JPH0891182A - Brake control system having up-slope start assisting device - Google Patents

Abstract

PURPOSE: To prevent lighting of a brake lamp, and prevent a delay in releasing a brake when an HSA valve is turned off from a brake actuation holding condition when the HSA valve is actuated. CONSTITUTION: Quick release valves 56 and 57 are arranged between input ports 38 and 46 of an HSA valve 13 and check valves 29 and 30. Compressed air supplied to brake actuators 3 and 6 at normal brake releasing time and HSA actuation releasing time, is discharged from discharge ports 60 and 67 of the quick release valves 56 and 57 by passing through the check valves 29 and 30 from output ports 39 and 47 of the HSA valve 13, and does not flow to the brake valve 8 side. Therefore, at this time, pressure is not detected by pressure switches 14 and 15, and a brake lamp 17 is not lighted. Therefore, misunderstanding of brake actuation is prevented, and brake is speedily released.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake lamp lighting control device for notifying a following vehicle of brake operation and a hill start assist device (Hill Start Aid) for facilitating hill start. Hereinafter, the present invention relates to a brake control system including an HSA).

[0002]

2. Description of the Related Art In recent years, in a brake control system for a vehicle, there is no need for a sudden stepping operation from a parking brake or a brake pedal to an accelerator pedal,
An HSA has been developed to make it easier for a vehicle to start on a slope, and to reduce fatigue due to brake operation by eliminating the need to keep pressing the brake pedal while waiting for a signal or in a congested road.

Further, in a brake control system of an automobile, a brake lamp has been conventionally provided in order to inform a succeeding vehicle or the like that a braking operation has been performed. Some of such conventional brake lamps include a brake. There is a brake lamp in which the pressure detection means detects the output pressure from the valve and the light is turned on by the detection signal.

As an example of a conventional brake control system provided with such an HSA and a brake lamp, there is a brake control system as shown in FIG. 4, for example. Figure 4
As shown in Fig. 1, this brake control system is provided with a brake actuator 3, which is a brake actuator that generates a brake pressure for braking the left and right front wheels 1 and 2, and a brake pressure for braking the left and right rear wheels 4 and 5. A brake actuator 6, which corresponds to the brake actuator of the present invention, which generates a brake pedal, a brake pedal 7 which is depressed by the driver during braking, and output ports 8a and 8b during normal operation are disconnected from the input ports 8c and 8d and connected to the discharge port 8e. When the brake pedal 7 is depressed, the output ports 8a, 8b are connected to the input ports 8c, 8d and cut off from the discharge port 8e, and the outputs of the dual brake valve 8 and the dual brake valve 8 corresponding to the brake control valve of the invention are output. Mouth 8a, 8b and front and rear wheels 1, 2,
Passages 9 and 10 connecting the respective brake actuators 3 and 6 of 4 and 5, and the input ports 8c and 8 of the dual brake valve 8
Reservoirs 11 and 12 connected to d for storing compressed air, a hill start auxiliary valve (hereinafter also referred to as an HSA valve) 13 that is provided in each passage 9 and 10 to connect and disconnect each passage 9 and 10, a dual brake valve Output port 8
a, 8b and pressure switches 14 and 15 which are provided in the passages 9 and 10 between the HSA valve 13 and pressure detecting means for detecting the air pressure in the passages 9 and 10, and provided in the brake lamp circuit 16. , A normally open relay 18 for turning on and off a brake lamp 17 connected to the pressure switches 14 and 15, a clutch stroke sensor 1
9 to clutch stroke signal and clutch switch 20
From the clutch oil pressure signal, the neutral signal from the neutral switch 21, the parking brake signal from the parking brake switch 22, the door opening / closing signal from the door switch 23, the HSA operating signal from the HSA operating switch 24, and the stop lamp signal from the pressure switches 14 and 15, respectively. An HS that controls the pilot lamp 25, the normally open HSA valve 13, and the buzzer 26 while being supplied.
An A control unit (hereinafter, also referred to as HSA ECU) 27 is provided.

