JPH08207723A - Auxiliary starting device for slope - Google Patents

Abstract

PURPOSE: To provide an auxiliary starting device for slope, which can prevent malfunction and which can further improve the reliability without the danger of hindering the operation of an anti-lock brake device. CONSTITUTION: A vehicle, which is provided with an anti-lock brake device for automatically and intermittently supply the brake hydraulics so as to prevent the lock of wheels, is provided with a control unit 1 for detecting whether the anti-lock brake device is operated or not and for detecting whether the wheels are stopped or not, and a brake hydraulics holding unit 2 to be operated by the signal from the control unit 1 so as to seal the brake hydraulics. The control unit 1 operates the brake hydraulics holding unit 2 in the condition that the wheels are stopped and the anti-lock brake device is not operated.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hill start assist device, and more particularly to a device equipped with an antilock brake device.

[0002]

2. Description of the Related Art In recent years, in order to reduce the burden on the driver, a device that automatically holds the brake fluid pressure when the vehicle stops to hold the vehicle in a stopped state (hereinafter referred to as "hill start assisting device") Is proposed. This device eliminates the need to operate the parking brake frequently every time the vehicle is stopped, and can reduce the driver's fatigue especially when traffic is congested or when starting on a slope.

In order to realize such a function, it is indispensable to detect at least the stopped state of the vehicle, and a wheel rotation sensor is used as a mechanism for detecting the stopped state of the vehicle. Since this rotation sensor outputs a pulse signal in accordance with the rotation of the wheel, if there is no pulse signal from this rotation sensor, it means that the wheel is stopped, which is a condition for starting the slope start assist device. .

The wheel rotation sensor is essentially a speedometer sensor, and has the advantage of low cost because it can share the speedometer sensing signal.

By the way, the above-mentioned slope start assist device is
It has the function of holding the brake pressure when the vehicle is stopped and releasing it when the vehicle starts, but this can also be done when the wheels are locked during braking on a slippery road surface while the vehicle is running. There is a risk that it will be detected as a stop and the brake will be automatically applied.

Therefore, as a means for preventing a malfunction when the wheels are locked due to sudden braking or the like, for example, Japanese Utility Model Publication No. 3-238.
There is an apparatus described in Japanese Patent Publication No. 96. In this system, a wheel lock detection mechanism is provided in a slope start assist device (automatic brake device), and the slope start assist device is not activated when the wheels are locked during vehicle braking.

[0007]

However, in the above-mentioned conventional device, the accuracy of the determination of the start of the hill start assist device depends on the accuracy of the sensor of the speedometer, so that the ideal operation cannot be expected. There is.

That is, the accuracy of the sensor of the speedometer is rough, and when the wheel is suddenly accelerated or decelerated by the anti-lock brake device, this is output as wheel lock information, and although the wheel is not actually locked, the road start assist is provided. There is the problem of leaving the device inoperative.

When the rotation sensor (speed meter) has a failure, no pulse is output and it is considered that the vehicle is stopped, so that the slope start assist device is activated. Therefore, the operation of the anti-lock brake device may be hindered.

Here, there is an idea to use an antilock brake system rotation sensor instead of a speedometer, but the antilock brake system rotation sensor is not designed to detect zero speed. Hiring is difficult.

The present invention has been made in view of the above-mentioned matters, and it is possible to prevent malfunctions and to further improve reliability without fear of interfering with the operation of the antilock brake device. It is a technical problem to provide an auxiliary device.

[0012]

SUMMARY OF THE INVENTION In order to solve the above technical problems, the present invention provides a vehicle equipped with an anti-lock brake device that automatically connects and disconnects brake fluid pressure in order to prevent wheel lock. The configuration is as follows.

That is, as a first structure, a control unit 1 for detecting whether the antilock brake device is in operation and whether the wheels are in a stopped state, and a signal from the control unit 1. And a brake fluid pressure holding portion 2 for containing the brake fluid pressure, and the control portion 1 determines that the wheels are in a stopped state and the antilock brake device is not operating. The brake fluid pressure holding unit 2 is configured to be operated to form a slope start assist device.

As a second structure, the control section determines whether or not the antilock brake device is in operation by detecting the operating state of the pump motor 7 in the antilock brake device. Configured. The pump motor 7 in the anti-lock brake device means that the brake fluid discharged from the brake mechanism in order to reduce the brake pressure during the anti-lock control is
It is a motor that operates a recirculation pump for returning to the master cylinder side.

