JPH09221011A - Brake controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent collision of a vehicle previously even in case a vehicle starts to move unexpectedly while a braking force holding means is in operation but a driver does not become aware of it or the fails to cope with it quickly. SOLUTION: A brake controller is provided with braking force holding means 14, 15, which hold the braking force when a brake pedal is depressed in order to stop a vehicle or automatically release the force, parking brake driving means 4, 16. which automatically apply the parking brake, a car's movement detecting means 12, which detects the start of movement of the vehicle, and a controlling means 4, which automatically activates the parking brake driving means 4, 16 if the vehicle's movement is detected by the car's movement detecting means 12 while the braking force holding means (4, 15) are in operation in order to hold the braking force. In this case, if the movement of the vehicle is detected while the braking force holding means (4, 15) are in operation, the parking brake is applied at once regardless of manned or unmanned situations.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking force holding means capable of holding or releasing the braking force of a stepping brake used for the purpose of decelerating or temporarily stopping an automobile or the like, and a parking brake. The present invention relates to a brake control device provided with a parking brake drive means for automatically applying a brake.

[0002]

2. Description of the Related Art The applicant of the present invention has proposed a parking brake device, such as Japanese Patent Publication No. 6-15319, which automatically applies a parking brake by detecting the start of movement of a vehicle in an unmanned state. According to this device, when the vehicle starts to move due to insufficient pulling of the parking brake during parking on a sloped surface such as a slope, it is possible to prevent the vehicle from running out of control, which is essential for the vehicle. It is a device.

Further, in recent years, when the vehicle is temporarily stopped, the braking force when the brake pedal is depressed is maintained (even if the foot is released from the brake pedal) to reduce fatigue when the vehicle is stopped and smooth the start of a slope. A braking force holding device capable of achieving this has been proposed in Japanese Patent Laid-Open No. 4-244462.

Therefore, by incorporating each of the above proposed devices into a vehicle, a safer and more convenient vehicle can be provided.

[0005]

However, the following problems cannot be solved simply by incorporating these devices (the parking brake device and the braking force holding device) in the vehicle.

That is, since the braking force held by the above-mentioned proposed braking force holding device is a braking force proportional to the pedaling force with which the driver (hereinafter, also referred to as a driver) depresses the brake pedal, the stepping amount is light. The holding braking force becomes weak, and the vehicle may start moving when the vehicle stops on a sloped surface such as a slope. At this time, if the driver is looking away by looking at the map or the like, he or she may not notice the fact and may collide with a car that is stopped in front or behind. The reason is that the parking brake device proposed above functions by detecting the start of movement of the vehicle when it is detected that the driver is in the vehicle, as described above. This is because the parking brake cannot be applied automatically.

When the vehicle is unmanned, the parking brake device automatically functions when the vehicle starts moving as described above, so that a situation such as a collision can be prevented in advance, but a simple combination is required. In this case, the braking force retaining device remains functioning even after the parking brake is applied, and if this state is continued for a long time, it may cause a failure of the foot brake. there were.

Therefore, the applicant of the present invention is considering a new device in order to solve the above-mentioned problems rather than simply incorporating the above-mentioned braking force holding device and parking brake device into a vehicle.

(Object of the Invention) A first object of the present invention is to make it possible to promptly respond to a case where the vehicle is inadvertently started to move during the operation of the braking force holding means and the driver does not notice it, or when the driver does not notice it. It is an object of the present invention to provide a brake control device that can prevent a collision of a vehicle even if it does not exist.

A second object of the present invention is to provide a brake control device capable of protecting the braking force holding means and ensuring the safety of parking.

[0011]

In order to achieve the first object, the present invention according to claim 1 holds the braking force when the brake pedal is depressed to stop the vehicle, Braking force holding means for automatically releasing it, parking brake driving means for automatically applying the parking brake, movement starting detection means for detecting movement of the vehicle, and the braking force holding means are activated. While the braking force is being held, when the movement start detecting means detects the movement of the vehicle, the control means for automatically operating the parking brake driving means is provided, and the braking force holding means When the movement of the vehicle is detected during operation, the parking brake is immediately applied regardless of whether the vehicle is manned or unmanned.

