JPH10198417A - Operation confirming device for actuator system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To confirm and inspect the operating state of actuator system especially among respective kinds of equipment for engine overrun block, for example, by inputting a dummy signal corresponding to a reference to a 2nd signal generating means at suitable time. SOLUTION: An arithmetic processing part 33 receives a signal corresponding to the level of signal N from a decoder 32, inputs an operating command S2 formed from digital or analog signal for automatic change gear or fuel jet command to an actuator 50 for a gear changer or a fuel jet pump, for example, based on a previously stored control program and operates them. On the other hand, an OR element 34 receives a signal corresponding to the level of signal N from the decoder 32 and outputs an H level in spite of that level. This H level becomes a signal S1, operates the solenoid of automatic brake valve 27 and switches the automatic brake valve 27 from full close position (a) to full open position (b). Namely, a brake 20 performs the operation of high-speed control and blocks engine overrun.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for confirming the operation of an actuator system in a so-called mechatronic vehicle.

[0002]

2. Description of the Related Art A vehicle will be described as an example. In a vehicle, for example, when descending a hill, a brake is also used in order to avoid a high-speed descending. If the brake operation is incorrect at this time, the vehicle will overrun.
If the transmission is in a low gear when the vehicle is overrunning, engine overrun occurs. Of course, the vehicle is designed with optimal settings such as total weight and maximum speed in advance so that engine overrun is unlikely to occur.For example, long-distance descent, high vehicle speed at the start of braking, overloading, erroneous brake operation, When various bad conditions are superimposed, such as a large downshift operation to a transmission for obtaining engine braking together with braking for obtaining high braking, an engine overrun occurs. In order to avoid this engine overrun, for example, a structure as shown in FIG. 2 is employed.

FIG. 2 will be described by dividing into a basic configuration and an engine overrun prevention configuration. The basic structure is as follows. The vehicle 10 has an engine 11, a transmission 12, a differential 13, and wheels 14, and transmits the driving torque from the engine 11 to the road in this order. When the engine is overrun, the driving torque is transmitted from the road surface to the engine 11 in the reverse order. In order to apply a braking force to the rotation of each axis based on the driving torque, a wheel-operated pad type, band type,
A brake 20 such as a clutch type is provided. The brake 20 operates by receiving pressure oil from the brake chamber 21. The brake chamber 21 is of a pneumatic type, and receives air pressure from a pneumatic line 22 to move the piston 21 a to the left in the figure, whereby oil from the oil reservoir 23 is pressurized. Supplied. That is, the pneumatic line 22
Is connected to a manual brake valve 24 (which may be automatic). The manual brake valve 24 has a fully closed position A and a proportional open position B in which the opening area changes in proportion to the operation amount when the manual brake valve 24 is operated. In B, the air pressure from the air pressure source 25 is guided to the air pressure line 22 at a flow rate proportional to the opening area. That is, a braking force proportional to the opening area of the proportional opening position B is obtained.

In the above basic configuration, an engine overrun prevention configuration is as follows. The pneumatic line 22 has a double check valve 26. The double check valve 26 has two input ports on the lower left and right in the drawing and one output port on the upper side in the drawing. Of the two pneumatic pressures at the left and right input ports, one of the high pressure side (or the large flow rate side) is used. Guide air pressure to output port. That is, the pneumatic line 22 includes the pneumatic line 22 from the manual brake valve 24 to the right input port and the pneumatic line 22 from the output port to the brake chamber 21. On the other hand, the left input port of the double check valve 26 is connected to the automatic brake valve 27. The automatic brake valve 27
It has a fully closed position a and a fully opened position b which is an opening area larger than the maximum opening area of the proportional opening position B of the manual brake valve 24. At the fully opened position b, the pneumatic pressure from the pneumatic source 25 is reduced. The double check valve 26 is led to the left input port. Switching of the automatic brake valve 27 is performed by a signal S from the controller 30.
1 is performed.

[0005] The controller 30 receives a signal N having a magnitude corresponding to the rotation speed from a rotation detector 40 for detecting the output rotation speed of the engine 11 (or the input rotation speed of the transmission 12). The controller 30 stores in advance a criterion indicating that the engine is overrun when the signal N is equal to or greater than a predetermined value (that is, when the rotational speed is equal to or greater than a predetermined value) (that is, the predetermined value). And the above criteria are synonymous).

That is, the controller 30 receives the signal N from the rotation detector 40, compares it with the reference, and inputs the signal S1 to the automatic brake valve 27 when the signal N is higher than the reference. When the automatic brake valve 27 receives the signal S1,
The position is switched from the fully closed position a to the fully open position b. The signal S1
, The fully open position b is maintained. As a result, a large amount of air pressure flows from the air pressure source 25 into the brake chamber 21 via the fully open position b and the double check valve 26. As a result, the vehicle 10 is braked at a high speed, and engine overrun is prevented.

