JPH0958430A - Brake controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely prevent a vehicle from moving at the time of getting on or off of an occupant for improving safety. SOLUTION: When the movement of a vehicle with the getting on or off state of an occupant where a getting on or off door is kept opened is detected, a slope start safety flag is set at the position of 1 to actuate a solenoid valve 23, and the braking power of a vehicle is increased independently of the operation of a brake pedal 1, and thus the movement of the vehicle at the time of getting on or off of the occupant is surely prevented for improving safety.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake control device provided for ensuring the safety of a vehicle that is stopped, and is intended to reliably stop the vehicle while getting on and off.

[0002]

2. Description of the Related Art For vehicles such as automobiles, a brake control device has been developed which can reduce the troublesomeness of a driver's brake operation. A conventional brake control device is a device that detects that the vehicle has stopped due to a brake operation by the control device and that holds the brake fluid pressure when the driver depresses the brake pedal even when the driver releases the brake pedal. As a result, the driver can maintain the stopped state of the vehicle without continuously pressing the brake pedal.

Specifically, an actuator for holding the brake fluid pressure is provided on the hydraulic oil supply path of the brake, and the vehicle is kept stopped for a predetermined time while the brake pedal is being depressed, after which the driver brakes. When it is detected that the foot is released from the pedal, the fluid pressure is supplied to the actuator to hold the braking force. Further, when the driver puts the clutch in the connected state, the brake control device is released, and normal traveling can be performed.

By using such a brake control device, it is not necessary to continue to step on the brake pedal due to traffic congestion or waiting for a signal, and physical and mental fatigue can be reduced. Further, by using the brake control device, it is possible to easily start on a slope, and further, it is possible to minimize damage even when a rear-end collision occurs and prevent an accident from spreading.

[0005]

The conventional brake control device is constructed so as to keep the brake fluid pressure constant during operation. For example, when a vehicle stopped on a slope starts to move positively. It does not stop the movement of the vehicle by increasing the braking force. Therefore, by applying the conventional brake control device to the bus to operate it, the braking force is retained when the bus is getting on and off while the bus is stopped, but the bus may start moving for some reason.

Japanese Patent Laid-Open No. 1-237248 discloses a brake device which detects opening / closing of a vehicle door when the vehicle is stopped and operates a brake when the door is open. By combining this brake device with the conventional brake control device, if the door is opened while the brake force is being held by the operation of the brake control device, the braking force is further generated and the vehicle does not start moving while getting on and off.
However, this brake system operates the brakes every time the door is opened, so that the brakes are operated unnecessarily, which may easily cause a problem in durability and waste energy. .

The present invention has been made in view of the above circumstances, and when the braking force is held and the door is in the open state,
An object of the present invention is to provide a brake control device that increases the braking force when the vehicle starts to move.

[0008]

The structure of the present invention for achieving the above object comprises a movement detecting means for detecting the movement of a vehicle, a boarding / alighting detecting means for detecting that the vehicle is in an occupant getting on / off state, and a brake. A pressurizing means for increasing the braking fluid independently of the operation of the pedal, and a control device for activating the pressurizing means when it is detected that the vehicle has moved while the occupant is getting on and off after the vehicle has stopped. It is characterized by

Further, there is provided parking brake state detecting means for detecting the operating state of the parking brake, and the control means includes:
When the movement detecting means detects the movement of the vehicle in spite of the fact that the parking brake state detecting means detects that the parking brake is in an operating state, it has a function of operating the pressurizing means. It is characterized by being provided. Further, the control means is configured to activate the pressurizing means when it is detected that the vehicle has moved a first predetermined distance or more in a state where the occupant getting on / off state is detected by the getting on / off detecting means after the vehicle has stopped. When the vehicle is moved and it is detected that the vehicle has moved a second predetermined distance or more longer than the first predetermined distance while the parking brake state detection unit detects that the parking brake is in the activated state. It is characterized in that it has a function of operating the pressurizing means.