In order to achieve the above-mentioned second object, the present invention according to claim 2 is such that the operation of the braking force holding means is stopped after the parking brake driving means is automatically operated. There is.

Also in order to achieve the above second object,
According to the present invention of claim 3, the parking brake is determined by determining that the state in which the braking force holding means is operating and the unmanned determination is made by the unmanned determination means continues for a predetermined time. The drive means is automatically operated and the operation of the braking force holding means is stopped.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail based on illustrated embodiments.

FIG. 1 is a block diagram showing the configuration of a brake control device according to an embodiment of the present invention.

Reference numeral 1 denotes a vehicle speed sensor connected between a power source (not shown) and a vehicle speed determination circuit 3 in the control circuit 2 which will be described later. The structure and output signal of the vehicle speed sensor 1 are directly related to the present invention. Since it is not present, details thereof will be omitted. For example, a pulse signal proportional to the traveling speed of the vehicle may be output, or a proportional voltage may be output to the vehicle speed determination circuit 3. Reference numeral 3 is a vehicle speed determination circuit connected between the vehicle speed sensor 1 and the CPU 4, and determines whether or not the vehicle speed is a certain speed or more based on a signal from the vehicle speed sensor 1. The above constant speed can be set arbitrarily,
In the present invention, it suffices to be able to determine whether the vehicle is running or stopped, so it is thought that the speed should be set as low as possible, and in this embodiment, "2 Km / h" is set,
If it is less than “2 km / h”, it is determined that the vehicle is stopped.

Reference numeral 5 is a clutch stroke sensor, and 6
Are clutch pressure sensors, which are respectively connected to the half-clutch determination circuit 7. The clutch stroke sensor 5 and the clutch pressure sensor 6 are not directly related to the present invention, so the details thereof will be omitted, but the control system disclosed in Japanese Patent Laid-Open No. 4-244462 may be used. That is, the clutch stroke sensor 5 is installed on a clutch pedal (not shown), and outputs the rotational position of the clutch pedal, which is rotated by stepping, by voltage fluctuation. The clutch pressure sensor 7 outputs an ON / OFF signal indicating whether or not the pressure generated by stepping on the clutch pedal is equal to or higher than a predetermined pressure.

In the vehicle of the present invention, when the vehicle is temporarily stopped, a brake pedal, which will be described later, is depressed, so that the braking force when the brake pedal is depressed can be maintained even if the foot is released from the brake pedal. (Because the braking force holding function, which is one of the functions of the present invention works), the clutch pedal is depressed (the clutch is disengaged) to start the vehicle, and the shift lever is shifted from the neutral position to, for example, the low gear. , When the point where vehicle power (not shown) is transmitted to the wheels (point where the clutch is connected) elapses after gradually releasing the clutch pedal, the braking force holding function is released at the same time and the vehicle starts. It becomes possible.

The point at which the vehicle power is transmitted to the wheels by gradually releasing the clutch pedal as described above is hereinafter referred to as "half clutch". The vehicle speed determination circuit 3 includes the clutch stroke sensor 5 and the clutch. The output signal of the pressure sensor 6 is used to determine that the "half clutch" state has been entered.

The clutch stroke sensor 5 is also directly connected to the CPU 4, and from this output, the CPU 4 depresses a clutch pedal, which will be described later, to disengage the clutch, or the clutch pedal does not depress the clutch pedal. Will determine whether or not is connected.

