JPH04224456A - Method for checking operation of brake control component - Google Patents

Abstract

PURPOSE:To check simply and certainly the operation of brake control components such as modulator, traction control valve, etc. CONSTITUTION:A retaining valve for a modulator is shut, and after elapse of a certain time Ta an exhaust valve is opened. When another period of time specified has elapsed, the retaining valve is opened and exhaust valve shut. If the retaining valve remains normal, a changeover sound as 'click--' is generated when the valve is shut, which informs the driver of the facts that the wiring for the valve is made correctly and it is free from sticking. If the exhaust valve remains normal, it opens after elapse of the specified time Ta to cause emission of the exhaust sound as 'pshoo--' when the compressed air in a brake chamber is exhausted, which informs the driver that the wiring for the exhaust valve is made correctly and that it is free from sticking. In the case of failure, the sound difference differs because the compressed air in brake valve is exhausted continuously, and therefore judgement can be placed easily.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for confirming the operation of brake control parts such as a modulator in an anti-skid brake control system and a traction control valve in a traction control system.

0002

[Prior art] Generally, anti-skid brake control is
When it is detected that a wheel is in a skid state during braking, the brake force on that wheel is loosened to eliminate the skid state, and then the brake force is increased again to stabilize vehicle handling and shorten the braking distance. Brake control is performed to make the length as short as possible.

[0003] Incidentally, an anti-skid brake control system that performs such brake control is provided with a modulator that is operated based on an electrical anti-skid control signal from an electronic control unit (ECU). In response to the anti-skid brake control signal, the brake fluid pressure is controlled so that the skid state of the braked wheels is eliminated.

On the other hand, in recent years, brake control systems have been developed in which a traction control system is incorporated into such an anti-skid brake control system. This traction control system detects whether the drive wheels are spinning when starting or accelerating, and applies the brakes to the drive wheels to weaken the drive force of the drive wheels and increase the frictional force between the drive wheels and the road surface. , which allows the vehicle to start or accelerate reliably.

[0005]

[Problems to be Solved by the Invention] In the conventional anti-skid brake control system, whenever a braking wheel is in a skid state, it is detected and operated reliably to reduce the braking force of the braking wheel. It is necessary to control this so that the skid condition is eliminated.

[0006] For this reason, in the past, it has been confirmed whether the anti-skid brake control system operates normally at all times. For example, in the case of a modulator for controlling the brake fluid pressure of brake wheels, when a vehicle equipped with an anti-skid brake control system is actually driven on a road surface, the operation of the modulator is checked, or the sensor detects the The operation of the modulator is confirmed by generating a pseudo pattern signal similar to the actual skid pattern signal output by the sensor and inputting this pseudo signal instead of the actual signal from the sensor.

However, if the operation of the modulator is checked by actually driving the vehicle on the road surface, there is a problem in that it takes time and effort to check the operation and it is not possible to check the operation of the modulator efficiently.

[0008] When confirming the operation of a modulator using a pseudo signal, it is possible to detect an abnormality in the electrical part of the system, but it is not possible to detect an abnormality in a mechanical part such as a stick in a valve that constitutes the modulator. . Furthermore, in conventional modulator operation confirmation, there is a problem in that if an electronic control unit (ECU) or a modulator is incorrectly assembled to a vehicle, it is not possible to detect abnormalities due to incorrect assembly.

Similarly, similar problems occur in control valves of traction control systems.

[0010] The present invention was made in view of these problems, and its purpose is to more easily and reliably check the operation of brake control parts such as modulators and traction control valves. An object of the present invention is to provide a method for confirming the operation of a modulator.

[0011]

[Means for Solving the Problem] In order to solve the above-mentioned problem, the invention of claim 1 provides a method for checking the operation of a brake control component in a brake control system comprising a predetermined number of channels provided with the brake control component. the first actuation and the second actuation of the brake control component of one channel.
After that, the brake control parts of the next channel are operated in the same way at a time interval of the first set time, and thereafter the brake control parts of the remaining channels are operated in the same way in sequence, thereby operating the brake control parts. It is characterized by confirmation.