Further, a braking operation detecting means for detecting that the service brake is operated by operating the brake pedal, a driving force cutoff detecting means for detecting that the driving force output of the engine is in a cutoff state, and A control valve that is interposed in the working fluid path of the service brake and that seals the braking fluid in order to maintain the braking force, wherein the control means provides the service by the braking operation detection means when the vehicle is stopped. When it is detected that the brake is operated and the driving force cutoff detection unit detects that the driving force output of the engine is in the cutoff state, the control valve is closed and the control valve is closed. When it is detected that the vehicle has been moved by the movement detecting means while the occupant getting on / off state is detected by the stop operation and the getting on / off detecting means, Wherein the function of actuating the KiKa圧 means is provided.

Further, the boarding / alighting detection means detects a state in which the boarding / alighting door is open as an occupant boarding / alighting state. Further, the boarding / alighting detection means detects a state in which the vehicle is performing kneeling operation as an occupant boarding / alighting state. Further, the boarding / alighting detection means detects a state in which an occupant is in the boarding / alighting step as an occupant getting on / off state. Further, the boarding / alighting detecting means is characterized by detecting the occupant on the boarding / alighting step by an optical sensor to detect the occupant getting on / off state.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the brake control device of the present invention will be described below with reference to the drawings. The illustrated embodiment is applied as a vehicle to a bus on which passengers get on and off. FIG. 1 is a schematic configuration showing the entire brake control device according to an embodiment of the present invention, and FIGS. 2 to 7 are flowcharts for explaining the operation of the brake control device. The brake control device shown in the figure has a function of increasing the braking force when the vehicle starts to move on a slope, in addition to the function of holding the braking force while the vehicle is stopped. It is provided with a function of increasing the braking force when the vehicle starts to move (Claim 4).

The structure of the brake control device will be described with reference to FIG. The illustrated brake control device includes a service brake that uses air pressure according to the operation of the brake pedal as a control pressure, and a parking brake (not shown). The service brake is provided with an air supply system 2 for supplying brake operating air of a required pressure in accordance with the operation of the brake pedal 1. The brake operating air from the air supply system 2 supplies the brake fluid pressure on the front wheel side. The hydraulic pressure boosters (air masters) 3 and 4 connected to the system and the brake hydraulic pressure supply system on the rear wheel side are operated to generate a braking force on the vehicle.

A brake valve 5 and an air tank 6 are connected to the air supply system 2, and when the driver depresses the brake pedal 1, the brake valve 5 is opened and the high pressure air in the air tank 6 is released. When the high pressure air in the air tank 6 is released, the high pressure air is supplied to the hydraulic boosters 3 and 4 via the air supply passages 7 and 8 and a magnet valve 9 as a control valve described later. When the hydraulic boosters 3 and 4 are activated by the high-pressure air, the hydraulic pressure of the brake oil in the brake fluid pressure supply systems on the front and rear wheels is increased, and the service brake is activated to generate a braking force on the vehicle. . This brake control device is provided with a hill start assist device having a function of holding the braking force while the vehicle is stopped and a parking assist device having a function of increasing the brake force when the vehicle starts to move on a hill. When the auxiliary device and the parking auxiliary device interact with each other, it is possible to easily start the vehicle on a slope and ensure the safety of the parked vehicle.

First, the slope start assist device will be described.
The slope start assist device operates when the vehicle is stopped by depressing the brake pedal 1. That is, when the driver depresses the brake pedal 1 and the stop of the vehicle is detected for a predetermined time or more, the magnet valve 9 of the air supply system 2 is switched to generate high pressure air in the air supply system 2 downstream of the magnet valve 9. It is intended to retain the braking force even if the driver releases his / her foot from the brake pedal 1 by containing it.

Magnet valve 9 for slope start assist device
Are controlled by a controller (ECU) 10 as a control means. The ECU 10 includes an operation switch 11, an adjustment switch 12, a clutch pedal stroke sensor (clutch sensor) 13 as a driving force cutoff detection unit, a vehicle speed sensor 14 as a movement detection unit, a neutral switch 15, and a stop lamp as a braking operation detection unit. A switch 16, a parking switch 17 as a parking brake detection means, a door switch 18 as a boarding / alighting detection means, and a key switch 19 are connected. The detection information of the sensors is input to the ECU 10, and the operation of the magnet valve 9 is controlled based on the detection information of the sensors.

