JPH08169321A - Vehicle running and stopping control device - Google Patents

Abstract

PURPOSE: To provide a vehicle running and stopping control device which is preventing the driver from subjecting stress even though running and stopping are frequently repeated. CONSTITUTION: An acceleration switch Q1 , a low speed switch Q2 , a speed setting switch Q3 and a low speed running control switch Q4 are provided in a starting and stopping manipulation part M, and an ABS starting and stopping control device C carries out intrinsic ABS control in response to turn-on and off of these switches, and also carries out selective control of first and second solenoid shut-off valves. Further, since running and stopping of the vehicle are carried out by manipulating the switches Q1 to Q4 as a constant speed, no depression of an accelerator pedal or a brake pedal is required so as to ensure a safety, thereby it is possible to eliminate stress.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle running / stopping control device.

[0002]

2. Description of the Related Art At present, various anti-skid control devices have been developed, which are provided with the following devices for facilitating driving when the vehicle is stopped. . That is, an anti-skid hydraulic pressure control valve provided between the master cylinder and the wheel cylinder,
An electromagnetic cutoff valve provided between the master cylinder and the antiskid hydraulic pressure control valve, and a suction port thereof is connected to a reservoir, and a discharge port thereof connects the electromagnetic cutoff valve and the antiskid hydraulic pressure control valve. When a vehicle is stopped by depressing the brake pedal, the control unit that receives a stop signal from the vehicle switches the electromagnetic shutoff valve to the shutoff state to stop the brake. Even if the pedal force on the pedal is released, the wheel cylinder retains the brake fluid pressure at that time,
An anti-skid device has been developed which is equipped with a vehicle running / stopping control device in which the electromagnetic shut-off valve is switched to the communication state again when the vehicle is started.

The original anti-skid control is performed by such a device, but when the vehicle is further started or stopped, when the vehicle is stopped by depressing the brake at the time of stop, the wheel cylinder at that time is stopped. Since the hydraulic pressure of is held by switching the electromagnetic shut-off valve to the shut-off position, it can be stopped even if the vehicle goes uphill even if the driver releases his foot from the brake pedal. Since the vehicle can be started by simply depressing the accelerator pedal in this state, the driving operation for running-stopping is very simple compared to the conventional vehicles.

However, since the number of vehicles increases especially in cities, and the distance between vehicles is short on city roads and there are many signals, the driver must constantly repeat running-stopping of vehicles. The vehicle is stopped by depressing the accelerator pedal and depressing the brake pedal when reaching a desired position, but if this is repeated many times, a great deal of stress is given to the driver.

[0005]

DISCLOSURE OF THE INVENTION The present invention has been made in view of the above-mentioned problems. For example, even on a road with many traffic lights in a city, the driving operation for running-stopping can be made easier and stress can be released. An object of the present invention is to provide a vehicle traveling-stop control device.

[0006]

[Means for Solving the Problems] The above object is included in an anti-skid control system having a means for controlling the brake fluid pressure of a wheel cylinder, and can be manually operated by a driver.
Controlling vehicle running speed, vehicle deceleration, or vehicle acceleration by providing an additional operating section that is operated to select a desired vehicle traveling state, and controlling the brake fluid pressure of the wheel cylinder by the operating section. And a vehicle running-stop control device.

Further, the above object is to switch an electromagnetic cutoff valve provided between a master cylinder and a wheel cylinder to a cutoff state by a control unit which receives a stop signal of the vehicle when the vehicle is stopped by depressing a brake pedal. In the vehicle running-stop control device in which the brake fluid pressure at that time is held in the wheel cylinder even when the pedaling force on the brake pedal is released, and the electromagnetic cutoff valve is switched to the communication state again at the time of starting, the discharge port Is provided in a pipe line connecting the first electromagnetic cutoff valve and the wheel cylinder, and a second electromagnetic cutoff valve is provided in a pipe line connecting the master cylinder and the suction port of the hydraulic pump. Connected and equipped with an acceleration switch, deceleration switch, speed setting switch and low speed control switch to start the vehicle at low speed When the driver manually turns on the low speed control switch and then turns on the acceleration switch, the control unit switches the first electromagnetic cutoff valve to the communication state, and the brake fluid pressure held in the wheel cylinder is changed. When the desired low speed is obtained by turning on the speed setting switch,
By controlling the switching of the second electromagnetic shut-off valve, the brake fluid pressure is increased and decreased by driving the hydraulic pump and returning the hydraulic fluid to the master cylinder to reduce the traveling speed of the vehicle to the desired low speed. When the second vehicle is controlled and the vehicle is stopped, the second switch which is in the communication state by turning on the deceleration switch
The hydraulic fluid sucked from the master cylinder by the hydraulic pump is supplied to the wheel cylinders via the electromagnetic shutoff valve to stop the vehicle, and the first electromagnetic shutoff valve is kept in the shutoff state again. Vehicle running characterized in that the cylinder holds the brake fluid pressure-
Is achieved by a stop control device.