As shown in FIG. 5, the HSA valve 13 is
Check valves 29 for the front wheel brakes, check valves 30 for the rear wheel brakes, and electromagnetic switching valves 31 provided in the center of the housing 28 between these check valves at the left and right ends of the housing 28, respectively. It consists of

The check valve 29 for the front wheel brake is provided with a check valve opening / closing control piston 32 which is airtightly slidably disposed in a hole of the housing 28, and the check valve opening / closing control piston 32 is not actuated in the drawing. A return spring 33 that constantly urges toward the position, a valve body 35 that is slidably inserted into a hole of the check valve opening / closing control piston 32, the movement amount of which is regulated to a certain amount by a pin 34, and a housing. Formed on the valve body 35
Is composed of an annular valve seat 36 that can be seated, and a spring 37 that constantly urges the valve element 35 toward the valve seat 36, and the check valve opening / closing control piston 32 moves to the left operating position. Three
When 5 is seated on the valve seat 36, only the flow of compressed air from the input port 38 connected to the output port 8a of the dual brake valve 8 to the output port 39 connected to the brake actuator 3 is allowed to output. Input 39 to input 38
It is designed to block the flow of compressed air towards.

The check valve 30 for the rear wheel brake has exactly the same structure as the check valve 29 for the front wheel brake. Similarly, the check valve opening / closing control piston 40 and the return spring 4 are provided.
1, a pin 42, a valve body 43, an annular valve seat 44, and a spring 45. The check valve opening / closing control piston 40
Moves to the right operating position and the valve body 43 is seated on the valve seat 44, the brake actuator 6 is released from the input port 46 connected to the output port 8b of the dual brake valve 8.
Only the flow of compressed air toward the output port 47 connected to is allowed, and the flow of compressed air from the output port 47 toward the input port 46 is blocked.

The electromagnetic switching valve 31 includes a chamber 48 that is constantly connected to the reservoir 11 and a pressure chamber 4 of both control pistons 32 and 40.
A normally closed first on-off valve 51 for controlling communication with and disconnection of the control chambers 9 and 50, a communication between a chamber 52 that is constantly communicated with the atmosphere and pressure chambers 49 and 50 of both control pistons 32 and 40, The normally open second on-off valve 53 for controlling shutoff, and the first and second on-off valves 5
Armature 5 for selectively switching between opening and closing 1,53
4 and the HSA ECU 27, the armature 5
4 and a solenoid 55 for operating 4.

In the brake control system constructed as described above, the solenoid 55 is not energized by the HSA ECU 27 in the normal state, and the HSA valve 13 is operated as shown in FIG.
It is in the state shown in.

During normal braking, by depressing the brake pedal 7 to operate the dual brake valve 8, compressed air from the output ports 8a and 8b of the dual brake valve 8 is passed through the passages 9 and 10 and the input port 38 of the HSA valve 13. , 46, open check valves 29, 30, output port 39,
47 through the passages 9 and 10, the brake actuator 3,
6, the brake actuators 3, 6 generate brake hydraulic pressure. The brake hydraulic pressure generated by the brake actuators 3 and 6 is introduced into the brake cylinders (not shown) of the front wheels 1 and 2 and the rear wheels 4 and 5, and each brake cylinder actuates the brake of each wheel 1, 2, 4, and 5. To do.

When the brake pedal 7 is depressed and compressed air flows out from the output ports 8a, 8b of the dual brake valve 8, the air pressure of the compressed air is detected by the pressure switches 14, 15. Pressure switch 14,
When 15 detects this air pressure, it outputs a detection signal, and the ON / OFF relay 18 is turned on and closed by this detection signal, so that the brake lamp 17 is connected to the power source and lights. As a result, the following vehicle knows that the vehicle in front has performed the braking operation.

In order to release the brake, when the brake pedal 7 is released and the dual brake valve 8 is placed in the non-actuated position, the compressed air supplied to the brake actuators 3 and 6 is, contrary to the above, passage 9, 10, output port 39,47 of HSA valve 13, open check valve 29,3
0, the input ports 38 and 46, the passages 9 and 10, and the output ports 8a and 8b of the dual brake valve 8 to be discharged to the atmosphere from the discharge port 8e of the dual brake valve 8. As a result, the brake actuators 3 and 6 are deactivated, so that the brake hydraulic pressure of each brake cylinder is reduced and the brakes of the wheels 1, 2, 4, and 5 are released.