[0007]

As described above, in the conventional vehicle, the double check valve 26, the automatic brake valve 2
7. The configuration that includes the controller 30, the rotation detector 40 and prevents engine overrun is an indispensable configuration.
The above configuration alone has the following problems.

As described above, the engine overrun is caused by, for example, a long-distance steep descent, a high vehicle speed at the start of braking, overloading, erroneous operation of the brake, and a large transmission to the transmission for obtaining the engine brake together with the brake for obtaining the high braking. It occurs when various bad conditions such as shift down operation are superimposed,
The probability of such a situation occurring is extremely low. In other words, the design is such that such a situation rarely occurs. Further, if the maximum engine speed at which the active control by the accelerator pedal can be performed is set to, for example, about 2100 rpm, the reference is, for example, 500 rpm.
Usually, it is set to about 2600 rpm with an allowance of about pm. Therefore, the frequency of occurrence of engine overrun is even lower. In other words, a situation arises in which each device for preventing engine overrun is not used at all until the vehicle is scrapped. This situation is, of course, the best. However, in other words,
Each device for preventing engine overrun is said to have little or no opportunity to detect a failure in the system or individual components even if a failure occurs due to various causes during the entire period until the vehicle is scrapped. That is. Therefore, there is no possibility that the engine overrun cannot be prevented, and the possibility exists.

The engine overrun prevention devices also include a rotation detector 40 and a controller 30, which are commonly used in other controls such as automatic shift control and engine fuel injection control. Various checkers for checking the function of the controller 30 are also known (for example, see
No. 22452, JP-A-54-133279, JP-A-55-28140, JP-A-55-28186, JP-A-56-6134, JP-A-59-16011, JP-A-60-147552 No. JP-A-7-93026). Therefore, if there is a failure in these, it is immediately detected in another service control system or in a checker. In other words, there is a problem that it is unknown whether or not there is a failure in the actuator system such as the double check valve 26, the automatic brake valve 27, and the piping for these valves that operate only when overrun is prevented.

The present invention has been made in view of the above-mentioned problems of the prior art,
For example, an object of the present invention is to provide an actuator operation confirmation device capable of confirming and inspecting the operation state of an actuator system, particularly, among devices for preventing engine overrun in a body such as a vehicle.

[0011]

In order to achieve the above object, an apparatus for confirming the operation of an actuator system according to the present invention, for example, referring to FIG. A first signal from the main body operation state detecting means (40) which stores in advance a main body operation state detecting means (40) for detecting as one signal (N) and a reference indicating an abnormal operation state of the main body (10);
(N), the second signal generating means (30) for comparing with the reference and generating a second signal (S1) when the first signal (N) corresponds to the reference, and the second signal generating means ( 30) from the second signal (S
A main body (10) having an actuator system (26, 27) that operates in response to 1) to prevent the abnormal operation of the main body (10) from spreading.
In the above, a pseudo signal (S3 or S3) corresponding to the reference is used instead of the first signal (N) from the main body operation state detecting means (40).
4) is characterized by having pseudo signal input means (70A and / or 70B) which can be input to the second signal generation means (30) as appropriate.

According to the above configuration, the second signal generating means (30)
Receives the pseudo signal (S3 or S4) corresponding to the reference from the pseudo signal input means (70A and / or 70B) as well as the first signal (N) from the main body operation state detecting means (40). That is, the first
Even if the signal (N) rarely corresponds to the reference, the pseudo signal (S3 or S4) corresponding to the reference can be given in a timely manner by the pseudo signal input means (70A and / or 70B). 26,27) can be easily checked at any time. Therefore, for example, whether or not overrun prevention can be performed can always be verified, and safe operation can be ensured.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS A preferred case will be described with reference to FIG. FIG. 1 shows, for ease of explanation,
This is a diagram obtained by adding elements 70A, 70B, and 80 to FIG. 2 already described. Therefore, in FIG. 1, the same elements as those in FIG. 2 are denoted by the same reference numerals, and in the following description, the overlapping description of the elements already described is omitted.

First, the operation of the controller 30 will be described based on the schematic block shown in the controller 30. Controller 30
Is the signal N from the rotation detector 40 (which is
The A / D converter 31 receives a signal having a magnitude corresponding to the output rotation speed of the engine 11 or the input rotation speed of the transmission 12. The A / D converter 31 binarizes the signal N according to its magnitude, and inputs this binarized information to the decoder 32. If the output of the decoder 32 is less than a predetermined value (this is the “reference” described in the claims, hereinafter simply referred to as “reference”), the output of the decoder 32 is sent to the arithmetic processing unit 33. If the value is equal to or larger than the reference, it is input to the OR element 34.