[0008]

When the vehicle is stopped during normal vehicle traveling (medium speed, high speed), it can be stopped by depressing the brake pedal as in the conventional case, and the pedal force on the brake pedal is released. However, the hydraulic pressure in the wheel cylinder is maintained by the first electromagnetic shutoff valve. Therefore, when the vehicle is on an uphill slope, it does not descend backward even if the pedal effort is released from the brake pedal.

When it is desired to drive at a low speed, first, the operation unit is manually set to the low speed control mode, and when the vehicle is started, the acceleration switch is manually pressed. The shutoff valve is switched to the open state, and the pressure fluid held in the wheel cylinder is returned to the master cylinder side. Therefore, the vehicle starts traveling, and when it is considered that the vehicle has obtained the desired low speed, the speed setting switch is manually turned on. The control unit stores the set value at this time, and selectively switches the first and second electromagnetic cutoff valves so that the set value becomes the set value. When the value is larger than the set value, the first electromagnetic shutoff valve is in the shutoff state, the second electromagnetic shutoff valve is switched to the communicating state, and the hydraulic pump sucks the brake fluid from the master cylinder to establish the connection with the first electromagnetic shutoff valve. Since hydraulic pressure is supplied to the wheel cylinder by supplying hydraulic pressure to the pipe line connecting with the anti-skid hydraulic pressure control valve, the brake hydraulic pressure is increased and the speed is reduced, but when it becomes lower than the desired vehicle speed, the second electromagnetic cutoff valve is shut off. Then, the first electromagnetic shutoff valve is switched to the communication state. As a result, the hydraulic fluid in the wheel cylinders is returned to the master cylinder, the hydraulic pressure decreases, and the traveling speed of the vehicle increases. In this way, by selectively switching the first and second electromagnetic cutoff valves, the vehicle travels so as to maintain the desired low speed stored in the control unit. When the driver wants to stop the vehicle, the driver manually turns on the deceleration switch. As a result, the first electromagnetic shut-off valve maintains the shut-off state, the second electromagnetic shut-off valve maintains the communicating state, and the pressure fluid from the master cylinder is supplied to the wheel cylinders to increase the brake fluid pressure and decelerate the vehicle. Then stop. As a result, the control unit receives the stop signal and the first electromagnetic shutoff valve maintains the shutoff,
The second electromagnetic shutoff valve switches to the shutoff state.

As described above, the driver simply repeats the running / stopping by simply turning on the switches in front of him / herself without feeling any stress even when traffic is congested or there are many traffic lights. it can. Since the control unit stores the desired low speed, thereafter, the vehicle can be stopped simply by turning on / off the acceleration switch and the deceleration switch unless the desired low speed is changed.

According to the present invention, the low speed control of the vehicle can be reliably controlled to this speed by selectively switching the control unit of the first and second electromagnetic cutoff valves. According to Japanese Patent No. 488203, the traveling speed of the vehicle is controlled by changing the throttle angle of the engine. For example, in the low speed control of 15 km / h or less, the throttle angle becomes almost 0 degree. Therefore, it is very difficult to control to a predetermined value below this, but as described above by the configuration of the present invention, it is possible to reliably control even at such a low speed, for example, 15 Km / h.

[0012] In this way, safe driving can be guaranteed even when the vehicle-to-vehicle distance is small or when there are many signals and the vehicle repeatedly runs and stops.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A vehicle running-stop control device according to an embodiment of the present invention will now be described with reference to the drawings.

FIG. 1 shows a vehicle drive system according to an embodiment of the present invention.
The piping system of the stop control device is shown. In the figure, the tandem master cylinder 1 is provided with a booster device 3. By depressing the brake pedal 2, the valve device in the booster device 3 is driven to drive the cylinder body 4 Large hydraulic pressure is generated in the first and second hydraulic chambers therein. A reservoir 5 is provided in communication with these hydraulic chambers. The first and second hydraulic pressure generating chambers in the cylinder body 4 are connected to the wheel cylinders of the left and right front wheels W ₁ and W ₂ and the left and right rear wheels W ₃ and W ₄ via the conduits 6a and 6b and a switching valve described later. It is connected. Hereinafter, the pipelines 6a, 6b
Since the various switching valves connected to are the same in configuration, only one conduit 6a will be described. In addition, regarding the other various switching valves, the same reference numerals as those of the corresponding ones are added with the suffix b.