When the compressed air of the brake actuators 3 and 6 is discharged from the dual brake valve 8, the pressure switches 14 and 15 do not detect the air pressure of the compressed air and do not output a detection signal. Therefore, the on / off relay 1
Since 8 is turned off and opened, the brake lamp 17 is cut off from the power source and turned off. As a result, the following vehicle knows that the vehicle in front has released the braking operation.

The HSA operates as follows.
First, the HSA operation switch 24 is turned on and the parking brake is released. The release of the parking brake is detected by the parking brake switch 22, and the parking brake release signal is sent to the HSA ECU 27.
Sent to. Next, when the brake pedal 7 is depressed,
Compressed air is output from the dual brake valve 8,
The pressure of the compressed air is detected by the pressure switches 14 and 15, and a brake actuation signal is supplied from the pressure switches 14 and 15 to the HSA ECU 27. Compressed air is supplied from the dual brake valve 8 to the brake actuators 3 and 6, and the brakes of the wheels 1, 2, 4, and 5 are activated.

When the brake pedal 7 is continuously depressed for a predetermined time (for example, 1 second) or more, the HSA ECU 27 becomes H level.
The solenoid 55 of the SA valve 13 is excited to operate the armature 54 to open the first opening / closing valve 51 and close the second opening / closing valve 53. As a result, the pressure chambers 49 and 50 are
The compressed air in the reservoir 11 communicates with the chamber 48 that is in constant communication with the reservoir 11 and is cut off from the atmosphere.
Introduced at 9,50. This compressed air actuates both control pistons 32, 40 to close both check valves 29, 30,
As a result, the flow of compressed air from the output ports 39, 47 toward the input ports 38, 46 is blocked. Furthermore, HSA valve 13
The HSA ECU 27 turns on the pilot lamp 25 at the same time as the excitation of the solenoid of
Notify that 3 is on. The driver releases the brake pedal 15 by seeing the lighting of the pilot lamp 25.

When the brake pedal 7 is released, the compressed air introduced into the passages 9 and 10 on the dual brake valve 8 side from the both input ports 38 and 46 of the HSA valve 13 is discharged from the exhaust port 8e of the dual brake valve 8 to the atmosphere. The compressed air introduced into the passages 9 and 10 on the brake actuators 3 and 6 side and the brake actuators 3 and 6 from both output ports 39 and 47 of the HSA valve 13 is discharged by the check valves 29 and 30. Since the flow toward the dual brake valve 8 is blocked, compressed air is retained in the brake actuators 3 and 6. Therefore, the brake is kept in the activated state.

To turn off the HSA valve 13 and open it,
The excitation of the solenoid 55 is released. As a result, the first opening / closing valve 51 is closed and the second opening / closing valve 53 is opened, the compressed air supplied to the pressure chambers 49, 50 is discharged from the chamber 52 to the atmosphere, and both control pistons 32, 40 are deactivated. Returning to the position, both check valves 29 and 30 are opened. Therefore, HS
The compressed air introduced into the passages 9 and 10 on both sides of the brake actuators 3 and 6 and the brake actuators 3 and 6 from the output ports 39 and 47 of the A valve 13, respectively, is the same as in the above-described normal brake release. Each check valve 2
The exhaust port 8 of the dual brake valve 8 through 9,30
It is discharged to the atmosphere from e and the brake is released.

The condition for turning off the HSA valve 13 is (1) turning off the HSA operating switch 24, (2) turning off the neutral switch 21 by gear-in and turning off the clutch switch 20 by connecting the clutch, or Either the clutch stroke sensor 19 is turned off by the half clutch, or (3) the parking brake is operated and the parking brake switch 22 is turned on. By these operations, HSA EC
U27 turns off the HSA valve 13 and each check valve 29,
Open thirty. In the case of (2), it is carried out at the time of starting, and it is particularly effective when starting on a slope. Further, in the case of (3), the parking brake is surely applied.

Further, when the door switch 23 is turned on while the HSA valve 13 is turned on, that is, when the door is opened, the HSA ECU 27 sounds the buzzer 26 to give an alarm. This is to prevent the HSA valve 13 from being used as a parking brake.

With such an HSA, it becomes possible to easily start up a hill without requiring any operation of the parking brake or a sudden change of the brake pedal to the accelerator pedal. This eliminates the need to continue pedaling and reduces fatigue caused by braking.