The actuation switch 11 is an on / off switch arranged around the driver, and when the actuation switch 11 is turned on, the slope starting device is activated. The adjustment switch 12 adjusts the operation of the slope start assist device, and adjusts the timing at which the operation of the magnet valve 9 is released. The clutch sensor 13 is a sensor that outputs an ON signal when the driver depresses the clutch pedal,
The vehicle speed sensor 14 is a sensor that detects a moving distance by the number of pulses when a vehicle speed is generated. The neutral switch 15 is a sensor that outputs an ON signal only when the gear stage of the transmission is in neutral.

The stop lamp switch 16 is for detecting the operating state of the brake pedal 1, and is a sensor for outputting an ON signal when the driver depresses the brake pedal 1. The parking switch 17 is a switch for detecting the operating state of the parking brake lever. The door switch 18 is a switch that detects opening / closing of a bus entry / exit door, and when the door switch 18 is in an on state, the entry / exit door is opened to detect an occupant entry / exit state (the vehicle is an occupant entry / exit state). Also, the key switch 19
Is a switch that detects whether the engine is operating or not.

Warning means 20 is connected to the ECU 10,
When the slope start assist device and the condition of the vehicle meet predetermined conditions, a warning is issued to the driver. ECU
At 10, the control signal of the magnet valve 9 is set based on the detection information of the above-mentioned sensors and output to the magnet valve 9.

Next, the parking assist device will be described. The parking assist device operates to stop the vehicle when the vehicle starts moving after the vehicle is stopped under a predetermined condition and the driver does not perform any operation. For example, when the vehicle naturally starts to move when the vehicle is parked on a slope without sufficiently pulling the parking brake lever, the brake fluid pressure is increased to mechanically operate the brake on the rear wheel side.

As shown in FIG. 1, the air supply passage 8 on the rear wheel side.
An auxiliary air supply passage 21 to which high-pressure air is supplied from the air tank 6 is provided between the downstream side of the magnet valve 9 and the master cylinder 4. The auxiliary air supply passage 21 is provided with a check valve 22 and a solenoid valve 23 from the upstream side, and by controlling the operating state of the solenoid valve 23, the braking force of the vehicle is increased independently of the operation of the brake pedal 1. It is like this.
That is, the auxiliary air supply passage 21 and the solenoid valve 23
The pressurizing means is constituted by.

In the above-mentioned ECU 10, the solenoid valve 23 is controlled based on the information detected by the above-mentioned sensors, and the brake on the rear wheel side is mechanically operated independently of the operation of the brake pedal 1. There is. In addition, when the parking assist device and the state of the vehicle are in a predetermined condition,
It gives an alarm to the driver.

The slope starting assist device and the parking assist device are E
The operation is controlled by the CU 10.

In the slope starting assist device, the stop lamp switch 16 detects that the brake pedal 1 is depressed for a predetermined time or longer, the vehicle speed sensor 14 detects that the vehicle is stopped, and the clutch sensor 13 depresses the clutch pedal. When the neutral position is detected by the neutral switch 15, the control signal is output to the magnet valve 9. As a result, the magnet valve 9 is turned on, and the high-pressure air from the air tank 6 is enclosed between the hydraulic boosters 3 and 4 and the magnet valve 9.
Therefore, the hydraulic boosters 3 and 4 are kept in operation regardless of whether the brake valve 5 is turned on or off, the braking force is held, and the vehicle is stopped.