First, the first electromagnetic shutoff valve 7a is provided in the pipe line 6a.
Are connected to the wheel cylinders of the left and right front wheels W ₁ and W ₂ via switching lines 9a and 10a, which are one of the antiskid hydraulic pressure control valves, via a pipe line 8a. In addition, these wheel cylinders have a switching valve 1 as a discharge valve.
1a and 12a, which are connected to the suction port of the hydraulic pump 20 via the line 13a and also to the low pressure reservoir 14a. According to this embodiment, the brake slack circuit is constituted by the line 13a and the low pressure reservoir 14a.

In this embodiment, the front and rear separation pipes are described, but of course, the present invention can be applied to the X-type brake pipe system with the same operating principle.

Further, a second electromagnetic shutoff valve 16a is connected to the pipe line 17a branched from the pipe line 6a, and this is connected to the above-mentioned pipe line 13a. A relief valve 18a is connected in parallel to the first electromagnetic shutoff valve 7a. When the discharge pressure of the hydraulic pump 20 becomes higher than a predetermined value, the relief valve 18a is opened to open the tandem master cylinder 1a. I'm trying to release it to the side.

Wheel speed sensors a ₁ , a ₂ , a ₃ and a ₄ are arranged in proximity to the wheels W ₁ , W ₂ , W ₃ and W ₄ , respectively, and these are shown in FIG. These wheel speed signals are supplied to the ABS start / stop controller C shown.

The hydraulic pump 20 is constructed in a known manner,
It is a so-called plunger type, and when the eccentric cam is rotationally driven by the electric motor, high and low hydraulic pressures are alternately generated in the two hydraulic pressure generating chambers, and the check valves 22a and 22b connected to the suction ports are opened. Brake fluid is sucked in from the reservoirs 14a and 14b via the check valve 2 provided at the discharge port.
1a and 21b are opened to open the first electromagnetic shutoff valves 7a and 7b.
The discharge pressure liquid is supplied to the pipelines 8a and 8b connecting the switching valves 9a and 9b.

According to the present invention, the ABS start / stop control device C (control unit) is supplied with an operation signal from the start / start operation section M, and this input signal line is provided in the driver's cab of the vehicle. Acceleration switch Q ₁ , which is provided
A deceleration switch Q ₂ , a speed setting switch Q ₃ and a low speed traveling control switch Q ₄ are provided, and when these are turned on, each signal of the start / stop operation section M is supplied to the ABS start / stop control device C to accelerate. Switch Q ₁ , deceleration switch Q
_2, put a speed setting switch Q _3, to form a respective signal at the start and stop operation unit M, the acceleration instruction to the ABS starting and stopping the controller C, and then supplied deceleration order, speed setting instruction . Also, the low speed traveling control switch Q ₄
Then, a low speed control command is issued to switch the ABS start / stop control device C to the low speed control mode.

Further, according to the present embodiment, the ABS start / stop control device C stores the predetermined acceleration value and deceleration value for low speed control in the memory circuit, and of this and the vehicle at that time. The acceleration and deceleration are configured to be compared.

In the ABS start / stop control device C, as described above, the wheel speed sensors a ₁ , a ₂ , a ₃ , a which are arranged in proximity to the respective wheels W ₁ , W ₂ , W ₃ , W _{4. 4} output signals are provided. In addition to this, a signal A ₁ indicating that the driver is no longer in the vehicle, for example, a switch provided on the seat belt is turned off, and when the driver tries to leave the seat, the buzzer 31 is sounded in response to this signal. Thus, this drive circuit is configured in the ABS start / stop control device C.

Furthermore, by depressing the accelerator pedal, is supplied accelerator pedal drive signals A _2, the brake lamp is turned on by further depressing the brake pedal, to the lighting signal A ₃ also ABS start-stop control system C Supplied. Further, when the low speed traveling control switch Q ₄ is turned on in order to operate the low speed traveling control circuit in the start / stop operation section M, the lamp 32 indicating that the low speed control is being performed.
Is configured to light up. Wheel speed sensor a ₁
It receives the detection signal of ~a ₄ ABS start-stop control system C
Evaluates the skid state of each wheel W _{1 to} W _{4 in} a known manner, determines whether or not to start anti-skid control,
Switching valves 9a, 9b as antiskid hydraulic pressure control valves,
Solenoid parts 9aa, 10aa, 11aa, 12aa, 9 of 10a, 10b, 11a, 11b, 12a, 12b
Signals for exciting bb, 10bb, 11bb, 12bb are output terminals 9aa, 9ba, 10aa, 10ba, 11a.
a, 11ba, 12aa, 12ba. Further, when the anti-skid control is started, even if the low-speed traveling control switch Q ₄ is turned on and the low-speed traveling control is carried out, this is disabled or a logic is constructed so as not to start this control. There is. Further, by depressing the accelerator pedal, the accelerator pedal drive signal A ₂ is supplied to the ABS start / stop control device C.
Even at this time, when the low speed traveling control is being performed, it is immediately stopped, and even if it is started, it cannot be started.