[0021]

However, in the conventional brake control system as described above, the HS operation is changed from the brake operation holding state by turning on the HSA valve 13 to the HS operation state.
When the A valve 13 is turned off, the compressed air supplied into the brake actuators 3 and 6 will be
Through the exhaust port 8e of the brake valve 8, but at this time, the pressure switches 14 and 15 detect the pressure of the compressed air to be discharged, and the detection signal causes the ON / OFF relay. 18 is turned on and the brake lamp 17 is turned on. Therefore, the following vehicle may mistakenly recognize that the preceding vehicle has performed the braking operation even though the preceding vehicle has not performed the braking operation.

When the brake operation holding state is released from the brake operation holding state, the brake actuator 3,
Since the compressed air in 6 passes through the HSA valve 13 and is discharged from the dual brake valve 8, the HSA valve 13
When the vehicle is started with the switch off, it takes time to discharge the compressed air in the brake actuators 3 and 6. For this reason, there is a demand to release the brakes earlier and to start the vehicle more smoothly.

The present invention has been made in view of the above circumstances, and an object thereof is to prevent the brake lamp from being turned on when the HSA valve is turned off from the state in which the HSA valve is in the brake operation state. Thus, a brake control system provided with an HSA valve that can prevent erroneous recognition of brake operation by a following vehicle, etc., and discharge compressed air from a brake actuator more quickly to release brake more quickly is provided. That is.

[0024]

In order to solve the above-mentioned problems, the invention of claim 1 provides an air tank for storing compressed air, a brake actuator operated by supplying the compressed air, and A brake control valve that is provided between the air tank and the brake actuator and that controls the supply and discharge of the compressed air with respect to the brake actuator, and is disposed in a passage between the brake control valve and the brake actuator. A slope start auxiliary valve (HSA valve) that is installed to cut off the flow of compressed air toward at least the brake control valve to maintain the brake operation state when the switch is turned on; and the brake control valve and the slope start auxiliary valve. A pressure detecting means for detecting an air pressure in a passage between the pressure detecting means and the pressure detecting means for outputting a detection signal. A quick release valve is disposed in a passage between the brake control valve and the actuator to prevent compressed air supplied to the brake actuator from being discharged into the atmosphere and flowing to the brake control valve when the brake is released. It is characterized by that.

The invention of claim 2 is characterized in that the quick release valve is provided integrally with the HSA valve.

[0026]

In the brake control system of the present invention thus constructed, the normal brake is released and the HSA is released.
When the operation is released, the compressed air of the brake actuator is exhausted from the quick release valve to the atmosphere and is not exhausted from the brake control valve. Therefore, HSA
The pressure detecting means does not detect the pressure of the compressed air discharged from the brake actuator when the operation is released. As a result, the brake lamp is not turned on when the pressure detecting means detects the pressure, and the erroneous recognition of the brake operation by the following vehicle is prevented.

Further, since the compressed air from the brake actuator is quickly discharged from the quick release valve, there is almost no delay in discharging the compressed air in the brake actuator,
The brake can be released quickly and the vehicle can be started easily.

In particular, in the invention of claim 2, since the quick release valve is provided integrally with the HSA valve, the installation space can be saved, and since piping and connectors are not required, the number of parts can be reduced and the cost can be reduced. Can be reduced.

[0029]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing an embodiment of a brake control system according to the present invention, and FIG. 2 is a sectional view of an HSA valve used in this embodiment. The same components as those of the brake control system shown in FIG. 4 and the HSA valve shown in FIG. 5 are designated by the same reference numerals, and detailed description thereof will be omitted.

In this embodiment, as shown in FIG.
Quick release valves 56, 57 are provided between the input ports 38, 46 of the SA valve 13 and the check valves 29, 30. As shown in detail in FIG. 2, on the front wheel brake side, a discharge passage 59 is branched from the middle of the passage 58 between the input port 38 and the check valve 29.
Is connected to a discharge port 60 that opens to the atmosphere. The quick release valve 56 includes a plate-shaped valve body 61 made of an elastically deformable material such as rubber disposed at a branch point of the discharge passage 59, and a first valve seat on which an outer peripheral portion of the valve body 61 is seated. 62 and the second valve seat 6 on which the central portion of the valve body 61 is seated
3 and is provided integrally with the HSA valve 13.

