JPH08169325A - Integrated control device for trailer brake force - Google Patents

Abstract

PURPOSE: To prevent a push up of a trailer by using an electric signal instead of pneumatic signal, relating to a trailer brake force integrated control device for a tractor trailer vehicle. CONSTITUTION: Brake chambers 17, 18 and 19, 20 are respectively provided in tractor front wheels 25, 26 and rear wheels 27, 28, to provide brake chambers 21 to 24 in trailer wheels 29, 30. Further a control device 1, inputting a signal of speed sensors 11 to 16, load sensor 5, displacement sensor 6, accelerometer 33, switch 34 of an assist brake 51 and a coupler force sensor 35 to output a control signal of solenoid valves 2, 3, 4, engine 31 and the assist brake 51 of a transmission 32, is provided, and since an electric signal is used instead of a pneumatic signal in the past, a push of a trailer is prevented to reduce a delay of transmitting a signal, to obtain fixed deceleration, so as to improve safety.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a trailer braking force comprehensive control device which is applied to a braking device for a tractor / trailer type vehicle and which performs braking by using an electric signal.

[0002]

2. Description of the Related Art FIG. 2 is a system diagram of brake control of a conventional tractor-trailer vehicle. In the figure, 25, 26
Is the front wheel of the tractor, 27, 28 is the rear wheel of the tractor, 29, 3
0 is the trailer wheel. The tractor front wheels 25 and 26 are respectively attached to the tractor front wheel brake chambers 17 and 18
However, the rear wheel brake chambers 19 and 20 of the tractor are connected to the rear wheels 27 and 28 by piping, respectively.
1, the relay valve 44, the valve 41 is connected to the secondary air tank 9 via the dual brake valve 49, and the valve 44 is connected to the primary air tank 8. Trailer brake chambers 21, 22 and 23, 24 are connected to the trailer wheels 29, 30, respectively, to a relay emergency valve 46, the valve 46 is connected to the trailer air tank 7 via a dual relay valve 45, and the trailer air tank 10 is further connected.
Is also connected to.

Reference numeral 42 is a load sensing valve, and the detected air signal (shown by a dotted line) enters a relay valve 44 and a dual relay valve 45. Reference numeral 43 is a shuttle valve which is provided between the valves 41 and 45 and has a trailer brake switch. 47 is also connected. Further, the trailer brake switch 13 is connected to the dual relay valve 45 by piping. Reference numeral 11 is a brake pedal, and its air signal is also connected to a relay valve 44 and a dual relay valve 45 via a load centering valve 42.

Reference numeral 31 is an engine, 32 is a mission connected to the engine, and an exhaust brake, a power retard (registered trademark of Mitsubishi Motors Corporation), and a retarder 51 are provided as auxiliary brakes 51 independently of the control system described above. There is. These act as engine brakes in order to avoid an excessive load on the above-mentioned service brakes, but are operated by a switch different from the above-mentioned control system.

In a tractor-trailer vehicle having a brake control system having such a structure, since the inertial force is large, the engine 28 is provided to the engine 28 for the purpose of reducing the load on the air brake when traveling downhill or decelerating. An exhaust brake and POWERTARD (registered trademark) are provided, and a mission 29 is provided with a retarder. However, when such an auxiliary brake device is used, the tractor rear wheels 27, 28
The braking force was applied only to the drive shaft of the tractor.

Further, even when the foot brake is used by the brake pedal 11, the signal air is given to each valve as shown by the dotted line to transmit the brake air pressure to each wheel.

Therefore, the brake operation timing of the trailer is delayed due to the delay of the air pressure pipe transmission time. Therefore, the brake operation timing is adjusted using the dual brake valve 49.

Further, the load sensing valve 42 is used to detect the load against fluctuations in the load of the trailer, and the signal air is adjusted to each wheel so that the tractor rear wheels 27 and 28 lock the wheels when the vehicle is empty. Was being prevented.

[0009]

In a conventional brake control system for such a tractor / trailer vehicle, an auxiliary device such as an exhaust brake, a Powertard (registered trademark), a retarder, etc. is used to operate the engine brake during downhill or deceleration. When using the brake, drive wheels 2 of the tractor
Since the braking force acts only on 7, 28, there is a possibility that a so-called "jack knife phenomenon" may occur and the steering operation may become impossible.

Further, since the brake operation timing is adjusted by the dual relay valve 45 when the foot brake is used, there is a problem that the braking distance is long and piping transmission delay occurs, and the braking force on the trailer side is delayed. Further, in the brake control system using the signal air and the load sensing valve 42, the difference in the feeling of the brake operation due to the fluctuation of the load weight cannot be sufficiently suppressed only by the load sensing valve 42, and the braking distance greatly changes, so Was voluntarily adjusting the brake operation.