Further, the ABS start / stop control device C further includes:
The first and second electromagnetic cutoff valves 7a, 7b, 16 in FIG.
a, 16b solenoid portions 7aa, 7ba, 16aa,
An output terminal for generating a signal for selectively exciting 16ba is provided. Further, although not shown in FIG. 1, the ABS start / stop control device C is configured to start driving the drive signal of the electric motor for driving the hydraulic pump 20 at the start of the low speed traveling control. ABS start / stop control device C
In the low speed traveling control mode, the anti-skid control is not performed, and the low speed traveling control switch Q ₄ described above is included.
Is set and the accelerator pedal is depressed (signal A ₂ = 0), the logic structure for starting this low-speed control mode is constructed, and whether or not anti-skid control is started, Low speed travel control switch Q ₄
The low speed traveling control mode is stopped immediately when the accelerator pedal is turned off or the accelerator pedal is depressed (A ₂ is generated).

In the above embodiment, the ABS start / stop control device C is provided with the wheel speed sensors a ₁ , a ₂ , a.
Receiving the output signal from the _3, a _4, and so as to calculate the approximate vehicle speed as known, by differentiating the vehicle speed, so as to obtain the deceleration or acceleration of the vehicle. This is compared with the above-mentioned predetermined acceleration value or deceleration value. Of course, a conventionally known vehicle speed sensor, deceleration sensor, or acceleration sensor may be used to supply these outputs to the ABS start / stop control device C.

The vehicle running-stop control device according to the embodiment of the present invention is constructed as described above. Next, its operation will be described.

First, the normal braking action will be described. When the driver depresses the brake pedal 2, the hydraulic pressure generated in the first and second hydraulic pressure chambers in the cylinder body 4 becomes
Since the vehicle is now traveling through a and 6b, the first electromagnetic cutoff valves 7a and 7b are in a communication state, and the switching valves 9a, 9b and 10 which are antiskid hydraulic pressure control valves pass therethrough.
Brake fluid pressure is supplied to the wheel cylinders of the wheels W ₁ , W ₂ , W ₃ , W ₄ through a and 10b, and the wheels are braked to decelerate the vehicle. Depending on the road surface on which the vehicle is traveling and how the brake pedal 2 is depressed, the wheels W ₁ , W ₂ , W ₃ , W ₄ reach a skid state in which the brake should be released or held. This is because the ABS start / stop control device C is controlled by the output signals of the wheel speed sensors a ₁ , a ₂ , a ₃ , a ₄ arranged near the wheels W ₁ , W ₂ , W ₃ , W _4. It is determined whether the brake should be released or held, and accordingly, for example, when the brake should be released (for the sake of clarity, all vehicles are in the same skid state).
Solenoid part 9a of switching valves 9a, 9b, 10a, 10b
a, 9ba, 10aa, 10ba are excited, and the solenoid parts 11a of the switching valves 11a, 11b, 12a, 12b.
A signal for exciting a, 11ba, 12aa, 12ba is issued to each terminal, whereby the switching valves 9a, 9b, 10a, 1
0b is switched from the communication state to the cutoff state, and the switching valve 11
The a, 11b, 12a and 12b are also switched to the communication position. As a result, the hydraulic fluid in the wheel cylinders of the wheels W ₁ , W ₂ , W ₃ , W ₄ passes through the loosening pipes 13a, 13b,
It is discharged to the low pressure reservoirs 14a and 14b. Therefore, the brake is released. When the anti-skid control starts, the hydraulic pump 20 starts to drive, and the low pressure reservoirs 14a, 14
The brake fluid pressure discharged to b is immediately sucked by this and supplied to the pipelines 8a and 8b.

When the braking force is maintained, the switching valve 9
Solenoid parts 9aa, 9b of a, 9b, 10a, 10b
Although a, 10aa, and 10ba are still excited, the solenoid parts 11 of the switching valves 11a, 11b, 12a, and 12b.
The aa, 11ba, 12aa, and 12ba are in the non-excited state and switched to the cutoff state again. As a result, each wheel W
The brake fluid pressures of the wheel cylinders of ₁ , W ₂ , W ₃ , and W ₄ are kept constant.