A filter 64 is provided at the discharge port 60. The filter 64 prevents foreign matter such as dust and earth and sand from entering from the outside, and prevents the exhaust port 60 from being exhausted. Exhaust noise is reduced.

Also on the rear wheel brake side, the exhaust passage 66 is branched from the passage 65 between the input port 46 and the check valve 30 just like the front wheel brake side, and the exhaust passage 66 is exposed to the atmosphere. It is connected to an outlet 67 that opens. The quick release valve 57 includes a plate-shaped valve body 68 made of an elastically deformable material such as rubber disposed at a branch point of the discharge passage 66, and a third valve seat 69 on which an outer peripheral portion of the valve body 68 is seated. And a fourth valve seat 70 on which the central portion of the valve body 68 is seated.
It is provided integrally with.

Further, a filter 71 is provided at the discharge port 67. The filter 71 prevents foreign matter such as dust and earth and sand from entering from the outside, and exhausts air when exhausted from the discharge port 67. The sound is reduced.

In the brake control system of the present embodiment thus constructed, when the brake is not operated, the valve bodies 61 and 68 of the quick release valves 56 and 57 have the outer peripheral portions of the first valve seat 62, respectively. , The third valve seat 69, and the central portion thereof is the second valve seat 63 and the fourth valve seat 7.
Seated at 0, the check valves 29, 30 are shut off from both the input ports 38, 46 and the discharge ports 60, 67, respectively.

In this state, when the brake pedal 7 is stepped on for normal braking, compressed air is fed from the dual brake valve 8 to the input ports 38 and 46, and this compressed air flows through the valve bodies 61 and 68. The outer peripheral portion is bent to separate from the first valve seat 62 and the third valve seat 69, respectively. Therefore, the input ports 38 and 46 communicate with the check valves 29 and 30, and the compressed air receives the input ports 38 and 46, the check valves 29 and 30, and the output port 3.
It flows through 9,47 to the brake actuators 3, 6 and the brakes for the front and rear wheels are activated. At this time, since the pressure switches 14 and 15 detect the output pressure of the dual brake valve 8, the brake lamp 17 is turned on.

When the brake pedal 7 is released to release the brake, the compressed air at the input ports 38 and 46 is discharged from the discharge port 8e of the dual brake valve 8, and the pressure at the input ports 38 and 46 decreases. . This allows
Since the pressure switches 14 and 15 do not detect the pressure, the brake lamp 17 is turned off. The outer peripheral portions of the valve bodies 61 and 68 return to their original positions due to their elasticity and the compressed air from the brake actuators 3 and 6, and are seated on the first valve seat 62 and the third valve seat 69, respectively, and are not connected to the input ports 38 and 46. The valves 29 and 30 are shut off, and the central portions of the valve bodies 61 and 68 are bent by the pressure of the compressed air on the side of the brake actuator 3 to separate from the second valve seat 63 and the fourth valve seat 70. 29,3
0 and the discharge ports 60 and 67 communicate with each other. Therefore, the compressed air of the brake actuators 3 and 6 is supplied to the output ports 39 and 47, the check valves 29 and 30, the discharge passages 59 and 67,
The brakes on the front and rear wheels are released by being discharged into the atmosphere through the discharge ports 60 and 67. At this time, the compressed air of the brake actuators 3 and 6 is not discharged from the discharge port 8e of the dual brake valve 8.

Further, in order to operate the HSA, the brake pedal 7 is depressed to perform the normal brake operation, and the HSA operation switch 2 is operated during the normal brake operation after the vehicle is stopped.
4 is turned on and the brake pedal 7 is continuously depressed for a predetermined time, the HSA ECU 27 causes the HSA valve 1 to
The solenoid 55 of No. 3 is excited. As a result, the check valve 2
9,30 close. In this state, when the brake pedal 7 is released, the compressed air in the input ports 38, 46 is discharged through the discharge port 8e of the dual brake valve 8 and the pressure in the input ports 38, 46 decreases, so that the quick release valve Compressed air in the passages 58, 65 between the check valves 29, 30 separates the central portions of the valve bodies 61, 68 from the second valve seat 63, the fourth valve seat 70 and the discharge passage. 5
It is discharged to the atmosphere from the discharge ports 60 and 67 through 9,66.