The parking assist device includes a parking switch 17
Detecting that the parking brake is operating, the vehicle speed sensor 14 detects a predetermined vehicle speed (Claim 2), and the key switch 19 detects that the engine is operating. In addition, when the neutral switch 15 detects that the shift position is in the neutral position, or when the parking switch 17 detects that the parking brake is in operation, the vehicle speed sensor 14 determines whether the predetermined position is reached. When the vehicle speed is detected and the key switch 19 detects that the engine is operating, a control signal is output to the solenoid valve 23. Due to the operation of the solenoid valve 23, the high pressure air from the air tank 6 is supplied to the master cylinder 4 via the auxiliary air supply passage 21. Therefore, the braking force of the vehicle is increased, the vehicle is automatically stopped, and the safety of the vehicle when the vehicle starts to move naturally during parking is ensured.

In addition, the slope start assist device is in operation,
That is, the parking switch 17 detects that the parking brake is inactive, the stop lamp switch 16 detects that the brake pedal 1 is not depressed, the vehicle speed sensor 14 detects that the vehicle is stopped, and the door switch When the vehicle speed sensor 14 detects the vehicle speed when the entry / exit door is opened by 18 and the occupant is in the entry / exit state, it is considered that the vehicle has started to move while the occupant is getting on / off, and the parking assist device is operated. Let That is, the solenoid valve 23 is operated so that the high pressure air from the air tank 6 is supplied to the auxiliary air supply passage 21.
It is supplied to the hydraulic booster 4 via the so as to increase the braking force of the vehicle.

The operation of the brake control device will be specifically described with reference to the flow charts shown in FIGS.

The overall flow will be described with reference to FIG. As shown in FIG. 2, after the outputs of the respective sensors and switches are read, the slope start assist control is executed in step S1.
Parking assist control is executed in step S2. Thereafter, in step S3, it is determined whether or not the slope start safety flag (details will be described later) is 1, and when it is determined that the slope start safety flag is 1, the solenoid valve 23 is activated in step S4 and the vehicle Increase braking power. Step S
If it is determined in 3 that the slope start safety flag is not 1, the parking safety flag is set in step S5 (details will be described later).
Is determined to be 1 or not. When it is determined that the parking safety flag is 1 in step S5, the solenoid valve 23 is activated to increase the braking force of the vehicle in step S4, and when it is determined that the parking safety flag is not 1 in step S5, step S6 Therefore, the solenoid valve 23 is deactivated and the braking force of the vehicle is not increased.

The slope starting assist control in step S1 will be described with reference to FIGS. As shown in FIG. 3, in step S11, it is determined whether or not the operation switch 11 is on, and when it is determined that the operation switch 11 is not on (off), the slope start safety flag is set to 0 in step S12,
In step S13, the magnet valve 9 is deactivated. When it is determined in step S11 that the operation switch 11 is on, it is determined in step S14 whether or not the slope start assist device is in operation. When it is determined in step S14 that the slope start assist device is not in operation, it is determined in step S15 whether the brake pedal 1 is depressed for a predetermined time or longer.

When it is determined in step S15 that the brake pedal 1 is not depressed for a predetermined period of time, step S1
When it is determined in step S15 that the brake pedal 1 has been stepped on for more than the predetermined time, the process proceeds to step S1.
At 6, it is judged from the detection signal of the vehicle speed sensor 14 whether or not the vehicle is stopped. When it is determined that the vehicle is not stopped in step S16, the process proceeds to step S12, and when it is determined that the vehicle is stopped in step S16, it is determined in step S17 whether or not the clutch pedal is depressed by the detection signal of the clutch sensor 13. To be judged.

When it is determined in step S17 that the clutch pedal is depressed, the magnet valve 9 is activated in step S18, and when it is determined that the clutch pedal is not depressed in step S17, the neutral switch 15 shifts the gear in step S19. It is determined whether the position is a neutral position. When it is determined in step S19 that the shift position is the neutral position, step S1
8, the magnet valve 9 is activated, and if it is determined in step S19 that the shift position is not the neutral position, the process proceeds to step S13 to deactivate the magnet valve 9.