In the anti-skid control, as described above,
The brakes are applied to the wheels W ₁ , W ₂ , W ₃ , W ₄ , and when the vehicle stops and the driver releases the pedaling force on the brake pedal 2, the ABS start / stop control device C causes the switching valve 7a to switch. , 7b generate a signal for exciting the solenoid portions aa, 7ba, and put them in a cutoff state. Therefore, even if the driver releases his / her foot from the brake pedal 2, the brake pressure liquid supplied to the wheel cylinders of the wheels W ₁ , W ₂ , W ₃ and W ₄ at that time is retained and the brake is applied. Will remain. When the driver depresses the accelerator pedal to start traveling of the vehicle again, the excitation signals to the solenoid portions of the first electromagnetic cutoff valves 7a and 7b are immediately cut off, and these are brought into the communication state again, so that each wheel W ₁ , W ₂ , W ₃ ,
The pressure liquid from the wheel cylinder of W ₄ is returned to the inside of the cylinder body 4, and then the traveling is started.

Now, this vehicle is traveling in the city, and when the driver decides to perform the low speed traveling control when the traffic is considerably congested or there are many signals, the low speed traveling control switch Q ₄ in FIG. To turn on. As a result, the start / stop operation unit M supplies this control signal to the ABS start / stop control device C to switch to the low speed traveling control mode. When it is desired to start running the vehicle stopped in this mode, the acceleration switch Q ₁ is closed by hand. As a result, the ABS start / stop control device C is switched to the acceleration mode by an instruction from the start / stop operation unit M. Therefore, the first electromagnetic shutoff valves 7a, 7b
The excitation of the solenoid portions 7aa and 7ba is cut off to switch to the communication state. The pressure fluid in the wheel cylinders of the wheels W ₁ , W ₂ , W ₃ , W ₄ flows back into the fluid pressure generating chamber of the cylinder body 4 of the tandem master cylinder 1. Therefore, the brake fluid pressure is reduced and the vehicle starts traveling.
Predetermined acceleration and deceleration values are set in the BS start / stop control device C, and the acceleration of the currently running vehicle is output by the wheel speed sensors a ₁ , a ₂ , a ₃ , a ₄ Is calculated and compared with the acceleration of the vehicle as a result of this calculation, and when the acceleration is higher than a predetermined acceleration, each wheel W ₁ , W ₂ , W
_In order to increase the hydraulic pressure of the wheel cylinders of ₃ and W ₄ ,
The first and second electromagnetic cutoff valves 7a, 7b, 16a, 16b are controlled. That is, the first electromagnetic shutoff valves 7a and 7b are in the shutoff state, and the second electromagnetic shutoff valves 16a and 16b are in the communication state. Further, the hydraulic pump 20 is driven to suck the brake fluid from the cylinder body 4 of the tandem master cylinder 1 and discharge the brake fluid from the discharge port to the pipelines 8a and 8b, so that the wheels W ₁ and W The hydraulic pressure in the wheel cylinders ₂ , W ₃ and W ₄ is increased to reduce the vehicle acceleration to a predetermined acceleration value.

When the acceleration becomes smaller than a predetermined acceleration, the first electromagnetic cutoff valves 7a and 7b are brought into the communication state, and the second electromagnetic cutoff valves 16a and 16b are brought into the cutoff state. As a result, pressure fluid is circulated from the wheel cylinders of the wheels W ₁ , W ₂ , W ₃ , and W ₄ into the cylinder body 4, the braking force is reduced, and the vehicle acceleration is increased. In this way, the first electromagnetic cutoff valves 7a and 7b and the second electromagnetic cutoff valves 16a and 16b are selectively controlled to accelerate the vehicle at a predetermined acceleration value.

When the driver determines that the desired low speed is obtained according to the road surface condition and the traffic condition at that time, the speed setting switch Q ₃ in FIG. 2 is closed. This allows ABS
The start / stop control device C puts the vehicle in a constant speed traveling state by the control described later. Next, when the driver determines that the vehicle should be stopped, the deceleration switch Q ₂ is closed. As a result, the first electromagnetic shutoff valves 7a, 7b are placed in the shutoff state, and the second electromagnetic shutoff valves 16a, 16b are placed in the open state. As a result, as described above, the hydraulic pump 20 sucks the brake fluid from the tandem master cylinder 1 and supplies the pressure fluid from the discharge port to the pipe lines 8a and 8b so that each wheel W can receive the brake fluid.
Increase the hydraulic pressure in the wheel cylinders of ₁ , W ₂ , W ₃ and W ₄ . Therefore, the traveling speed of the vehicle decreases. Also at this time, according to the present embodiment, the predetermined deceleration value is set in the ABS start / stop control device C, and this is compared with the actual vehicle deceleration so that the predetermined deceleration is achieved. The first and second electromagnetic shutoff valves 7a, 7b, 16a, 16b are controlled. When the vehicle is stopped, the first electromagnetic shutoff valves 7a, 7b are closed even if the driver releases his / her foot from the brake pedal 2, the brake pressure liquid is retained and the brake is kept applied, and the vehicle moves even on a slope. There is nothing to do.