Further, the invention according to claim 2 is characterized in that the brake control component is a modulator for anti-skid control, and the first operation and the second operation are a holding operation and a discharging operation, respectively. Furthermore, the invention according to claim 3 is characterized in that the modulator includes a holding valve and a discharge valve, the holding valve of the modulator of one channel is operated, and the discharge valve of this modulator is operated after a second set time elapses from the operation of the holding valve. The holding valve and the discharge valve of this modulator are stopped operating after a third set time has elapsed since the discharge valve has been operated, and the operation of the next channel is stopped after the first set time has elapsed since the holding valve and discharge valve have stopped operating. It is characterized in that the modulator operates in the same way.

Furthermore, the invention according to claim 4 is characterized in that the first, second and third set times are set to a relatively short time and a relatively long time. Furthermore, the invention according to claim 5 is characterized in that a traction control system including a traction control valve is incorporated in the brake control system, and the operation of the traction control valve is also sequentially confirmed.

[0014]

[Operation] In the method for confirming the operation of a modulator of the present invention configured as described above, the brake control parts of each channel are activated in sequence, so the operation of each brake control part can be confirmed individually. . In particular, in the invention of claim 3, the holding valve and the draining valve of the modulator in one channel are operated in sequence, and then the holding valve and the draining valve of the modulator in the next channel are operated. It becomes possible to check the operation of each discharge valve individually. This makes it possible to easily determine which modulator's signal line for the holding valve and discharge valve is incorrectly connected. Furthermore, it is possible to easily determine which valve's signal line is disconnected or which valve is causing stick.

Furthermore, in the invention of claim 4, since the time interval between the operation of each valve is set to two types, long and short, the check can be performed by setting these two types of time intervals to either one as appropriate depending on the check item. This makes it easier to perform checks and enables efficient checking. Furthermore, according to the invention of claim 5, the state of the traction control valve can also be reliably checked.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Examples of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing an anti-skid brake control system used in an embodiment of the method for checking the operation of brake control components according to the present invention. In the figure, 1 is a wheel speed sensor (1
a: Right front wheel sensor, 1b: For left front wheel, 1c: For right rear wheel,
1d: for the left rear wheel), 2 is the modulator (2a: for the front wheel,
2b: for the right rear wheel, 2c: for the left rear wheel), 3 is an electronic control unit for anti-skid brake control and traction control (ECU for ABS/TRC: hereinafter simply referred to as ECU), 4 is a traction valve, and 5 is an exhaust valve.
Brake cut relay, 6 is safety relay, 7 is warning lamp, 8 is traction pilot lamp, 9 is brake pressure switch, 10 is brake chamber (10a: for front wheel, 10b: for right rear wheel, 10c: left rear wheel) 11 is a dual brake valve, 12 is an air tank, and 13 is a double check valve (13a: for the right rear wheel, 13b: for the left rear wheel).

The anti-skid brake control system shown in FIG. 1 is composed of a three-channel full air brake circuit using compressed air. Also, as shown in Figure 2,
Each modulator 2a, 2b, 2c consists of a relay valve RV operated by brake signal pressure from the dual brake valve 11. This relay valve RV includes compressed air inlets 2a1, 2b1, and
2c1, compressed air outlet ports 2a3, 2b3, 2c3 connected to the brake cylinders 10a, 10b, 10c, exhaust ports 2a2, 2b2, 2c2 open to the atmosphere, brake signal pressure inlet ports 2a9, 2 connected to the brake valve 11.
b9, 2c9, brake signal pressure exhaust port 2 that opens to the atmosphere
It is equipped with a10, 2b10, and 2c10.