Reference numeral 8 denotes a brake sensor connected between a power source (not shown) and the CPU 4, which is turned on when a brake pedal, which will be described later, is depressed, and outputs this ON signal to the CPU 4. Reference numeral 9 denotes a neutral sensor connected between an ignition switch 10 (described later) operated by a driver and the CPU 4, and when the driver turns on the ignition switch 10 (described later) to start the engine, the power normally supplied (not (Shown) is applied to the neutral sensor 9. At this time, if the gear position is in the neutral position, that is, if the vehicle is not in the traveling gear, the neutral sensor 9 is turned on and outputs an ON signal to the CPU 4. 10 is an ignition switch, which is directly C
It is connected to the PU 4 and turns on when the engine of the car is operated as described above, and outputs an ON signal to the CPU 4. Reference numeral 11 denotes a parking sensor attached to a parking lever, which will be described later, which can be manually operated by the driver to apply the parking brake.
The ON signal is output to.

Reference numeral 12 is a motion detection circuit connected between the vehicle speed sensor 1 and the CPU 4, and the vehicle speed sensor 1
It detects from the signal from the state that the vehicle has started to move from the stopped state. 13 is ON when the driver sits in the sort
The seat sensor is turned off when the user leaves the seat. Reference numeral 14 is a door sensor which is turned off when the door is closed and is turned on when the driver opens the door to get out of the vehicle. The door sensor 14 may be attached only to one side door of the driver's seat, but it is preferable that the door sensor 14 is attached to the left and right doors of the driver's seat because the driver may get off the passenger seat.

As described above, the CPU 4 includes the vehicle speed determination circuit 3, the half-clutch determination circuit 7, the brake sensor 8, the neutral sensor 9, the ignition switch 10, the parking sensor 11, the start circuit 12, the seat sensor 13, and the door sensor 14. Connected to each output terminal and a power source (not shown), based on each signal from the various circuits, sensors and switches, as will be described later, a solenoid valve used to apply a foot brake (hereinafter, A solenoid valve (referred to as a foot brake) 15 and a solenoid valve for automatically applying a parking brake (hereinafter referred to as a solenoid valve (parking brake)) 16 are turned on and off.
In addition, a timer 4a is built in that starts timekeeping by making an unattended determination when the solenoid valve (foot brake) 15 is turned on.

Next, referring to FIG. 2, an outline of the solenoid valve (foot brake) 15 and the braking device operated by it will be described.

In most cases, a vehicle is equipped with a brake device for obtaining a braking force necessary for decelerating or stopping by stepping on the vehicle. The brake pedal 17 operated by stepping is connected to a pressurizing device 18, and the pressure proportional to the stepping force of the brake pedal 17 is applied to the pressurizing device 1.
It is output from 8. The pressurizing device 18 is connected to a pressure receiving device 19 via an electromagnetic valve (foot brake) 15 and a check valve 21.

Therefore, when the brake pedal 17 is depressed, a pressure proportional to the depression force is generated in the pressurizing device 18, and the port 23 and the port 22 of the solenoid valve (foot brake) 15 are normally (the brake device). Is in operation), the pressure is transmitted to the pressure receiving device 19 via the solenoid valve (foot brake) 15. As a result, the pressure receiving device 19 actuates the brake 20 to apply a braking force to the vehicle.

At this time, when the solenoid valve (foot brake) 15 is operated by the CPU 4 because the control condition described later is satisfied, the ports 23 and 22 are shut off and the driver releases his foot from the brake pedal 17. The pressure from the port 22 to the pressure receiving device 19 is maintained. That is, the braking force holding function works.

Although the above-mentioned check valve 21 is already known, the purpose of its operation and installation will be briefly described.

The check valve 21 transmits pressure only in the direction of the arrow 25 shown, and does not transmit pressure in the arrow 24 shown (does not work in the pressure reducing direction). That is, in the state where the braking force holding function is working, it is closed so as not to reduce the pressure.

The case where the driver depresses the brake pedal 17 lightly will be described. If the depression force of the brake pedal 17 is light, the generated pressure becomes proportionally light, and the braking force also weakens. Therefore, the car may start moving on a slope or the like. In this way, the vehicle starts moving due to the weak braking force, and unless the driver looks away from it and notices it, the driver depresses the brake pedal 17 to further increase the braking force. At this time, if the solenoid valve (foot brake) 15 is operated as described above, the ports 23 and 22 are in the shut-off state as described above. Therefore, the pressure is not transmitted to the pressure receiving device 19 side, but the check valve 21 is opened because the pressure is in the pressure transmitting direction, and a high pressure is transmitted to the pressure receiving device 19 side, so that the braking force can be increased (strengthened). Become.