The traveling can be started and stopped as described above. Next, referring to FIG. 3, the shutoff valves 7a, 7
The temporal relationship between the excitation signal supplied to the motors b, 16a, and 16b, the vehicle traveling speed, and the hydraulic pressure of the wheel cylinders will be described. In order to make the figure easy to understand, in this embodiment, the vehicle is accelerated at a predetermined acceleration, and the deceleration is performed at a predetermined deceleration.
The change in the brake fluid pressure for the deceleration is not shown.

Since the vehicle is now stopped, the first electromagnetic shutoff valves 7a and 7b are in the shutoff state, the excitation signal V ₁ is at the high level as shown in FIG. 3C, and as shown in FIG. 3B. The hydraulic pressure in the wheel cylinder is at a certain value, for example at a height of 50 bar. When the acceleration switch Q ₁ is closed to start traveling at time t ₁ in this state, the signal V ₁ becomes low level, and the first electromagnetic cutoff valves 7a and 7b are switched to the communication state, and at this time, held in the wheel cylinder. The pressurized liquid is recirculated to the tandem master cylinder 1 side and lowered as shown in FIG. 3B.

As shown in FIG. 3A, the traveling speed of the vehicle rises from 0 at time t ₁ . Now, at time t ₂ , when the driver determines that the desired low speed is reached (this low speed is 5 km
/ H), the speed setting switch Q ₃ is closed here. As a result, the ABS start / stop control device C stores the speed of 5 km / h at this time. With this memory,
A is output from the wheel speed sensors a ₁ , a ₂ , a ₃ , a ₄
Compared with the vehicle traveling speed obtained by calculation in the BS start / stop control device C, the hydraulic pressure of the wheel cylinder is changed as shown in FIG. 3B depending on whether the vehicle traveling speed is higher or lower. That is, as shown in FIG. 3C, the first electromagnetic shutoff valve 7
The excitation signals V ₁ of a and 7b become high level at time t ₂ , and after the time Δt, the second electromagnetic shutoff valve 16a,
The excitation signal V _{2 of} 16b also becomes high level. As a result, the first electromagnetic shutoff valves 7a and 7b are turned off, and the second electromagnetic shutoff valves 7a and 7b are turned off.
The electromagnetic shutoff valves 16a and 16b are in a communication state. Further, the hydraulic pump 20 starts driving at time t ₂ , and after Δt time, the brake fluid is discharged from the cylinder body 4 to the second electromagnetic shutoff valves 16a, 16a.
Suction through b, the check valves 21a and 21b are opened, and the pressurized liquid is supplied to the pipelines 8a and 8b. As a result, the hydraulic pressure of each wheel W ₁ , W ₂ , W ₃ , W ₄ rises.
At this time, the vehicle traveling speed was higher than 5 km / h as shown in FIG. or,
If it is lower than this, the solenoid portions of the first and second electromagnetic cutoff valves 7a, 7b, 16a, 16b are de-energized at time t ₃ . That is, the signals V ₁ and V ₂ are at a low level, whereby the first electromagnetic cutoff valves 7a and 7b are in the communication state and the second electromagnetic cutoff valves 16a and 16b are in the cutoff state. Therefore, the pressure liquid in the wheel cylinders of the wheels W ₁ , W ₂ , W ₃ , W ₄ is returned to the inside of the cylinder body 4, the braking force is reduced, and the vehicle speed is increased. By repeating such control, the traveling speed of the vehicle is controlled to be 5 Km / h as shown in FIG. 3A.

In this embodiment, the brake fluid pressure is kept constant for Δt 'time before it is reduced. As described above, according to the present embodiment, the hydraulic pressure of the wheel cylinder is kept constant in the state where the signal V ₁ is generated and the signal V ₂ is not generated, whereby the traveling speed is finely controlled to 5 km / m. I am trying to control h accurately.

When the driver determines that the vehicle should be stopped at time t ₄ , the deceleration switch Q ₂ is closed. As a result, if the solenoid portions of the first electromagnetic cutoff valves 7a, 7b are in the excited state, the excitation is continued, and the second electromagnetic cutoff valves 16a, 16b are also continuously excited. Thus, the brake fluid in the cylinder body 4 of the tandem master cylinder 1 supplies hydraulic fluid is sucked by the hydraulic pump 20 to the respective conduit 8a, 8b, of each wheel _{W 1, W 2, W 3} , W 4 Increase the hydraulic pressure in the wheel cylinders. Therefore, the traveling speed of the vehicle decreases from 5 Km / h as shown in FIG. 3A. Therefore, when the vehicle stops, the signal V ₂ becomes low level. That is, since the second electromagnetic shutoff valves 16a and 16b are in the shutoff state and the first electromagnetic shutoff valves 7a and 7b are still in the shutoff state, the wheel cylinders of the wheels W ₁ , W ₂ , W ₃ and W ₄ are The hydraulic pressure is kept constant.