The arithmetic processing unit 33 receives a signal corresponding to the magnitude of the signal N from the decoder 32 and, based on a separately stored control program such as, for example, automatic transmission or engine fuel injection, controls the transmission and fuel injection. An operation command S2 such as an automatic shift command or a fuel injection command formed by a digital signal or an analog signal is input to an actuator 50 such as a pump, and these are operated.

On the other hand, when receiving a signal corresponding to the magnitude of the signal N from the decoder 32, the OR element 34 outputs an H level signal regardless of the magnitude of the signal N. This H level becomes a signal S1 to operate the solenoid of the automatic brake valve 27, thereby switching the automatic brake valve 27 from the fully closed position a to the fully open position b. That is, as described above, the brake 20 performs a high-speed braking operation to prevent engine overrun.

The H-level output of the OR element 34 is also input to an arithmetic processing unit 33, which receives the shift instruction and outputs a command to the actuator 50 if the output command S2 is, for example, an automatic shift command. S2, for example, if it is a fuel injection command, becomes a fuel injection stop command S2,
Protect the engine overrun from the side. Of course, this support is also incorporated in the control program in advance.

On the input side of the OR element 34, in addition to the input from the decoder 32, a signal S3 from a changeover switch 70A attached to the controller 30 can also be input. Further, a signal S4 from an external device input device 70B appropriately connected to the controller 30 can also be input. Of course, either one of the changeover switch 70A and the external device input device 70B may be used.

That is, as described above, the situation where the signal is inputted from the decoder 32 to the OR element 34 hardly occurs. However, only by manually turning on / off the changeover switch 70A, that is, by simply turning on the changeover switch 70A, the H level signal S3 is input to the OR element 34 and the decoder 32
Outputs the same result as the input from. That is, if there is no problem in the actuator system such as the double check valve 26, the automatic brake valve 27, and the piping thereof, the brake 20 operates. At this time, the brake 20 and the brake chamber 2
By listening to the operation sound of No. 1, the operation state of the actuator system (that is, whether or not there is an abnormality) can be confirmed.

As shown, the automatic brake valve 2
Pneumatic detector 8 in piping from 7 to double check valve 26
If 0 is provided, the quality of the automatic brake valve 27 can be confirmed. Further, the double check valve 26 to the brake chamber 2
If an air pressure detector (not shown) is also provided in the pipes up to 1, the quality of all actuator systems can be confirmed. In addition, the controller 30 is usually provided with a display panel 60 for displaying various states of the vehicle 10. However, the controller 30 may receive the air pressure signal P from the air pressure detector 80 and display it visually.

The external device input device 70B is, for example, a hand-held checker for inspecting the controller 30, a personal computer connected to the controller 30 by RS232C or the like. Things may be provided. By doing so, the operating state of the actuator system can be confirmed with one touch, similarly to the changeover switch 70A.

[Brief description of the drawings]

FIG. 1 is a block diagram of an example of the present invention.

FIG. 2 is a block diagram of a conventional case.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Vehicle 11 Engine 12 Transmission 13 Differential machine 14 Wheel 20 Brake 21 Brake chamber 22 Pneumatic line 22a Piston 23 Oil reservoir 24 Manual brake valve (actuator system) 25 Air pressure source 26 Double check valve (actuator system) 27 Automatic Brake valve 30 Controller 31 A / D converter 32 Decoder 33 Arithmetic processing unit 34 OR element 40 Rotation detector 50 Actuator 70A Changeover switch 70B External device input device 80 Pneumatic pressure detector 60 Display panel a, A Fully closed position b Fully open position B Proportional opening position N signal S1, S3, S4 signal S2 Operation command

Claims (1)

[Claims] 1. A main body operation state detecting means for detecting an operation state of a main body as a first signal, and a reference indicating an abnormal operation state of the main body is stored in advance to receive a first signal from the main body operation state detection means. Second signal generation means for generating a second signal when the first signal corresponds to the reference compared with the reference,
An actuator system that receives the second signal from the second signal generating means and operates to prevent the abnormal operation of the main body from expanding, wherein the first signal from the main body operation state detecting means is replaced with the first signal from the main body operation state detecting means. An operation confirmation device for an actuator system, comprising: a pseudo signal input unit capable of appropriately inputting a pseudo signal corresponding to a reference to a second signal generation unit.