Next, another device for automatically operating the parking brake, which is another braking device, and the structure of the solenoid valve (parking brake) 16 will be described with reference to FIG.

The solenoid valve (parking brake) 16 is
It is connected to a vacuum source 26 and one port 28 of an actuator 29. The port 27 of the solenoid valve (parking brake) 16 is open to the atmosphere.

Normally (when the parking brake is not automatically operated), the port 28 of the actuator 29 communicates with the atmospheric pressure port 27 of the solenoid valve (parking brake) 16 as shown. The vacuum source 26 is closed as shown. In this state, when the control conditions described later are satisfied, the CPU 4 causes the solenoid valve (parking brake) 16
, Which causes the port of the vacuum source 26 to communicate with the port 28 of the actuator 29, causing the actuator 29 to operate. At this time, the port 27 opened to atmospheric pressure is closed.

The actuator 29 is formed in a cylindrical shape, and inside thereof, two air pressure chambers 31, 32 are provided which are partitioned by a servo piston 30 which is mounted so as to be movable left and right. The air pressure chamber 32 is constantly opened to the atmospheric pressure by the ventilation hole 33, and the air pressure chamber 31 communicates with the solenoid valve (parking brake) 16 through the port 28. 3
Reference numeral 4 is a return spring for urging the servo piston 29 to the illustrated return position. In the non-operating state shown, the atmospheric pressure chamber 31 is open to the atmospheric pressure.

The servo piston 30 is connected by a cable 35 to a connecting portion 38 of a spring 37 through a lower end of a parking brake rod 36. Reference numeral 39 is a grip portion provided on the upper end of the parking brake rod 36. The parking brake rod 36 is formed with a rack portion 42 that engages with a claw member 41 supported by a frame of a vehicle, and the parking brake pulled in the direction of an arrow 43 by the assembly of the claw member 41 and the rack portion 42. It constitutes a ratchet mechanism that holds the rod 36 in its pulled position. The holding of the parking brake rod 36 is released by rotating the grip portion 39, whereby the parking brake rod 36 is released.
Can be returned in the direction of arrow 44. Reference numeral 45 is a guide member for guiding the operation of the parking brake rod 36 in the directions of the arrows 43 and 44.

The operation of the parking brake rod 36 in the direction of the arrow 43 is manually performed.
And when the solenoid valve (parking brake) 16 is actuated to introduce vacuum pressure into the pressure chamber 31 of the actuator 29, the servo piston 30 resists the spring 34 due to the pressure difference between the pressure chambers 32 and 31. And moves to the right, and the connecting portion 38 is connected to the spring 3 via the cable 35.
When the lower end of the parking brake rod 36 is pushed up against 7, the same is done for each, but when done only manually, the spring 37 prevents unnecessary slack in the cable 35.

Reference numeral 46 denotes a lever, one end of which is rotatably supported by the frame 40, and the other end of which is connected to the parking brake rod 36, which is connected via a brake wire 47 to a brake lever 49 which operates a parking brake 48. . Reference numeral 50 is a spring that biases the brake lever 49 in the returning direction. The brake lever 49
When the parking brake rod 36 is pulled in the direction of arrow 43, the parking brake rod 36 is rotated in the direction in which the parking brake 48 is applied via the lever 46 and the brake wire 47.
On the other hand, when the parking brake rod 36 is returned in the direction of the arrow 44, the parking brake 48 is rotated by the urging force of the spring 50 so as to be released.

Next, the operation of the part according to the present invention will be described with reference to the flowcharts of FIGS.