Flow path switching valves 2a8, 2b8, 2c8 are provided between the compressed air inlets 2a1, 2b1, 2c1 and the compressed air outlets 2a3, 2b3, 2c3. The flow path switching valves 2a8, 2b8, and 2c8 are set at an exhaust position A for discharging compressed air from the brake cylinders 10a, 10b, and 10c, a holding position B for holding compressed air, and a supply position C for supplying compressed air. It consists of a 3-position, 3-port switching valve. Brake signal pressure inlet 2
a9, 2b9, 2c9 and brake signal pressure exhaust port 2a
10, 2b10, 2c10 are all flow path switching valves 2a8
, 2b8, 2c8 pilot chambers 2a11, 2b11,
2c11 is connected. These flow path switching valves 2a8, 2b
8 and 2c8 are normally set at the exhaust position A by a spring. Then, the brake signal air pressure from the brake valve 11 is applied to the brake signal pressure inlets 2a9, 2b9, 2.
When introduced into the pilot chambers 2a11, 2b11, 2c11 of the flow path switching valves 2a8, 2b8, 2c8 through c9, the flow path switching valves 2a8, 2b8, 2c8 are set to the supply position C, and the pilot chambers 2a11, 2b11
, 2c11 is maintained constant, the flow path switching valves 2a8, 2b8, 2c8 are set to the holding position B.

Brake signal pressure inlet 2a9, 2b9, 2
c9 and brake signal pressure exhaust ports 2a10, 2b10, 2
Holding valves 2a4, 2b4 are provided in each passage between c10 and the pilot chambers 2a11, 2b11, 2c11, respectively.
, 2c4 and exhaust valves 2a5, 2b5, 2c5 are provided. The holding valves 2a4, 2b4, 2c4 are
It is constituted by a normally open electromagnetic valve that is set in a communication position by a spring and set in a cutoff position by excitation of electromagnetic solenoids 2a6, 2b6, and 2c6. Further, the exhaust valves 2a5, 2b5, 2c5 are set to the shutoff position by springs, and the electromagnetic solenoids 2a7, 2b7,
It is constituted by a normally closed solenoid valve that is set to the communication position by the excitation of 2c7. These electromagnetic solenoids 2a
6, 2b6, 2c6, 2a7, 2b7, and 2c7 are excited by a holding signal from the ECU 3 through a holding signal line and an exhaust signal from the ECU 3 through an exhaust signal line.

FIG. 1 shows the anti-skid brake control system in a brake non-operating state. In this state,
Each modulator 2a, 2b, 2c has an exhaust port 2
The corresponding brake chambers 10a, 10b, 10c are communicated with the atmosphere via a2, 2b2, 2c2. Similarly, the pilot pressure input ports 2a3, 2b3, 2c3 of each modulator 2a, 2b, 2c are also communicated with the atmosphere via the exhaust port 11b of the brake valve 11.

In this state, brake pedal 1 is pressed for braking.
1a, the brake valve 11 is switched and the exhaust port 11b is closed, and compressed air is passed through the brake valve 11 from a compressed air source (not shown) to the brake signal pressure inlet 2a3 of each modulator 2a, 2b, 2c.
Pilot chambers 2a11, 2b1 through 2b3, 2c3
1,2c11 will be introduced. For this reason, the flow path switching valve 2a8
, 2b8, 2c8 are set at the supply position C, and each modulator 2a, 2b, 2c is set at the exhaust port 2a2, 2b2, 2c2.
and close the compressed air inlets 2a1, 2b1, 2.
c1 and compressed air outlet ports 2a3, 2b3, and 2c3 are communicated with each other. Thereby, compressed air from the compressed air source is supplied to each brake chamber 10a, 10b, 10c, and brakes are applied to each wheel.

When the brake pedal 11a is released to release the brake, the brake valve 11 switches and returns to its original state, cutting off compressed air from the compressed air source and opening the exhaust port 11b, allowing air to pass through the brake valve 11. The pilot chambers 2a11, 2 of each modulator 2a, 2b, 2c
The compressed air of b11 and 2c11 is discharged. For this reason,
Flow path switching valve 2a8 of each modulator 2a, 2b, 2c,
2b8, 2c8 are in the exhaust position A, and each brake chamber 10a, 10b, 10c is cut off from the compressed air source, and the exhaust ports 2a2, 2b2, 2c2 are opened to communicate with the atmosphere, and the compressed air is discharged. This results in
The brakes on each wheel are released.