Here, in order to detect the operating state of the pump motor 7, it is preferable to connect the line 3 for detecting the energization state of the pump motor 7 to the control section 1. As a third configuration, a clutch sensor 4 that detects whether the clutch is stepped on, a parking brake sensor 5 that detects whether the parking brake is operating, and a speed sensor 6 that detects the rotation of the wheels. , A control unit 1 which receives signals from these sensors and detects whether or not the anti-lock brake device is in operation, and a brake fluid which is operated by the signals from the control unit 1 to contain the brake fluid pressure. A pressure holding unit 2 and the control unit 1
The brake fluid pressure holding unit 2 is operated on the condition that it is determined that the vehicle is stopped and the antilock brake device is not operating based on the signals from the respective sensors.

The control unit is a central processing unit (CP).
U), a read / write memory (RAM), a read-only memory (ROM), an input / output device (I / O), and a bus connecting these may be provided.

Further, the brake fluid pressure holding portion may be constructed so as to maintain the stopped state of the vehicle by holding the brake pressure in the brake mechanism. here,
The brake mechanism can be composed of a wheel cylinder or a brake caliper. The brake mechanism can be configured to operate by hydraulic pressure, pneumatic pressure, or the like.

An example of the wheel speed sensor is an electromagnetic pickup type wheel rotation speed sensor. The function of the control unit may be obtained by the configuration of various logic circuits.

Further, the control section may determine the operating state of the antilock brake device by detecting the operating state of the solenoid valve of the antilock brake device.

[0020]

Since the fact that the anti-lock brake device is not in operation is a determining factor for activating the brake fluid pressure retaining portion 2 for containing the brake fluid pressure, it is possible that the wheels are locked while the anti-lock brake device is operating. Even then, the control unit 1 does not operate the brake fluid pressure holding unit 2.
Therefore, it is not necessary to judge the wheel lock and perform fail-safe.

Further, even if the rotation sensor (speed meter) fails, it does not malfunction. The determination of the operating state of the antilock brake device can be made by the control unit 1 monitoring the operating state of the pump motor 7 of the antilock brake device.

When the control unit 1 determines the stop state of the vehicle based on the signals from the clutch sensor, the parking brake sensor, and the speed sensor, the stop state of the vehicle can be determined more accurately, and the antilock brake device and the brake can be used. The operation with the pressure holding part can be adjusted.

[0023]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described with reference to FIGS. FIG. 2 shows a system diagram of an anti-lock brake device which automatically connects and disconnects brake fluid pressure in order to prevent wheel lock. This device (hill start assist controller) A is applied to a brake system having such a configuration.

First, the anti-lock brake device will be briefly described. When the wheels 10 are locked or are about to be locked during sudden braking, the wheel rotation sensor 11 detects the state of the wheels and inputs the signal to an ABS (antilock brake) controller 12. The output of this ABS controller 12 is AB
The solenoid valves 14 and 15 in the S modulator and the pump motor 7 are controlled to adjust the brake pressure and prevent the wheels from being locked. Here, the relationship between the brake pressure and the wheel speed is shown in FIG. 3, and the antilock control is being performed within the range of t ₁ .

This device A includes a logic unit (control unit) 1 for detecting whether or not the antilock brake device is in operation and whether or not the wheels are in a stopped state, and a logic unit 1 from the logic unit 1. It is provided with a brake fluid pressure holding portion 2 which is activated by a signal and contains the brake fluid pressure. In addition, the brake fluid pressure holding portion 2 is provided on the master cylinder side and each wheel 1
It has electromagnetic valves 16 and 17 which are inserted in the liquid path of 0.

The logic unit 1 is a 4-gate AND circuit, two of which have the inverter 1
a and 1a are provided. This inverter 1a, 1
A parking brake sensor 5 and a control line 3 to the pump motor 7 are connected to a. This line 3 briefly indicates whether or not the antilock brake device is in operation. If the control power is supplied to the pump motor 7, the line 3 indicates that the antilock brake device is in operation. If is not supplied, the anti-lock brake system becomes inactive.

A speed sensor 6 for detecting the rotation of the wheel 10 is connected to one of the other two gates in the logic section 1. The speed sensor 6 is a speedometer sensor. An interface 1b for determining a stop is inserted in a subsequent stage of the speed sensor 6. The parking brake sensor 5 becomes high level when the parking brake lever is pulled.

A clutch sensor 4 for detecting whether or not the clutch is stepped on is connected to the remaining one gate. That is, when the clutch is depressed for a certain period of time, it can be detected that the state is at least close to stop.