On the other hand, when it is determined in step S14 that the slope start assist device is operating, as shown in FIG.
In step S20, it is determined by the neutral switch 15 whether or not the shift position is the neutral position. When it is determined in step S20 that the shift position is not the neutral position, it is determined in step S21 based on the detection signal of the clutch sensor 13 whether or not the clutch pedal is released, and in step S20 the shift position is determined to be the neutral position. If so, it is determined in step S22 based on the detection signal from the parking switch 17 whether the parking brake lever is pulled.

If it is determined in step S21 that the clutch pedal has been released, the process proceeds to step S12 (FIG. 3) to set the slope start safety flag to 0, and step S21
When it is determined that the clutch pedal is not released in step S22, it is determined in step S22 whether the parking brake lever is pulled. When it is determined in step S22 that the parking brake lever is pulled, the process proceeds to step S12 (FIG. 3) to set the slope start safety flag to 0, and in step S22 it is determined that the parking brake lever is not pulled. In step S23, it is determined whether or not the moving distance of the vehicle exceeds the first predetermined distance L1 based on the detection signal of the vehicle speed sensor 14.

In step S23, the travel distance of the vehicle exceeds L1, that is, the shift position is other than the neutral position or the shift position is in the neutral position and the clutch pedal is depressed during operation of the slope starting assist device, and the parking brake is applied. When it is determined that the moving distance of the vehicle exceeds L1 when the lever is not pulled, the alarm means 20 is activated in step S24, and the passenger door is opened by the detection signal of the door switch 18 in step S25, and the vehicle is occupant. It is determined whether or not the passenger is in a boarding / alighting state. If it is determined in step S23 that the moving distance of the vehicle is less than or equal to L1, it is determined in step S26 whether or not there is an abnormality. If it is determined in step S26 that there is abnormality, the alarm means 20 is activated in step S27, and step S18 is performed. (See FIG. 3) The magnet valve 9 is put into an operating state. When it is determined in step S26 that there is no abnormality, step S18 is performed as it is.
(See FIG. 3) The magnet valve 9 is put into an operating state.

On the other hand, if it is determined in step S25 that the vehicle is not in the passenger entry / exit state, that is, the entry / exit door is closed, the flow advances to step S18 (FIG. 3) to activate the magnet valve 9. If it is determined in step S25 that the vehicle is in the passenger entry / exit state, that is, if the entry / exit door is open, it is determined in step S28 whether or not the brake pedal 1 is depressed by the detection signal of the stop lamp switch 16. Is determined. Step S28
If it is determined that the brake pedal 1 has not been depressed,
Since the vehicle is moving with the door for opening / closing being open and the brake pedal 1 is not depressed, the slope start safety flag is set to 1 and the solenoid valve 2 is operated at step S29.
3 can be operated so that the braking force of the vehicle can be increased even when the hill start assist device is in operation (claim 1). Brake pedal 1 in step S28
If it is determined that there is stepping in, and step S29
After setting the slope start safety flag to 1, the step S1
8 (FIG. 3) to activate the magnet valve 9.

In the above embodiment, whether or not the vehicle is in an occupant getting on / off state is determined based on whether or not the door for getting on / off is opened in step S25 (claim 5). As described above, it is possible to apply other boarding / alighting detection means. That is, as shown in FIG. 7 (a), the kneeling that lowers the vehicle height is detected by controlling the suspension when the passenger is getting on and off in a large-sized bus or the like, and it is determined in step S25 whether or not the kneeling is in progress. It may be determined whether or not the vehicle is in the passenger entry / exit state (claim 6). Further, as shown in FIG. 7 (b), a sensor is provided on the boarding / alighting step, and in step S25, it is directly determined whether or not an occupant is on the boarding / alighting step to determine whether or not the vehicle is in the occupant loading / unloading state. May be determined (claim 7). Further, as shown in FIG. 7 (c), an optical sensor for detecting an occupant on the boarding / alighting step is provided,
In step S25, an optical sensor may be used to determine whether or not an occupant is present on the boarding / alighting step, and whether or not the vehicle is in an occupant getting on / off state (claim 8).