During braking, the ECU 3 detects each wheel speed sensor 1a.
If, for example, it is determined that the right front wheel has a tendency to skid based on the wheel speed signal from ~1d, the front wheel modulator 2
Each solenoid 2 of the holding valve 2a4 and exhaust valve 2a5 of
a6 and 2a7 are excited. Therefore, the holding valve 2a4 is closed and the exhaust valve 2a5 is opened, and the pilot chamber 2a
The introduction of compressed air from the compressed air source into the pilot chamber 2a11 is stopped, and the compressed air in the pilot chamber 2a11 is discharged. As a result, the flow path switching valve 2a8 becomes the exhaust position A,
The pressure in the brake chamber 10a is reduced, and the braking force on the front wheels is weakened. As a result, the deceleration of the front wheels gradually decreases.

Next, for example, when the speed of the front wheels drops to the maximum and then attempts to recover, the ECU 3 activates the solenoid 2.
The excitation of a7 is canceled and the exhaust valve 2a5 is closed. As a result, the discharge of compressed air in the pilot chamber 2a11 is stopped and the pressure at that time is maintained. As a result, the flow path switching valve 2a8 becomes the holding position B, the brake chamber 10a is held at the pressure at that time, and the braking force on the front wheels is also held at the level at that time.

[0025] When the speed of the front wheels has recovered by a predetermined amount, the ECU
3 de-energizes the solenoid 2a6 and opens the holding valve 2a4. As a result, compressed air is introduced into the pilot chamber 2a11, and the pressure increases. As a result, the flow path switching valve 2
A8 becomes the supply position A, and compressed air is supplied to the brake chamber 10a to increase the pressure again, increasing the braking force for the front wheels. Anti-skid brake control is performed by reducing, maintaining, and increasing the brake pressure again in this manner. Anti-skid brake control in other channels is performed in the same manner as described above.

By the way, such a modulator 2a,
When checking whether or not 2b and 2c operate normally, the check is performed as follows. First, when checking the channel of the modulator 2a, there are the following four possible combinations in which the holding valve 2a4 and the exhaust valve 2a5 of the modulator 2a are set. That is, (1) When the holding valve 2a4 is OFF and the exhaust valve 2a5 is OFF, (2) When the holding valve 2a4 is ON and the exhaust valve 2a5 is OFF,
Braking pressure maintenance (3) When the holding valve 2a4 is ON and the exhaust valve 2a5 is ON,
Braking pressure reduction or release (4) When holding valve 2a4 is OFF and exhaust valve 2a5 is ON,
Therefore, by checking each channel based on the check pattern shown in FIG. will be able to check for valve sticks and incorrect wiring. That is, in FIG. 3, the solenoid 2a6 is turned on to close the holding valve 2a4, and after a predetermined time Ta has elapsed, the solenoid 2a7 is turned on to open the exhaust valve 2a5. Furthermore, when a predetermined time Tb has elapsed after the solenoid 2a7 was turned on, both the solenoids 2a6 and 2a7 are turned off.

[0027] As a checking method, first, power on the ECU 3 is turned on. In the normal state, the ECU 3 does not output the holding signal and the exhaust signal, and the holding valve 2a4 and the exhaust valve 2a
5 are both set to OFF, and the modulator 2a is set to (1
) is set to the state. In this state, the brake pedal is depressed to switch the brake valve 11. Next, E.C.
Since U3 outputs a holding signal and the holding valve 2a4 closes, the modulator 2a is set to the braking pressure holding state (2). As shown in FIG. 3(b), when the holding valve 2a4 is normal, a "click" switching sound is heard when the holding valve 2a4 is closed. This switching sound allows the driver to know that a normal electrical control signal has been input to the holding valve 2a4, that is, that the wiring is correct and that the valve is not sticking.