On the other hand, the compressed air on the side of the brake actuators 3 and 6 from the check valves 29 and 30 receives the check valves 29 and 30.
As a result, its discharge is blocked, so that the brakes of the front and rear wheels are maintained in the activated state.

When the HSA valve 13 is turned off to start the vehicle, the check valves 29 and 30 are opened, and the compressed air from the brake actuators 3 and 6 is output from the output ports 39 and 30, respectively, as in the case of releasing the normal brake described above. 47, check valve 29,3
0, the discharge passages 59 and 67, and the discharge ports 60 and 67 are discharged into the atmosphere to release the brake operation holding state of the front and rear wheels. At this time, the compressed air of the brake actuators 3 and 6 is not discharged from the discharge port 8e of the dual brake valve 8.

As described above, in the brake control system of this embodiment, the compressed air in the brake actuators 3 and 6 is released from the quick release valves 56 and 57 and the discharge passage 59, when the normal brake is released and the HSA operation is released. Since it is discharged from the discharge ports 60 and 67 to the atmosphere through 66 and not from the discharge port 8e of the dual brake valve 8, the pressure switch 1 is released when the HSA is deactivated.
The pressures of the compressed air discharged from the brake actuators 3 and 6 are not detected by 4 and 15. As a result, the brake lamp 17 does not light up, and erroneous recognition of brake operation by a following vehicle is prevented.

Further, since the compressed air from the brake actuators 3 and 6 is quickly discharged from the discharge ports 60 and 67, there is almost no delay in discharging the compressed air from the brake actuators 3 and 6, and the brake is quickly released. As a result, the startability of the vehicle is improved.

Further, the quick release valves 56 and 57
Since it is provided integrally with the HSA valve 13, the installation space can be saved, and since piping and connectors are not required, the number of parts can be reduced and the cost can be reduced. Since other operational effects of the HSA valve 13 of the present embodiment are the same as the operational effects of the HSA valve shown in FIG. 5, the description thereof will be omitted.

FIG. 3 is a sectional view showing another example of the HSA valve. The same components as those of the brake control system shown in FIGS. 1 and 4 and the HSA valve shown in FIGS. 2 and 5 are designated by the same reference numerals, and detailed description thereof will be omitted.

The HSA valve 13 of this embodiment is exactly the same as the HSA valve shown in FIG. 2 except for the shape of the quick release valve. That is, the valve bodies 61 and 68 of the quick release valves 56 and 57 shown in FIG. 2 are formed in elastically deformable plate shapes such as rubber, but in the present embodiment, as shown in FIG. The outer peripheral portions of the valve bodies 61, 68 of 56, 57 are formed in lip portions to facilitate elastic deformation, and the central portions are formed in bead portions.
The elastic deformation of the lip portion causes the second valve seat 63 and the fourth valve seat 70.
It is designed to be separated from. Also, the valve body 61, 68
The outer peripheral portion of is always biased in the direction in which it is seated on the first valve seat 62 and the third valve seat 69 by springs 74 and 75 via retainers 72 and 73, respectively. The function and effect of the HSA valve 13 of the present embodiment configured as described above are the same as the function and effect of the HSA valve 13 shown in FIG. 2 described above, and therefore description thereof will be omitted.

In the above embodiment, the quick release valves 56 and 57 are connected to the input ports 38 and 4 of the HSA valve 13.
The quick release valves 56 and 57 are provided integrally with the 6th section, but the quick release valves 56 and 57 are connected to the output ports 39 and 4 of the HSA valve 13.
It can be integrated into 7 parts, or pressure switch 1
The HSA valve 13 can be provided separately in any passage between the brake actuators 4 and 15 and the brake actuators 3 and 6. Further, the pressure switches 14 and 15 may use other pressure detecting means such as a pressure detecting sensor.

In the above-described embodiment, the present invention is applied to the brake control system provided with the brake actuators 6, 13 and 14 which act as compressed air by the compressed air to generate the brake pressure. The present invention is not limited to this, and can also be applied to a brake control system including an air chamber that operates by compressed air to generate a braking force as a brake actuator.

Further, in the above-described embodiment, the brake valve 1
Although 6 corresponds to the brake control valve of the present invention, the present invention is not limited to this, and operates by the brake operation signal pressure from the brake valve to control the supply / discharge of compressed air to / from the brake actuator. The present invention can also be applied to a brake control system equipped with a relay valve. In that case, the relay valve constitutes the brake control valve of the present invention.