[0011]

In order to solve such a problem, the present invention has a structure in which all the signal air of a brake control system of a vehicle which is composed of a tractor that pulls a trailer is replaced with an electric signal. Therefore, (1) a speed sensor for detecting the speed of each wheel of the tractor and the trailer is provided. An electromagnetic valve is provided in each pneumatic system of each wheel, and a control device for controlling the electromagnetic valve so that the signal from the speed sensor is input and the trailer speed does not become excessive is provided. (2) In addition to these speed sensors, a brake pedal displacement sensor, an acceleration sensor, and a load sensor are provided, and the detection signals of these sensors are input to the solenoid valves so as to apply a uniform braking force to each wheel. A configuration provided with a control device for controlling is also provided.

That is, according to the present invention, (1) a tractor for pulling a trailer is provided with an auxiliary brake, and a brake system for supplying air pressure from an air tank to the brake chambers of the wheels of the tractor and the trailer is provided. A power comprehensive control device, which is a solenoid valve provided in each pneumatic pipe to a brake chamber of each wheel of the tractor and trailer, a speed sensor for detecting the speed of each wheel of the tractor and trailer, and the same speed sensor A signal from the input device, the speed of the trailer becomes higher than the speed of the tractor, and when thrusting up to the tractor occurs, a signal is output to the solenoid valve of the trailer, and a controller for operating the brake chamber of the trailer is provided. It is characterized in that the trailer is braked to suppress thrust-up. To provide a trailer braking force general control unit.

(2) Control of the tractor and trailer having a brake system for supplying air pressure from the air tank to the brake chambers of the wheels of the tractor and the trailer in conjunction with the operation of a brake pedal provided on the tractor for pulling the trailer. A power comprehensive control device, which is a solenoid valve provided in each pneumatic pipe to the brake chamber of each wheel of the tractor and trailer, a speed sensor that detects the speed of each wheel of the tractor and trailer, and the tractor A displacement sensor that detects the displacement of the brake pedal,
The acceleration sensor provided in the tractor, the load sensor of the trailer, the speed sensor, the displacement sensor, inputs the signals of the acceleration sensor and the load sensor, calculates the brake torque of each wheel of the tractor and the trailer, A trailer braking force, comprising: a control device that outputs a signal to each solenoid valve to operate the brake chamber of each wheel, and that applies a uniform braking force to each wheel with respect to the brake pedal force. Provide an integrated control device.

[0014]

In the invention of (1), the speed of each wheel is detected by the speed sensor and input to the control device by the above means. If the control device detects that the trailer speed is faster than the tractor speed, or if a symptom thereof is detected and it is determined that there is a risk of thrust up from the trailer to the tractor due to the operation of the auxiliary brake, the brake on the trailer side will be automatically changed. The solenoid valve is operated to control the air pressure in the brake chamber to control the wheel speed and decelerate the trailer. After that, the trailer speed decreases and when the tractor speed is followed, the brake on the trailer side is automatically released. In the invention of (2), when the driver operates the foot brake, the pedaling force of the pedal is input to the control device by the displacement sensor mounted on the brake pedal. The controller calculates the wheel slip rate necessary to obtain a uniform vehicle deceleration from the stored tire characteristics, which is input to the controller in advance and the brake pedal depression force input,
Furthermore, input the information of the wheel speed detected by each speed sensor, the vehicle body acceleration detected by the acceleration sensor, and the trailer weight information from the load sensor, and calculate the brake torque necessary to realize the wheel slip ratio. A uniform deceleration can be realized by sending a control signal corresponding to the above to each solenoid valve to control the air pressure in the brake chamber of each wheel to keep the wheel slip ratio uniform.

[0015]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a control system diagram of a trailer braking force integrated control device according to an embodiment of the present invention. In the figure,
Reference numerals 25 and 26 are front wheels of the tractor, 27 and 28 are rear wheels of the tractor, and 29 and 30 are trailer wheels. The tractor front wheels 25 and 26 are respectively connected to the tractor front wheel brake chambers 17 and 18 by piping to the electromagnetic valve 2 and the tractor rear wheel 2
7 and 28 include tractor rear wheel brake chambers 19 and 20.
Is connected to the electromagnetic valve 3 by piping. The trailer brake chambers (21, 2,
2) and (23, 24) are respectively connected to the electromagnetic valve 4 by piping. The air tank 7 is connected to the electromagnetic valve 2 and supplies air pressure to the tractor front wheel brake chambers 17 and 18. The air tank 8 is connected to the electromagnetic valve 3 and supplies air pressure to the tractor rear wheel brake chambers 19 and 20. The air tanks 9 and 10 are respectively connected to the electromagnetic valves 4, and the trailer brake chambers (21, 22),
Air pressure is supplied to (23, 24). Reference numeral 31 is an engine, 32 is a mission, and an auxiliary brake 51 is an exhaust brake, POWERTARD (registered trademark),
And a retarder.