When the time Ta elapses after the holding valve 2a4 is closed, the ECU 3 outputs an exhaust signal and the exhaust valve 2a5 opens, so that the modulator 2a is set to the braking pressure reduction or release state (3). As shown in FIG. 3(b), the exhaust valve 2
If a5 is normal, the exhaust valve 2a5 opens and compressed air is discharged, and at this time an exhaust sound of "push" is generated. This exhaust sound allows the driver to know that a normal electrical control signal has been input to the exhaust valve 2a5, that is, that the wiring is correct and that the valve is not sticking. Then, after the predetermined time Tb has passed, the ECU 3 stops the holding signal and the exhaust signal, and the holding valve 2a4 and the exhaust valve 2
a5 is set to its original OFF state. Note that the ECU 3 may be powered on after the brake pedal is depressed. Next, when the state shown in FIG. 3(b) cannot be obtained, it means that the modulator 2a is abnormal, and a specific example of the abnormal state will be explained. First, as shown in FIG. 4(a), when the exhaust signal line is connected to the solenoid 2a6 of the holding valve 2a4 and the holding signal line is connected to the solenoid 2a7 of the exhaust valve 2a5,
Since the exhaust valve 2a5 is opened by inputting the holding signal from the ECU 3 to the solenoid 2a7, the compressed air in the command pressure system line from the brake valve is continuously exhausted. When the exhaust valve 2a5 opens, an exhaust sound of "push" is continuously generated. After the predetermined time Ta has elapsed, the exhaust signal from the ECU 3 is input to the solenoid 2a6 to close the holding valve 2a4, so that the exhaust noise becomes small and a switching sound of the holding valve 2a4 "clicks" is generated.

These exhaust noises and switching sounds indicate that the holding valve 2a4 and exhaust valve 2a5 do not cause valve sticking, and the generation pattern of the exhaust noise and switching noise is normal as shown in FIG. 3(b). It can be seen that the holding signal line and the exhaust signal line are incorrectly connected because the pattern is different from that of .

As shown in FIG. 4(b), if the holding signal line is disconnected or the holding valve 2a4 is stuck, the holding signal from the ECU 3 will not be input to the solenoid 2a6, so the holding signal will not be input to the solenoid 2a6. The valve 2a4 cannot be switched and no switching sound is generated. After the predetermined time Ta has elapsed,
Since the exhaust valve 2a5 opens in response to an exhaust signal from the ECU 3, a continuous exhaust sound called "push" is generated. At this time,
Since this exhaust noise is generated after a certain amount of time Ta has elapsed, it can be seen that the exhaust noise is caused by the opening of the exhaust valve 2a5. In this way, the fact that no switching sound occurs and the exhaust sound after a predetermined period of time indicates that each signal line is connected correctly, that the holding signal line is disconnected or that the holding valve 2a4 is stuck, and It can be seen that the exhaust valve 2a5 is normal.

As shown in FIG. 4(c), if the exhaust signal line is broken or the exhaust valve 2a5 sticks, a "click" switching signal is generated by the holding signal. Even if the ECU 3 outputs the exhaust signal after the predetermined time Ta has elapsed, the exhaust sound "push" does not occur. In other words, since the exhaust noise does not occur even after a predetermined period of time has elapsed after the switching noise occurs, each signal line is connected correctly, the holding valve 2a4 is normal, and the exhaust signal line is disconnected. It can be seen that the exhaust valve 2a5 is causing the stick.

As shown in FIG. 4(d), when the holding valve 2a4 is stuck in the holding position, that is, the closed position, even if the holding signal is input to the solenoid 2a6, the holding valve 2a4 remains in the closed position. Since the switch is stuck in place, there is no switching operation and no switching sound is produced. After the predetermined time Ta has passed, the exhaust valve 2a5 opens due to the exhaust signal, but the holding valve 2a
4 is in the closed position and there is no outflow of compressed air, no exhaust noise is generated, but a switching sound such as a "click" is generated. At this time, since this switching sound is generated after a certain amount of time Ta has elapsed, it can be seen that the switching sound is caused by the opening of the exhaust valve 2a5. In this way, it can be seen that the holding valve 2a4 is stuck in the holding position because the initial switching sound does not occur and the switching sound occurs after a predetermined period of time has elapsed.