Next, step S2 will be described with reference to FIGS.
The parking assist control will be described. As shown in FIG. 5, in step S31, it is determined whether or not the parking assist device is in operation. If the parking assist device is not in operation, in step S32 the parking brake lever is pulled by the detection signal of the parking switch 17. It is determined whether or not. When it is determined in step S32 that the parking brake lever is not pulled, the parking safety flag is set to 0 in step S33, and when it is determined that the parking brake lever is pulled in step S32, the vehicle speed sensor 14 of the vehicle speed sensor 14 is checked in step S34. Based on the detection signal, it is determined whether or not the moving distance of the vehicle exceeds L2, which is the second predetermined distance set to a value larger than the above-described moving distance L1.

When it is determined in step S34 that the vehicle travel distance is less than or equal to L2, the process proceeds to step S33, the parking safety flag is set to 0, and it is determined in step S34 that the vehicle travel distance exceeds L2. Case Step S35
Then, it is determined whether or not the key switch 19 is turned on, and the process proceeds to the process of setting the parking safety flag to 1. That is, when it is detected that the parking brake is in the operating state and the vehicle has moved the second predetermined distance longer than the first predetermined distance, the solenoid valve 23 can be operated (claim 3). ).

If it is determined in step S35 that the key switch 19 is on, the neutral switch 15 determines in step S36 whether or not the shift position is the neutral position. When it is determined in step S35 that the key switch 19 is not on (off), step S37
In step S37, it is determined whether or not it is within one hour after the key switch 19 is turned off. If it is determined in step S37 that it is over one hour after the key switch 19 is turned off, the process proceeds to step S33 and parking is performed. Set the safety flag to 0.

When it is determined in step S36 that the shift position is the neutral position, the parking brake lamp is blinked in step S38, and when it is determined in step S36 that the shift position is not the neutral position, the process proceeds to step S33. Set the parking safety flag to 0.
If it is determined that it is within one hour after the key switch 19 is turned off in step S37, step S37
At 38, the parking brake lamp blinks. After blinking the parking brake lamp in step S38,
In step S39, the parking safety flag is set to 1 to enable the solenoid valve 23 to operate.

On the other hand, if it is determined in step S31 that the parking assist device is operating, the process proceeds to step S41 in FIG. That is, in step S41, it is determined whether or not the parking brake lever is released based on the detection signal from the parking switch 17. When it is determined in step S41 that the parking brake lever has been released, it is determined in step S42 whether or not the number of releases is greater than or equal to a predetermined number of times, and when it is determined in step S41 that the parking brake lever has not been released step S38 (See FIG. 6) The parking brake lamp blinks.

If it is determined in step S42 that the number of cancellations is greater than or equal to the predetermined number, the blinking of the parking brake lamp is canceled in step S43, the process proceeds to step S33, and the parking safety flag is set to zero. When it is determined in step S42 that the number of times of release is less than the predetermined number of times, it is determined in step S44 whether or not the brake pedal 1 is stepped on by the detection signal of the stop lamp switch 16. When it is determined in step S44 that the brake pedal 1 is depressed, the process proceeds to step S43, the blinking of the parking brake lamp is released, and when it is determined in step S44 that the brake pedal 1 is not depressed, step S38 (FIG. 6). Go to and blink the parking brake lamp.

In the above-described brake control device, the occupant getting on / off state in which the door for getting on / off is open (step S2)
5) When it is detected that the vehicle has moved (step S2)
3) Set the slope start safety flag to 1 (step S
29) Operate the solenoid valve 23 (step S
As a result, the braking force of the vehicle can be increased independently of the operation of the brake pedal 1. Therefore, it is possible to reliably prevent the vehicle from moving when an occupant gets on and off, and safety is improved. Further, since the solenoid valve 23 is operated by detecting the movement of the vehicle, the braking force is not increased unnecessarily (claim 1).

When the movement of the vehicle is detected despite the parking brake being applied (step S32) (step S34), the parking safety flag is set to 1 (step S39) and the solenoid valve 23 is turned on. Since the solenoid valve 23 is operated (step S4), the solenoid valve 23 can be shared by the mechanism for increasing the braking force when the occupant gets on and off the vehicle and the parking assist device (claim 2).