Reference numeral 1 denotes a control device, which inputs an electric signal from each sensor and outputs an electric signal for controlling an air pressure to each wheel brake chamber of a tractor and a trailer. The sensors for inputting the electric signals include a load sensor 5, a brake pedal and displacement sensor 6, wheel speed sensors 11, 12 for the front wheels of the tractor, speed sensors 13, 14 for the rear wheels of the tractor, and trailer wheel speed sensors 15, 16.
It is composed of an accelerometer 33, a current speed holding switch 34, and a coupler force sensor 35.

The control device 1 receives the electric signals of the respective sensors as described above, outputs the signals for brake braking to the solenoid valves 2, 3 and 4, and further, the exhaust brake of the engine 31 and the mission 32, PowerTard (registered trademark). ), Which controls the retarder.

The present invention employs electric signal control instead of the conventional air signal brake control system in the structure of such an embodiment, and the electric signal constitutes a triple redundant system. It is a thing. In this embodiment, such a configuration has the following functions. (1) Optimal braking force distribution function: When the driver has turned on the current speed holding switch 34, the operation of the auxiliary brake 51 is automatically controlled, and there is a sign that the trailer speed becomes faster than the tractor speed. When the device 1 makes a determination, the control device 1 outputs an electric signal to the trailer-side brake solenoid valve 4, forms a feedback loop of the speed of the wheels 29, 30, and the air pressure of the trailer brake chambers 21-24 causes the wheels 29, 30 to move. Acts to suppress the speed of 30,
Generate an appropriate amount of braking force on the trailer side.

The control unit 1 also inputs the speeds of the wheel speeds 29 and 30 by the wheel speed sensors 15 and 16 or by detecting the signal from the coupler force sensor 35, and based on these information, the wheel speed sensor of the tractor. (A) When it is judged that there is a risk of thrusting up from the trailer to the tractor by comparison with the detection signals of 11 to 14 The solenoid valve 4 on the trailer side
To the trailer brake chambers 21 to 24 to constantly generate a braking force on the trailer side. When the condition (a) is not satisfied, the trailer side is controlled so that braking force is not generated. The above condition (a)
The determination according to may be executed on condition that the auxiliary brake is in operation. (B) When the driver actuates the current speed holding switch 34 on a downhill or the like, the control device 1 uses the signal from the speed sensor or the acceleration information from the accelerometer 33 of the vehicle body to detect the exhaust brake, the power start (registration). (Trademark) and retarder are automatically operated to properly combine the braking forces with the drive shafts of the rear wheels 27 and 28 of the tractor, and at the same time, the solenoid valve 4 for trailer side braking is controlled to control the trailer brake chamber 21.
Actuate ~ 24 to prevent push up from trailer. (2) Braking feeling optimizing function: When the driver operates the brake pedal 6, the output of the displacement sensor 6 of the pedal is sent to the control device 1. The control device 1 calculates a wheel slip rate command of each wheel corresponding to the brake pedal force from the output of the displacement sensor 6 and the tire characteristics previously input to the control device 1.

The control device 1 determines the brake torque required for each wheel from the calculated wheel slip ratio command, the detection information from the wheel speed sensors 11 to 16, the detection information from the load sensor 5, and the information from the accelerometer 33. Calculate and solenoid valve 2
Send an electric signal to 4. The electromagnetic valves control the corresponding air pressures by this electric signal, and the brake chambers 17 to 24 of each wheel generate the required brake torque calculated by the control device 1 by the air pressures generated by the solenoid valves.

The generated brake torque causes the wheels 25 to 30 to have the same wheel slip rate. This allows
A uniform vehicle deceleration is realized with respect to a constant brake pedal force of the brake pedal 6.

According to the above-mentioned embodiment, the conventional control of the brake system is performed by the signal air, but this is all replaced by the electric signal, and the electric signal is converted into the air pressure by using the solenoid valves 2, 3 and 4. A conversion mechanism is provided. Furthermore, the solenoid valve 2,
A control device 1 for integrally controlling the engine brakes of the engines 3, 4 and the engine 31 and the mission 32 is provided.

Further, the control device 1 has at least each wheel 25.
The wheel speeds of 28 to 29, 30 and the vehicle body acceleration of the tractor and the trailer are detected by the accelerometer 33, and the weight of the trailer is detected by the load sensor 5 to control the brake.

By providing the control device 1 as described above, when the trailer speed is faster than the tractor speed, or when a sign thereof is sensed, each wheel speed is automatically controlled to generate a braking force on the trailer. Further, when the driver inputs the current speed holding switch 34 on a downhill, a braking force for holding the current speed is combined, and at the same time, the solenoid valve 4 on the trailer side is also controlled to hold the vehicle speed.