First, at step 101, the flag A (the solenoid valve (foot brake) 15) indicating the state of the solenoid valve (foot brake) 15 is turned on and becomes "1" when the braking force holding function is working. ), And the flag B for unattended determination (which becomes “1” at unattended determination), respectively “0”
The state of flag A is checked in the next step 102. Here, solenoid valve (foot brake) 1
Since 5 is OFF and the flag A is "0", the routine proceeds to step 103.

The following steps 103 to 106
Until then, it is determined whether or not the vehicle is in a stopped state in order to determine whether or not the braking force holding function is activated.

In step 103, the vehicle speed sensor 1
The output state of the vehicle speed determination circuit 3 to which the signal from is input is checked to determine whether the vehicle speed at this time is “less than 2 km / h”. If not, that is, if it is "2 km / h or more", the vehicle is traveling and stays in this step. On the other hand, when the vehicle speed is "less than 2 km / h", in the next step 104, the output state of the brake sensor 8 is checked to determine whether or not the brake pedal 17 is depressed. If the brake pedal 17 is depressed, then in step 105, the output state of the neutral sensor 9 is checked. If the engine is running and the gear position is in the neutral position, the parking sensor 11 is activated in step 106. Whether the parking brake is applied from the output state of
Whether or not the parking brake rod 36 is pulled.

In step 106, if the parking brake is not applied, it is assumed that the vehicle is in the stopped state, and the braking force proportional to the amount of depression of the brake pedal 17 is maintained. 10
7, the solenoid valve (foot brake) 15 is turned on to activate the braking force holding function as described with reference to FIG. Then, in the next step 108, the flag A is set to "1", and the process returns to step 102.

If the brake pedal 17 is not depressed in step 104, the gear position is not in the neutral position (shifted to the running gear) in step 105, or in step 106, When the parking brake is applied, the process returns to step 103 and the determination as to whether the vehicle is stopped is repeated.

Incidentally, for example, between the step 105 and the step 106, the seat sensor 13 and the door sensor 14 are
You may make it use the output state of. Specifically, the process may proceed to step 106 when the driver is seated on the seat by the seat sensor 13 and the door sensor does not open the door. By doing so, it is possible to more accurately determine the temporary stop state of the vehicle.

After the braking force holding function has worked as described above, in step 102, it is determined that the flag A is "1", and therefore step 102 is followed by step 109 in FIG. .

In step 109, it is judged from the output state of the movement detection circuit 12 whether or not the vehicle has started to move. As a result, when the start of movement is detected, the driver may be looking away and it is dangerous. Therefore, the process immediately shifts from step 109 to step 117, and the solenoid valve (parking brake) 16 is turned on. , The parking brake is automatically applied as described in FIG. Then, in the next step 118, when, for example, 2 seconds elapse, the solenoid valve (parking brake)
Turn off 16 This is as explained in FIG.
This is because the pawl member 41 and the rack portion 42 form a ratchet mechanism that holds the parking brake rod 36 at the pulled position, and the parking brake is maintained, so that power saving is achieved. Then, in the next step 119, the solenoid valve (foot brake) 15 is turned off, and a series of processing is ended.

If the start of the vehicle is not detected in step 109, the process proceeds to step 110.

The following steps 110 to 116
Until then, it is determined whether or not the stopped vehicle has begun to be moved again, that is, whether or not the operation has been restarted. This is because if it is restarted, it is necessary to turn off the solenoid valve (foot brake) 15 that is currently on and release the braking force retention.

In step 110, it is judged from the output state of the parking sensor 11 whether or not the parking brake is applied, and if the parking brake is applied, the vehicle is temporarily stopped and stopped for a long time.
In other words, it is determined that the vehicle shifts to parking, and the routine proceeds to step 111, where the solenoid valve (foot brake) 15 is turned on.
The FF is set to release the holding of the braking force, and in the next step 112, the flag A is reset to "0", the process returns to step 102 of FIG. 4, and the processes of step 103 and thereafter are started again.