As shown in FIG. 4(e), when the exhaust valve 2a5 is stuck at the exhaust position, that is, the open position, the brake valve 11 is switched and compressed air is introduced into the holding valve 2a4. At this time, this compressed air is discharged from the exhaust valve 2a5, resulting in a continuous exhaust sound such as "whooshing". When the holding valve 2a4 is brought to the closed position by the holding signal, a "click" switching sound is generated, and almost no exhaust noise is generated. After the predetermined time Ta has elapsed, the exhaust signal is input to the solenoid 2a7, but the exhaust valve 2a5
Since the stick is raised at the exhaust position, there is no switching operation and no switching sound is generated from the exhaust valve 2a5. Furthermore, when the holding signal and the exhaust signal are both released after time Tb has passed, the holding valve 2a4 is switched, but the exhaust valve 2a is switched.
5 cannot be switched. Therefore, as the compressed air is exhausted, an exhaust sound such as "whooshing" is generated. Exhaust noise is generated in the initial state, switching noise of the holding valve 2a4 is generated and the exhaust noise disappears, and time Ta and time Tb.
After a relatively long period of time has elapsed, the exhaust noise occurs again, and there is no change during that time, so the exhaust valve 2
It can be seen that the a5 is stuck at the exhaust position.

[0034] In this way, the abnormal state of the modulator 2a can be known from various combinations of the presence or absence of the switching sound and the exhaust sound. Incidentally, an abnormality can be detected in the same manner for each of the modulators 2b and 2c of other channels.

FIG. 5 is a diagram showing the flow of a specific checking procedure. This flow has been created with the following prerequisites: That is, (1) The check is performed while the vehicle is stopped. (2) When power is turned on to the ECU 3 without depressing the brake pedal, Ta and Tb are maintained at T for a relatively short time.
a1 and Tb1, and when the ECU 3 is powered on with the brake pedal depressed, Ta and Tb are set to relatively long times Ta2 and Tb2 (for example, both 0.2 seconds or more). Ta, Tb for a long time Ta2, Tb2
By setting it to , it becomes easier to perform self-checks.

(3) The delay time Tc for checking between each channel is set to 30 msec or more. In that case,
Corresponding to Ta1, Tb1 and Ta2, Tb2 in (2), the delay time Tc is set to a relatively short time Tc1 and a relatively long time Tc2. Delay time Tc
The reason for setting 30msec or more is that Tc is 30ms
If it is shorter than ec, it will be difficult to identify which channel the sound is being generated from, and in order to check for incorrect connection of the exhaust signal line for each channel, it is necessary to connect the exhaust signal line with a time interval of 0.5 seconds or more. This is because even if you put your hands over your mouth, you won't know the order.

(4) If an error has been detected currently or in the past, the check is not performed.

In FIG. 5, the ECU program starts in step 101, and in step 102 it is determined whether the vehicle is stopped. If it is determined that the vehicle is not stopped, the modulator is not checked. When it is determined that the vehicle is stopped, it is determined in step 103 whether or not there is an error. If it is determined that there is an error, the modulator is not checked. When it is determined that there is no error, it is determined in step 104 whether or not the brake pedal is depressed.

When it is determined that the brake pedal is not depressed, the respective time values Ta and Tb are set in step 105.
, Tc are set to relatively short times Ta1, Tb1, and Tc1. Next, in step 106, the modulator of each channel is cyclically driven according to these set times Ta1, Tb1, and Tc1, and a check is performed. Return after checking.

When it is determined that the brake pedal is depressed, the respective time values Ta, Tb,
Tc is set to Ta2, Tb2, and Tc2 for a relatively long time. Next, in step 106, the modulator of each channel is cyclically driven and checked according to these set times Ta2, Tb2, and Tc2, as described above. Return after checking. In this way, even an amateur such as a driver can check the modulator, which is an important component, at a fixed location without requiring any other special measuring equipment.

FIG. 6 shows another type of modulator. It should be noted that the same components as those in the above-mentioned embodiments are given the same reference numerals, and their explanations will be omitted. As shown in FIG. 6, the modulators 2a, 2b, 2c are not relay type, and the holding valves 2a4, 2b4, 2c4 and the exhaust valves 2a5, 2b5, 2c5 are connected to the brake cylinders 10a, 10.
This type directly controls the supply and discharge of compressed air to 0b and 10c. The method of confirming the operation of the modulator in this embodiment is the same as that in the previous embodiment, so its explanation will be omitted.

[0042] In addition, in the method for checking the operation of a modulator according to the present invention, when a brake traction control (TRC) system is incorporated in the anti-skid brake control system, the traction control It is also possible to check the TRV system such as a double check valve (DCV) by combining the drive patterns of the valves (TRV).