Further, in response to the input of the displacement signal from the brake pedal 6, a uniform vehicle deceleration is obtained regardless of the fluctuation of the trailer weight, so that the safety is improved and the operation load of the driver is greatly reduced. It is what is done.

[0026]

As described above in detail, in the present invention, all the signal air of the brake control system of the vehicle composed of the tractor that pulls the trailer is replaced with electric signals, and therefore (1) the tractor and the trailer are used. A speed sensor that detects the speed of each wheel is installed, a solenoid valve is installed in the pneumatic system of each wheel, and a signal from the speed sensor is input to control the solenoid valve so that the trailer speed does not become excessive. (2) In addition to these speed sensors, a brake pedal displacement sensor, an acceleration sensor, and a load sensor are provided, and the detection signals of these sensors are input to obtain uniform braking force on each wheel. Since the configuration provided with the control device for controlling the solenoid valve so as to provide the above is provided, it has the following effects. (1) It has an optimal braking force distribution function. That is, it is possible to prevent the occurrence of the "jack knife phenomenon" during the operation of the auxiliary brake, and at the same time reduce the operation load of the driver to improve the traveling safety. (2) It has a braking feeling optimization function. That is, by operating the foot brake using the electric signal, it is possible to greatly reduce the signal transmission time delay. Further, since a constant vehicle deceleration can be obtained regardless of the fluctuation of the trailer loading load, it is possible to improve the traveling safety and reduce the operation load of the driver.

[Brief description of drawings]

FIG. 1 is a control system diagram of a trailer braking force integrated control device according to an embodiment of the present invention.

FIG. 2 is a system diagram of conventional trailer braking force control.

[Explanation of symbols]

 1 Control Device 2, 3, 4 Solenoid Valve 5 Load Sensor 6 Brake Pedal and Displacement Sensor 11, 12 Tractor Front Wheel Speed Sensor 13, 14 Tractor Rear Wheel Speed Sensor 15, 16 Trailer Wheel Speed Sensor 17, 18 Tractor Front Wheel Brake Chamber 19, 20 tractor rear wheel brake chamber 21,22 trailer brake chamber 23,24 trailer brake chamber 25,26 tractor front wheel 27,28 tractor rear wheel 29,30 trailer wheel 31 engine 32 mission 33 accelerometer 34 current speed holding switch 35 coupler force sensor 51 Auxiliary brake

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Katsuhiko Shiraishi 10 Oe-cho, Minato-ku, Nagoya Mitsubishi Heavy Industries Ltd. Nagoya Aerospace Systems Works (72) Inventor Yasuhiro Yamaguchi 10 Oe-cho, Minato-ku, Nagoya Mitsubishi Heavy Industries Incorporated company Nagoya Aerospace Systems Works (72) Inventor Morio Takahama 10 Oe-cho, Minato-ku, Nagoya Mitsubishi Heavy Industries Ltd. Nagoya Aerospace Systems Works (72) Inventor Masuno Asano 10 Oe-cho, Minato-ku, Nagoya Address Mitsubishi Heavy Industries Ltd. Nagoya Aerospace Systems Works

Claims (2)

[Claims] 1. A braking force comprehensive control device for a tractor and a trailer, comprising: a tractor for pulling a trailer; an auxiliary brake; and a brake system for supplying air pressure from an air tank to a brake chamber of each wheel of the tractor and the trailer. , Electromagnetic valves provided respectively in the pneumatic piping to the brake chamber of each wheel of the tractor and trailer, a speed sensor for detecting the speed of each wheel of the tractor and trailer, and a signal from the same speed sensor is input, A controller for outputting a signal to a solenoid valve of the trailer when the speed of the trailer becomes higher than the speed of the tractor and thrusting up to the tractor to operate the brake chamber of the trailer. Trailer braking force comprehensive control characterized by braking the vehicle to suppress thrust up Control device. 2. A total braking force of a tractor and a trailer having a brake system for supplying air pressure from an air tank to a brake chamber of each wheel of the tractor and the trailer in association with an operation of a brake pedal provided in the tractor for pulling the trailer. A control device, electromagnetic valves provided in pneumatic pipes to brake chambers of each wheel of the tractor and trailer, a speed sensor that detects the speed of each wheel of the tractor and trailer, and a brake pedal of the tractor. A displacement sensor for detecting the displacement of the tractor, an acceleration sensor provided on the tractor, a load sensor of the trailer, and signals of the speed sensor, the displacement sensor, the acceleration sensor, and the load sensor, and each of the tractor and the trailer. Calculate the brake torque of the wheel, output a signal to each solenoid valve, A trailer total braking force control device comprising: a control device that operates a brake chamber of each wheel, and applies a uniform braking force to each wheel with respect to a brake pedal force.