If the parking brake is not applied in step 110, the process proceeds to step 113, in which the state of the ignition switch 10 is checked. As a result, when the ignition switch 10 is OFF, it is determined that the parking shift is performed similarly to the case where the parking brake is applied, and the process proceeds to step 111 described above and the solenoid valve (for the foot) (Brake) 15 is turned off to release the holding of the braking force. Then, in the next step 112,
The flag A is reset to "0" and step 102 in FIG.
Then, the process returns to step 103 and the processes after step 103 are started again.

When the ignition switch 10 is ON in step 113, the process proceeds to step 114, the output state of the neutral sensor 9 is checked, and it is checked whether the gear position is other than the neutral position. If it is not in the neutral position, it is checked in the next step 115 whether or not the clutch pedal (not shown) has been depressed to bring the clutch into the disengaged state.
At, the output state of the half clutch determination circuit 7 is monitored. Then, from this output, it stays in this step until it is determined that the "half clutch" state has been passed, and when it is determined that the "half clutch" state has been passed thereafter, naturally the vehicle starts to start. Because it is a state,
In step 111, the solenoid valve (foot brake) 15 is turned off to release the holding of the braking force so that the start of the vehicle is not hindered. Then, in the next step 112, the flag A is reset to "0", the process returns to step 102 in FIG. 4, and the processes after step 103 are started again.

If it is determined in step 114 that the gear position is in the neutral position, or if the clutch pedal is not depressed in step 115, the process proceeds to step 120.

At step 120, an unmanned judgment operation is performed. Regarding the operation at the time of this unmanned determination, see FIG.
This will be described later with reference to the flowchart of. Then, in the next step 121, it is determined from the state of the flag B whether or not the driver is unmanned. The flag B is a flag for unmanned determination which is set to "1" at the time of unmanned determination as described above and reset to "0" when not unmanned. Here, when the flag B is "0" and the driver is riding, the process returns to step 102 in FIG. 4 and the same operation is repeated thereafter.

On the other hand, in step 121, if the flag B indicating whether or not the vehicle is unmanned is "1", the process proceeds to step 122, in which the solenoid valve (foot brake) 15 is turned on. During the unmanned judgment operation performed during the time, the unmanned judgment is performed to examine the timed content of the timer 4a which starts the time measurement, and it is judged whether or not it has reached 10 minutes. As a result, if 10 minutes have not elapsed yet, the process proceeds to step 123, where the unmanned determination cancellation operation is performed. The unmanned determination cancellation operation will be described later with reference to the flowchart of FIG. 7. After this, the process returns to step 102 of FIG. 4 and the same operation is repeated thereafter.

When it is determined in step 122 that the unmanned state has continued for 10 minutes, the operation proceeds to step 1
The routine proceeds from step 22 to step 117, where the solenoid valve (parking brake) 16 is turned on and the parking brake is automatically applied as described in FIG. Then, in the next step 118, the solenoid valve (parking brake) 16 is turned off when, for example, 2 seconds elapse. Then, in the next step 119,
The solenoid valve (foot brake) 15 is turned off, and a series of processing is completed.

As described above, when the braking force holding device is operating and the unmanned state has passed for 10 minutes, the parking brake is automatically applied to stop the operation of the braking force holding device. Since the braking force holding device continues to operate, there is no fear of failure, and since the parking brake, which is advantageous in terms of holding the braking force, is applied, it is possible to reliably prevent the vehicle from starting. It will be possible.

Here, the flow of the above operation is briefly summarized as follows.

When it is determined that the driver has temporarily stopped the vehicle, the braking force retaining device is automatically operated to maintain the braking force according to the amount of depression of the brake pedal, and continue to depress the brake pedal as in the conventional case. To reduce the labor. When the vehicle starts to move carelessly because the braking force retained at this time is weak, the parking brake is automatically applied to stop the operation of the braking force retaining device. Therefore, it is possible to prevent the vehicle from colliding with the vehicles in front and behind even if the person looks away and does not notice it, or even if he / she cannot cope with the situation immediately.