[0048]

As is apparent from the above description, according to the brake control system of the present invention, the compressed air of the brake actuator is released to the quick release valve both when releasing the normal brake and when releasing the HSA operation. Since the pressure detecting means does not detect the pressure of the compressed air by discharging the air, the brake lamp can be surely prevented from being lit when the HSA is deactivated.
Therefore, it is possible to prevent the brake operation from being mistakenly recognized by the following vehicle or the like.

Further, since the compressed air from the brake actuator is quickly discharged from the quick release valve,
When the brake is released and the HSA operation is released, this compressed air is discharged without delay, the brake can be released quickly, and the vehicle can be started smoothly, which improves the startability of the vehicle. Become.

Further, according to the invention of claim 2, since the quick release valve is provided integrally with the HSA valve,
The installation space can be reduced, and since piping and connectors are not required, the number of parts can be reduced and the cost can be reduced.

[Brief description of drawings]

FIG. 1 is a diagram showing an embodiment of a brake control system including a slope start assist device according to the present invention.

2 is a cross-sectional view showing an example of an HSA valve used in the brake control system shown in FIG.

FIG. 3 is a cross-sectional view showing another example of the HSA valve used in the brake control system shown in FIG.

FIG. 4 is a view showing a brake control system including a conventional slope start assist device.

5 is a cross-sectional view showing a conventional HSA valve used in the conventional brake control system shown in FIG.

[Explanation of symbols]

1, 2 ... front wheels, 3, 6 ... brake actuators, 4,5
... rear wheel, 7 ... brake pedal, 8 ... dual brake valve, 8e ... dual brake valve outlet, 11,
12 ... Air tank, 13 ... Slope start assist valve (HS
A valve), 14, 15 ... Pressure switch, 16 ... Brake lamp circuit, 17 ... Brake lamp, 18 ... ON / OFF relay, 27 ... HSA control unit (HS)
A ECU), 28 ... Housing, 29, 30 ... Check valve,
31 ... Electromagnetic switching valve, 32, 40 ... Check valve opening / closing control piston, 35, 43 ... Valve body, 36, 44 ... Valve seat, 38, 46 ...
Input port, 39, 47 ... Output port, 48, 52 ... Room, 49, 5
0 ... Pressure chamber, 51 ... First on-off valve, 53 ... Second on-off valve, 5
4 ... Armature, 55 ... Solenoid, 56, 57 ... Quick release valve, 58, 65 ... Passage, 59, 66 ...
Discharge passage, 60, 67 ... Discharge port, 61, 68 ... Valve body, 62
... first valve seat, 63 ... second valve seat, 64,71 ... filter, 69 ... third valve seat, 70 ... fourth valve seat, 72,73 ... retainer, 74,75 ... spring

Front page continuation (72) Ken Okayama, Inventor Ken Okayama 3-25-1, Tonomachi, Kawasaki-ku, Kanagawa Prefecture Isuzu Motors Co., Ltd. Kawasaki Plant (72) Inventor Masahiro Sato, 8th floor, Fujisawa, Kanagawa Isuzu Motors Co., Ltd. Fujisawa Plant (72) Inventor Naoto Tezuka 8 Fujisawa, Kanagawa Prefecture Shelf Shelf Isuzu Motors Ltd. Fujisawa Plant

Claims (2)

[Claims] 1. An air tank for storing compressed air, a brake actuator that operates by being supplied with the compressed air, and a brake actuator that is provided between the air tank and the brake actuator. A brake control valve for controlling the supply and discharge of the compressed air and a passage between the brake control valve and the brake actuator are provided, and when turned on, a flow of the compressed air in at least the brake control valve direction is generated. A hill start auxiliary valve (HSA valve) that shuts off and maintains the brake operating state; and a pressure detection unit that detects the air pressure in the passage between the brake control valve and the hill start auxiliary valve and outputs a detection signal. In a brake control system comprising: a brake actuator in a passage between the pressure detecting means and the brake actuator when the brake is released. Brake control system with a hill-start assist, characterized in that the quick release valve the supplied compressed air is discharged into the atmosphere to prevent the flow to the brake control valve is disposed. 2. The quick release valve is the H
The brake control system according to claim 1, wherein the brake control system is provided integrally with the SA valve.