When it is detected that the vehicle has moved beyond the movement distance L1 (step S23), the slope start safety flag is set to 1 (step S29) and the solenoid valve 23 is operated (step S4). And the parking brake is applied (step S3
2) When it is detected that the vehicle has moved beyond the moving distance L2 longer than the moving distance L1 (step S34), the parking safety flag is set to 1 (step S39) and the solenoid valve 23 is operated (step S39). Since S4) is performed, while preventing the solenoid valve 23 from frequently operating while the parking brake is being applied,
It is possible to reliably prevent the vehicle from moving when an occupant gets on and off (Claim 3). The moving distances L1 and L2 are set by the number of detection pulses of the vehicle speed sensor 14, and for example,
The moving distance L1 is a pulse 1 edge, and the moving distance L2 is a pulse 6 edge.

When the vehicle is stopped (step S16), the brake pedal 1 is stepped on for a predetermined time or longer (step S15), and the clutch pedal is stepped on (step S17), or the shift position is in the neutral position (step S19). ), The magnet valve 9 is operated (step S18) to hold the braking force, and when the braking force is held (step S14), it is detected that the vehicle has moved in the occupant getting on / off state (step S25). Then, the slope start safety flag is set to 1 (step S23), and the solenoid valve 2 is set.
Since 3 is operated (step S4), it is possible to reliably prevent the vehicle from moving when getting on and off the vehicle while the slope start assist device is operating (claim 4).

Furthermore, since the state in which the vehicle is in the passenger entry / exit state is detected when the entry / exit door is open,
The state of the vehicle in which the occupant gets on and off can be easily detected (Claim 5). Further, the vehicle is in a state where the kneeling operation is performed (Claim 6), a state in which the occupant is in the step of getting on and off (Claim 7), or a state in which the occupant is detected by an optical sensor (Claim 8). Since it is detected that the vehicle is in the getting on / off state, the state of the vehicle in which the occupant gets on / off can be surely detected.

[0048]

The brake control device of the present invention comprises the boarding / alighting detection means for detecting that the vehicle is in the occupant getting on / off state, and the pressurizing means for increasing the braking fluid independently of the operation of the brake pedal. Since the pressurizing means is activated when it is detected that the vehicle has moved while the passenger is still in the passenger entry / exit state, the braking force can be increased when the vehicle moves while the passenger is in the passenger entry / exit state. As a result,
It is possible to reliably prevent the vehicle from moving when getting on and off the occupant, and ensure the safety of the occupant. Further, since the pressurizing means is activated by detecting the movement of the vehicle, the pressurizing means is not activated unnecessarily.

Further, since the pressurizing means is operated when the movement of the vehicle is detected despite the parking brake being in the operating state, the mechanism for enhancing the braking force when the passenger gets on and off and the parking assist device. The pressurizing means can be shared by and, and the cost can be reduced. Further, the pressurizing means is operated when the vehicle moves for the first predetermined distance or more while the occupant gets on and off, and the vehicle moves for the second predetermined distance or more longer than the first predetermined distance during the operation of the parking brake. In this case, since the pressurizing means is operated, it is possible to reliably prevent the vehicle from moving when the occupant gets on and off while preventing the pressurizing means from frequently operating while the parking brake is operating.

When the service brake is operated when the vehicle is stopped and the driving force is in the cut-off state, the braking force is held, and when the braking force is held, the vehicle is moved in the passenger occupancy state. Since the pressure means is operated, it is possible to reliably prevent the vehicle from moving when the occupant gets on or off while the hill start assist device is operating.

Since the state in which the door for getting on and off is open is detected as the occupant getting on and off state, the state of the vehicle on which the occupant gets on and off can be easily detected. In addition, since the vehicle is in the occupant getting on / off state, the state where the occupant gets on / off the vehicle is detected such that the kneeling operation is performed, the occupant is in the getting on / off step, and the state where the occupant is detected by the optical sensor is detected. Can be reliably detected.