Further, since the operation of the braking force holding device is immediately stopped when it is detected that the driver has started the vehicle from the temporary stop state, the vehicle can be started smoothly. In particular, when the operation of the braking force holding device is stopped when the "half clutch" is passed, the effect is more remarkable.

On the other hand, when only the braking force holding device is operated and the driver gets off the vehicle for 10 minutes, the braking force holding device automatically switches from the foot brake to the parking brake. Therefore, it is possible to surely protect the braking force holding device and prevent the vehicle from starting to move.

Next, the unmanned judgment operation executed in step 120 of FIG. 5 will be described with reference to the flowchart of FIG.

At step 131, it is judged from the output of the vehicle speed judgment circuit 3 whether or not the current vehicle speed is less than "2 Km / h". If it is less than "2 Km / h", the routine proceeds to step 132, where the brake sensor is used. From the output of 8, it is determined whether or not the brake pedal 17 is depressed. If the brake pedal 17 is not depressed, that is, the foot brake is not applied, the next step 13
3, it is determined from the output of the clutch stroke sensor 5 whether or not the clutch pedal (not shown) is depressed,
If the clutch pedal is not depressed here, then at step 134, it is judged from the output of the seat sensor 13 whether or not the driver is away from the seat. If it is determined that the user is absent, then in step 135, it is determined from the output of the door sensor 135 whether or not the door has been opened to get off the vehicle. Proceeding to 136, the state of the ignition switch 10 is checked here, and if the ignition switch 10 is off, it can be determined that the vehicle is clearly unmanned. Therefore, in the next step 138, the flag B is set to "1". Then, in the next step 139, the built-in timer 4a is started, and the process returns to step 121 in FIG.

Further, even if the ignition switch 10 is ON in the above step 136, if the neutral sensor 9 is ON in the next step 137, it can be determined that the vehicle is in an unmanned state, as in the above case. In the next step 138, the flag B is set to "1"
Then, the built-in timer 4a is started, and the process returns to step 121 in FIG.

On the other hand, if the current vehicle speed is "2 km / h" or more in step 131, the foot brake is applied in step 132, or the clutch pedal is depressed in step 133. If the driver is seated in step 134, the door is opened in step 135, or the gear position is other than the neutral position in step 137, the driver gets on the vehicle. Since it can be discriminated that this is the case, this flow is immediately terminated and the process returns to step 121 in FIG.

Next, the unmanned determination canceling operation executed in step 123 of FIG. 5 will be described with reference to the flowchart of FIG.

When the current vehicle speed is "2 km / h" or more in step 141, the foot brake is applied in step 142, or the clutch pedal is depressed in step 143. If the driver is seated in the seat in step 144, or if the ignition switch 10 is turned on in step 145 but the gear position is not in the neutral position in the next step 146, Since it can be determined that the vehicle is on board, in the next step 147, the flag B indicating whether or not the vehicle is unmanned is reset to “0”, that is, the unmanned determination is canceled, and in the next step 148, the built-in timer 4a Reset (clear the timekeeping contents) and return to step 121 in FIG. To.

On the other hand, in step 141, it is judged from the output of the vehicle speed judgment circuit 3 whether or not the current vehicle speed is "2 Km / h" or more, and if it is "2 Km / h" or more, step 14
The routine proceeds to step 2, where it is judged from the output of the brake sensor 8 whether or not the brake pedal 17 is depressed. If the brake pedal 17 is stepped on, that is, the foot brake is not applied, the next step 1
At 43, it is judged from the output of the clutch stroke sensor 5 whether or not the clutch pedal (not shown) is stepped on. If the clutch pedal is not stepped on at this point, then at step 144, from the output of the seat sensor 13, the driver Determine whether or not the person is seated. And
If it is determined that the user is away from the seat, the state of the ignition switch 10 is checked in the following step 145. If the ignition switch 10 is on, there is a high possibility that the unattended state is still present. So
Immediately end this flow and return to step 102 in FIG.