Furthermore, in the above embodiment, the operation of the modulator of the anti-skid brake control system in a 3-channel full air power brake is confirmed, but the present invention is applicable to air over hydraulic brakes, hydraulic brakes, etc. It can be applied to other brake systems, and can also be applied to brake systems with channels other than 3 channels.

Furthermore, the present invention provides that the brake pressure control pattern is not limited to the pattern of pressure reduction, holding, and re-increasing as described above, but includes, for example, the pattern of reducing and re-increasing the pressure, holding, depressurizing, and re-increasing the pressure. The present invention can be applied to various control patterns such as a pressure increase pattern or a pattern of holding, depressurization, holding, and re-increase of pressure, and can also be applied to patterns in which the start points of each of depressurization, holding, and re-increase of pressure are set variously.

[0045]

[Effects of the Invention] As is clear from the above explanation, according to the method for checking the operation of brake control parts according to the present invention, the operation of each brake control part of each channel can be individually and easily checked. . In particular, if the brake control component is a modulator for anti-skid brake control, incorrect connection of the signal line to the holding valve and discharge valve of this modulator, disconnection of the signal line to the holding valve or discharge valve, or disconnection of the signal line to the holding valve or discharge valve. valve stick can be reliably detected. Furthermore, if a traction control system is incorporated into the anti-skid brake control system, the operation of the traction control valve can also be reliably confirmed.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing an example of an anti-skid brake control system used in an embodiment of a method for confirming operation of a brake control component according to the present invention.

FIG. 2 is a detailed schematic diagram of a modulator used in this example.

3A and 3B show holding and exhaust patterns of the modulator in this embodiment; FIG. 3A is a diagram showing a check pattern, and FIG. 3B is a diagram showing a normal holding and exhaust pattern.

FIG. 4 is a diagram showing various abnormal states of the modulator in this embodiment.

FIG. 5 is a diagram showing a flow for confirming the operation of the modulator of this embodiment.

FIG. 6 is a schematic diagram similar to FIG. 2 showing another example of a modulator.

[Explanation of symbols]

1a Right front wheel speed sensor 1b Left front wheel speed sensor 1c Right rear wheel speed sensor 1d Left rear wheel speed sensor 2a Front wheel modulator 2b Right rear wheel modulator 2c Left rear wheel modulator 3 ABS/TRC electronic control unit (ECU)
) 4 Traction valve 5 Exhaust brake cut relay 6 Safety relay 7 Warning lamp 8 Traction pilot lamp 9
Brake pressure switch 10a Front wheel brake chamber 10b Right rear wheel brake chamber 10c Left rear wheel brake chamber 11 Dual brake valve 12 Air tank

Claims (5)

[Claims] 1. A method for confirming the operation of a brake control component in a brake control system comprising a predetermined number of channels including the brake control component, the method comprising: performing a first operation and a second operation of a brake control component in one channel; Thereafter, the brake control parts of the next channel are operated in the same manner at a time interval of the first set time, and thereafter the brake control parts of the remaining channels are sequentially operated in the same manner to confirm the operation of the brake control parts. A method for checking the operation of brake control parts, characterized by: 2. The brake control component according to claim 1, wherein the brake control component is a modulator for anti-skid control, and the first operation and the second operation are a holding operation and a discharging operation, respectively. How to check operation. 3. The modulator includes a holding valve and a discharge valve, the holding valve of the modulator of one channel is operated, and the discharge valve of this modulator is operated after a second set time elapses from the holding valve operation. , the operation of the holding valve and the discharge valve of this modulator is stopped after a third set time has elapsed since the operation of the discharge valve, and the modulator of the other channel is activated after the first set time has elapsed since the operation of these holding valves and the discharge valve has been stopped. 3. The method for confirming the operation of a brake control component according to claim 2, wherein the steps are performed in the same manner. 4. The method for confirming operation of a brake control component according to claim 4, wherein the first, second, and third set times are set to a relatively short time and a relatively long time. . 5. The brake control system according to claim 3, wherein a traction control system including a traction control valve is incorporated in the brake control system, and operation confirmation of the traction control valve is also sequentially performed. How to check the operation of parts.