As described above, the running / stopping of the vehicle and the low speed control are performed. However, when the desired low speed is not changed from the initially set value, the acceleration switch is simply manually operated at the start of the running. All that is required is to close Q ₁ and manually turn on the deceleration switch Q ₃ to stop the vehicle.

As described above, according to the vehicle running-stop control device of the present invention, even if the traffic signals are short and the traffic is congested in the city, the driver simply Since the vehicle can be started and stopped only by manually operating the switches Q ₁ , Q ₂ , Q ₃ , Q ₄ provided on the start / stop operation unit M in front of the seat, Even in a driving situation where the vehicle starts and stops frequently, there is almost no stress.

Further, since safe low speed running can be kept constant during running, safety can be guaranteed.

Although the embodiment of the present invention has been described above, the present invention is not limited to this, and various modifications can be made based on the technical idea of the present invention.

For example, in the above embodiment, the case where the ABS control and the low speed traveling control of the vehicle are performed has been described, but in addition to this, the ASR control may be further performed by the same circuit shown in FIG. In this case, when the ABS start / stop control device C determines that the drive slip control should be performed, the first electromagnetic cutoff valves 7a, 7b are excited to be in the cutoff state, and the second electromagnetic cutoff valves 16a, 16b are also set. The solenoid part of is also energized and put in communication, and each wheel W ₁ , W ₂ , W
Increase the brake fluid pressure in the wheel cylinders of ₃ and W ₄ to reduce the drive slip. In order to control this to the optimum drive slip value, the switching valves 9a, 9b, 10a, 1
The solenoids of 0b, 11a, 11b, 12a, and 12b are selectively controlled as in the case of anti-skid control,
Reduce the brake fluid pressure on each wheel W ₁ , W ₂ , W ₃ , W ₄
By repeatedly holding and increasing the pressure, the optimum drive slip value is controlled in a short time.

Further, the above antiskid hydraulic pressure control valve has two switching valves (9) for each wheel W ₁ , W ₂ , W ₃ , W _4.
a, 11a) (10a, 12a) (9b, 12b) (1
0b, 11b), but these are one 3 port 3
You may make it change to a position electromagnetic switching valve.

In the above embodiment, as shown in FIG.
The output terminal of the ABS start / stop control device C is 7aa to 12
Although it is provided up to ba, and as described above, these are supplied to the solenoid portion of each solenoid valve, in addition to that, as shown by the output line Y, a line for providing an output to the engine control device is provided, and this is stopped. A switch Q ′ may be further provided in the start operation part M to increase the idle speed of the engine, and thus the vehicle traveling speed by a small amount. When this is turned on, a signal for changing the idle speed is given to the output line Y to the engine control device.

[0045]

As described above, according to the vehicle running-stop control device of the present invention, frequent running and stopping are performed in a city where the signal interval is short and traffic is congested. Even under repeated driving conditions, the driver can be guaranteed to drive safely without any stress.

[Brief description of drawings]

FIG. 1 is a piping system diagram of a vehicle running-stop control device according to an embodiment of the present invention.

FIG. 2 is a block diagram of an ABS start / stop control device in the same device.

FIG. 3 is a time chart of vehicle traveling speed and wheel cylinder pressure control signals V ₁ and V ₂ showing the operation of the device.

[Explanation of symbols]

7a 1st electromagnetic shutoff valve 7b 1st electromagnetic shutoff valve 9a Switching valve 9b Switching valve 10a Switching valve 10b Switching valve 11a Switching valve 11b Switching valve 12a Switching valve 12b Switching valve 16a 2nd electromagnetic shutoff valve 16b 2nd electromagnetic shutoff valve C ABS Start / stop control device M Start / stop operation part Q ₁ Accelerator switch Q ₂ Deceleration switch Q ₃ Speed setting switch Q ₄ Low speed traveling control switch

Claims (8)