The operation will now be described. First, when the anti-lock brake device is in operation, control power is supplied to the pump motor 7, and the line 3 becomes high level. But inverter 1a
Since it is inverted and input to the logic unit 1, it becomes low level, and the output of the logic unit 1 becomes low level regardless of other inputs. Therefore, the brake fluid pressure retaining portion 2 does not operate, and there is no fear that the operation of the antilock brake device will be hindered.

On the other hand, when the antilock brake device is at rest, no control power is supplied to the pump motor 7, and the line 3 is at a low level. Then, it is inverted by the inverter 1a and is input to the logic unit 1, so that it becomes a high level, and the output of the logic unit 1 becomes a high level depending on other inputs. Here, when a clutch (not shown) is stepped on, the clutch sensor 4 is at a high level, the interface 1b is at a high level (wheels stopped), and all the gate inputs are at a high level when the parking brake lever is not pulled. Next, the brake fluid pressure holding unit 2 operates.

Since the operation of the brake fluid pressure retaining portion 2 for containing the brake fluid pressure is prohibited by the operating state of the antilock brake device, the wheels are locked during the operation of the antilock brake. Even in this state, the brake fluid pressure retaining portion 2 does not operate. Even if the rotation sensor (speed meter) fails, it does not malfunction.

There are various possible methods for detecting that the antilock brake device is not operating, but it goes without saying that the state of fluctuation of the brake hydraulic pressure may be detected by the hydraulic pressure sensor. Further, it may be detected that the rotational speed of the wheel 10 shifts from a sudden change during the antilock control to a flat one after the antilock control is released. Wheel 1 in this case
The rotation speed of 0 may be detected by the wheel rotation sensor 11.

[0033]

According to the present invention, since the fact that the antilock brake device is not in operation is used as the judgment element of the brake fluid pressure retaining portion for containing the brake pressure, the wheels are not operated during the operation of the antilock brake. Even in the locked state, the brake fluid pressure retaining portion does not operate.

Therefore, malfunction can be prevented accurately, and there is no fear of interfering with the operation of the antilock brake device. Further, unlike the conventional one, there is no fear of malfunction even if the speedometer fails, and the reliability of the brake can be further improved.

When it is determined that the antilock brake device is in operation by detecting the operating state of the pump motor, the operation of the antilock brake device can be determined with a simple structure.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an embodiment of the present invention.

FIG. 2 is a brake system diagram of an embodiment.

FIG. 3 is a diagram showing a relationship between brake pressure and wheel speed in antilock control.

[Explanation of symbols]

 1 ... Logic part (control part) 1a ... Inverter 2 ... Brake fluid pressure holding part 3 ... Line 4 ... Clutch sensor 5 ... Parking brake sensor 6 ... Speed sensor 7 ... Pump motor 10 ... Wheel 11 ・ ・ Wheel rotation sensor 12 ・ ・ ABS controller 14, 15 ・ ・ (Anti-lock) solenoid valve 16, 17 ・ ・ (Slope start assist) Solenoid valve A ・ ・ Slope start assist controller

Claims (3)

[Claims] 1. A vehicle equipped with an anti-lock brake device that automatically connects and disconnects brake pressure in order to prevent wheel lock, and whether or not the anti-lock brake device is in operation.
And a control unit that detects whether or not the wheels are in a stopped state,
And a brake pressure holding unit that operates by a signal from the control unit to contain the brake pressure, and the control unit determines that the wheels are in a stopped state and the antilock brake device is not operating. A hill start assisting device, characterized in that the brake pressure holding portion is operated. 2. The control unit determines whether or not the antilock brake device is operating by detecting the operating state of a pump motor in the antilock brake device. The hill start assist device described in 1. 3. A vehicle equipped with an anti-lock brake device that automatically connects and disconnects brake pressure to prevent wheel locking, and a clutch sensor for detecting whether or not a clutch is depressed, and a parking brake. The parking brake sensor that detects whether or not the vehicle is operating, the speed sensor that detects the rotation of the wheels, and the signals from each of these sensors are input and whether or not the antilock brake device is operating is detected. And a brake pressure holding unit that operates by a signal from the control unit to contain the brake pressure, the control unit is based on the signal from each sensor, the vehicle is in a stopped state, and The brake pressure holding unit is configured to operate on the condition that it is determined that the lock brake device is not operating. Hill-start assist according to claim.