 G01M 17/007

Claims (5)

(57) [Claims] 1. An operating state of the antilock brake system is reproduced by operating an actuator of the antilock brake system while a preset pedal depression force is applied to the brake pedal. The amount of change in pedal effort due to the occurrence of kickback is measured, and this measured value is compared with a preset reference value,
A method for inspecting an antilock brake system, which comprises determining whether or not a liquid filling state of an actuator of the antilock brake system is appropriate. 2. A pedal stroke change amount is measured together with a pedal depression force change amount due to occurrence of kickback while the antilock brake system is operating, and each measured value is individually compared with a corresponding set reference value. An inspection method for an anti-lock brake system according to claim 1, wherein: 3. As a primary inspection, a brake stroke is measured by measuring a pedal stroke when a preset pedal depression force is applied to a brake pedal and comparing the measured value with a preset reference value. The presence or absence of residual air in the inside is determined, and the inspection according to claim 1 or 2 is performed as a secondary inspection following this primary inspection, and the pedal depression force of the brake pedal is temporarily released prior to the secondary inspection. Characteristic anti-lock brake system inspection method. 4. In the primary inspection, the presence or absence of residual air is determined, and the pedal stroke change amount is measured when a state in which a preset pedal depression force is applied is maintained for a predetermined time. The method for inspecting an anti-lock brake system according to claim 3, wherein the presence or absence of liquid leakage in the brake piping system is determined by comparing the value with a value. 5. The set pedal depression force for judging liquid leakage is
The method for inspecting an anti-lock brake system according to claim 4, wherein the value is set to a value larger than a set pedal depression force for determining residual air.