[Brief description of drawings]

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

FIG. 2 is a flowchart illustrating an operation of a brake control device.

FIG. 3 is a flowchart illustrating an operation of a brake control device.

FIG. 4 is a flowchart illustrating the operation of the brake control device.

FIG. 5 is a flowchart illustrating the operation of the brake control device.

FIG. 6 is a flowchart illustrating the operation of the brake control device.

FIG. 7 is a flowchart illustrating the operation of the brake control device.

[Explanation of symbols]

1 Brake Pedal 2 Air Supply System 3 Hydraulic Booster 4 Hydraulic Booster 5 Brake Valve 6 Air Tank 7 Air Supply Path 8 Air Supply Path 9 Magnet Valve 10 ECU 11 Actuation Switch 12 Adjustment Switch 13 Clutch Pedal Stroke Sensor (Clutch) 14) Vehicle speed sensor 15 Neutral switch 16 Stop lamp switch 17 Parking switch 18 Door switch 19 Key switch 20 Alarm means 21 Auxiliary air supply path 22 Check valve 23 Solenoid valve

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Ryoji Nishi 5-3-8 Shiba, Minato-ku, Tokyo Within Mitsubishi Motors Corporation (72) Inventor Hitoki Kanaya 5-3-8 Shiba, Minato-ku, Tokyo Inside Mitsubishi Motors Corporation (72) Inventor Nobuyuki Hiroi 5-3-8 Shiba, Minato-ku, Tokyo Inside Mitsubishi Motors Corporation

Claims (8)

[Claims] 1. A movement detecting means for detecting movement of a vehicle,
A boarding / alighting detecting means for detecting that the vehicle is in an occupant getting on / off state, a pressurizing means for increasing the braking fluid independently of the operation of the brake pedal, and a vehicle moved in the occupant getting on / off state after the vehicle stopped. A brake control device, comprising: a control device that operates the pressurizing means when it is detected. 2. A parking brake state detecting means for detecting an operating state of the parking brake is provided, and the control means detects that the parking brake is in an operating state by the parking brake state detecting means. The brake control device according to claim 1, further comprising a function of operating the pressurizing unit when the movement detecting unit detects the movement of the vehicle. 3. The control means is adapted to detect that the vehicle has moved a first predetermined distance or more in a state where the passenger getting on / off state is detected by the getting on / off detecting means after the vehicle has stopped. It is detected that the vehicle has moved a second predetermined distance or more longer than the first predetermined distance while the pressure means is activated and the parking brake state detection means detects that the parking brake is in the activated state. The brake control device according to claim 2, further comprising a function of activating the pressurizing means. 4. A braking operation detecting means for detecting that a service brake is operated by operating the brake pedal, a driving force interruption detecting means for detecting that the driving force output of the engine is in an interruption state, and A control valve that is interposed in the working fluid path of the service brake and that seals the braking fluid to hold the braking force;
When the braking operation detecting means detects that the service brake is operated and the driving force cutoff detecting means detects that the driving force output of the engine is in the cutoff state when the vehicle is stopped, When it is detected that the vehicle has been moved by the movement detection means when the control valve is sealed and the control valve is sealed and the passenger entry / exit state is detected by the entry / exit detection means, The brake control device according to claim 1, further comprising a function of operating the pressurizing unit. 5. The brake control device according to claim 1, wherein the boarding / alighting detection means detects a state in which the boarding / alighting door is open as an occupant boarding / alighting state. 6. The brake control device according to claim 1, wherein the boarding / alighting detection means detects a state in which the vehicle is kneeling as an occupant getting on / off state. 7. The brake control device according to claim 1, wherein the boarding / alighting detection means detects a state in which an occupant is in the boarding / alighting step as an occupant getting on / off state. 8. The brake control device according to claim 1, wherein the boarding / alighting detection means detects the occupant on the boarding / alighting step by an optical sensor to detect the occupant getting on / off state.