[Claims] 1. An additional operation part, which is included in an anti-skid control system having means for controlling a brake fluid pressure of a wheel cylinder, and which is operated by a driver by hand to select a desired vehicle traveling state. A vehicle running-stop control device, comprising: a vehicle running speed, a vehicle deceleration, or a vehicle acceleration, which is provided by controlling the brake fluid pressure of the wheel cylinder with the operation unit. 2. The means for controlling the brake fluid pressure of the wheel cylinder includes an anti-skid fluid pressure control valve provided between the master cylinder and the wheel cylinder, and between the master cylinder and the anti-skid fluid pressure control valve. Hydraulic pump in which a suction port is connected to a reservoir and a discharge port is connected to a pipe line connecting the electromagnetic cutoff valve and the antiskid hydraulic pressure control valve And a second electromagnetic cutoff valve provided in a pipe line connecting the master cylinder and the suction port of the hydraulic pump, and a control for receiving a stop signal of the vehicle when the vehicle is stopped by depressing a brake pedal. Even if the unit switches the first electromagnetic shutoff valve to the shutoff state to release the pedaling force on the brake pedal, the brake fluid is applied to the wheel cylinder at that time. The pressure is maintained, and when the vehicle starts, the operating portion is manually operated to switch the first electromagnetic cutoff valve to the communication state again, and the brake fluid pressure retained in the wheel cylinder is reduced to start the vehicle traveling. However, when a desired low speed selected by the driver in the operation section is obtained, the switching control of the first and second electromagnetic cutoff valves causes
By controlling the traveling speed of the vehicle to the desired low speed by increasing and decreasing the brake hydraulic pressure by driving the hydraulic pump and returning the hydraulic fluid to the master cylinder, the operation is performed when the vehicle is stopped. A hydraulic fluid sucked from the master cylinder by the hydraulic pump is supplied to the wheel cylinder through the second electromagnetic cutoff valve that is in communication with a signal from the vehicle to stop the vehicle and stop the first solenoid. The vehicle running-stop control device according to claim 1, wherein the shut-off valve is kept in the shut-off state again so that the wheel cylinder holds the brake fluid pressure. 3. The operation unit includes a plurality of switches for manually determining the vehicle traveling state, the switches including a vehicle acceleration switch, a switch for maintaining a current vehicle traveling speed, and a vehicle deceleration. A switch for use is included.
Alternatively, the vehicle running-stop control device according to claim 2. 4. The vehicle according to claim 1, wherein an additional switch is provided on the operating portion to enable or disable the start-stop control mode of the vehicle. Run-stop control device. 5. When the vehicle acceleration switch is turned on, the control unit controls the brake fluid pressure of the wheel cylinder so that a predetermined acceleration is achieved by controlling the first and second electromagnetic cutoff valves. Item 5. The vehicle traveling-stop control device according to item 4. 6. When the vehicle deceleration switch is turned on, the control unit controls the brake fluid pressure of the wheel cylinder so as to achieve a predetermined deceleration by controlling the first and second electromagnetic cutoff valves. The vehicle running-stop control device according to claim 4. 7. An electromagnetic shut-off valve provided between a master cylinder and a wheel cylinder is switched to a shut-off state by a control unit that receives a stop signal of the vehicle when the vehicle is stopped by depressing the brake pedal. In the vehicle running-stop control device in which the brake fluid pressure at that time is held in the wheel cylinder even when the pedaling force is released, and the electromagnetic cutoff valve is switched to the communication state again at the time of starting, the discharge port is set to the first opening. A hydraulic pump connected to a pipe line connecting the electromagnetic cutoff valve and the wheel cylinder, and a second electromagnetic cutoff valve connected to a pipe line connecting the master cylinder and the suction port of the hydraulic pump,
Moreover, an acceleration switch, a deceleration switch, a speed setting switch and a low speed control switch are provided, and when the vehicle starts traveling at low speed, the driver manually turns on the low speed control switch and turns on the acceleration switch. The first electromagnetic cutoff valve is switched to a communication state, the brake fluid pressure held in the wheel cylinder is reduced to start traveling of the vehicle, and when a desired low speed is obtained, the speed setting switch is turned on, By controlling the switching of the first and second electromagnetic cutoff valves, the brake fluid pressure is increased and decreased by driving the hydraulic pump and returning the hydraulic fluid to the master cylinder to bring the vehicle to the desired low speed. The hydraulic pump is controlled through the second electromagnetic cutoff valve that is in communication by controlling the traveling speed and turning on the deceleration switch when stopping the vehicle. The hydraulic fluid sucked from the master cylinder is supplied to the wheel cylinder to stop the vehicle, and the first electromagnetic shutoff valve is kept in the shutoff state again so that the wheel cylinder holds the brake fluid pressure. A traveling-stop control device for a vehicle, which is characterized in that: 8. The vehicle according to claim 1, wherein an engine control switch is added to the operation portion to increase the idle speed of the engine, and thus the vehicle traveling speed, by a small amount. Run-stop control device.