Even if the ignition switch 10 is turned on in step 145, if the neutral sensor 9 is turned on in step 146, it is highly possible that the unmanned state is the same as above. Therefore, this flow is immediately terminated and step 10 of FIG.
Return to 2.

According to the above-described embodiment, when the braking force retaining device is operating, the vehicle starts to move carelessly because the retained braking force is weak, and the user does not notice that. Even if there is a movement, the parking brake is automatically applied at the same time as it detects the start of movement, so even if you do not notice it by looking away from the above, or if you can not respond quickly, You can prevent it from colliding with another car.

When only the braking force holding device is operated and the driver gets off the vehicle and the state has passed for a predetermined time (10 minutes in the embodiment), the foot brake by the braking force holding device is removed. Since the parking brake is automatically switched, the braking force holding device can be protected.

(Modification) In the above embodiment,
As described above, the series of processes is performed by software, but of course the same object can be achieved by using a relay circuit or the like.

Further, the detection of whether or not the vehicle is in a stopped state and the detection such as unmanned determination are not limited to the vehicle speed sensor 1 and the like shown in the above-mentioned embodiment, and the conditions for these detections are further provided. Other various sensors and switches may be used to make the temperature severe. For example, in unattended judgment,
Further, the state of the parking brake or the like may be added to the condition.

[0073]

As described above, according to the present invention,
When the movement of the vehicle is detected during the operation of the braking force retaining means, the parking brake is immediately applied regardless of whether the vehicle is manned or unmanned. Therefore, the vehicle is inadvertently operated while the braking force retaining means is operating. Even if the driver does not notice that, or if the driver cannot respond quickly to the situation, it is possible to prevent the vehicle from colliding.

Further, according to the present invention, after the parking brake driving means is automatically operated, the operation of the braking force holding means is stopped, or the braking force holding means is operated. Yes, and by determining that the unmanned determination made by the unmanned determination means has continued for a predetermined time, the parking brake drive means is automatically actuated,
Further, since the operation of the braking force holding means is stopped, the protection of the braking force holding means and the safety of parking can be ensured.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a brake control device according to an embodiment of the present invention.

FIG. 2 is a diagram showing a configuration of a braking force holding device according to an embodiment of the present invention.

FIG. 3 is a diagram showing a configuration of a parking brake drive device according to an embodiment of the present invention.

4 is a flowchart showing a part of the operation of the main part executed in the CPU of FIG. 1. FIG.

5 is a flowchart showing a continuation of the operation of FIG.

FIG. 6 is a flowchart showing an operation at the time of unattended determination executed in step 120 of FIG.

FIG. 7 is a flowchart showing an operation at the time of canceling an unattended determination executed in step 123 of FIG.

[Explanation of symbols]

 1 Vehicle speed sensor 3 Vehicle speed determination circuit 4 CPU 5 Clutch stroke sensor 6 Clutch pressure sensor 7 Half-clutch determination circuit 8 Brake sensor 9 Neutral sensor 10 Ignition switch 11 Parking sensor 12 Motion detection circuit 13 Seat sensor 14 Door sensor 15 Electromagnetic valve (Brake for foot) ) 16 Solenoid valve (parking brake)

Claims (3)

[Claims] 1. A braking force holding means for holding a braking force when a brake pedal is depressed to stop a vehicle and automatically releasing the braking force, and a parking for automatically applying a parking brake. When the vehicle brake drive means, the movement start detection means for detecting the movement start of the vehicle, and the braking force holding means are operated to hold the braking force, the movement start detection means detects the movement start of the vehicle. In this case, a brake control device comprising a control means for automatically operating the parking brake drive means. 2. The brake control device according to claim 1, wherein the control means stops the operation of the braking force holding means after the parking brake driving means is automatically operated. 3. An unmanned determination means for determining that there is no driver in the vehicle, wherein the control means has the braking force holding means in operation,
In addition, by determining that the unmanned determination made by the unmanned determination means has continued for a predetermined time, the parking brake driving means is automatically operated, while the braking force holding means is operated. The brake control device according to claim 1, wherein the brake control device is stopped.