JPH11334578A - Brake device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve reliability as a device, and perform brake force control by a driver. SOLUTION: This device comprises a service brake system applying brake force in accordance with actuating of a brake pedal 10 for a service brake to act in each wheel, parking brake provided in at least front/rear any two wheels, parking brake link 50 connected mechanically to this parking brake by a wire 42, electromagnetic driven engaging means 52, 54, 56 provided in the parking brake link 50 to be capable of integrally engaging the parking brake link 50 and the brake pedal 10 for the service brake, engagement control means placing the electromagnetic driven engaging means 52, 54, 56 in a release condition when the service brake system is normal and in an engaged condition when the service brake system is abnormal, and a parking brake manually operating member 40 having an engaging protrusion 48 engaged in a parking brake acting direction relating to the parking brake link 50.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking system for a vehicle, and more particularly to a technique for performing braking using a parking brake when a service brake system fails.

[0002]

2. Description of the Related Art A service brake system for a vehicle is designed to supply a hydraulic pressure generated when a driver depresses a brake pedal to a brake device of each wheel to generate a braking force on each wheel. In recent years, the driver has electrically detected the depressed state of the brake pedal,
Based on the electric signal indicating the depressed state, a hydraulic pressure generating device such as a separately provided pump is driven, and a hydraulic pressure according to the depressed state is supplied from the hydraulic pressure generating device to the brake device of each wheel to obtain a desired braking force. A service brake system has also been developed to achieve this.

On the other hand, a vehicle is provided with a parking brake system separately from such a service brake system. When the vehicle is parked, a braking force is applied to the wheels even when the driver leaves the vehicle. Designed for In general, a parking brake system is configured to obtain a braking force by transmitting a driver's operation force to a parking brake device provided on wheels via a wire or a link mechanism.

Conventionally, the service brake system and the parking brake system are designed as completely independent systems. Therefore, it is theoretically possible to cope with the failure of the service brake system by activating the parking brake, but in such a situation where the driver tends to panic, the operation shifts to a different operation. It is often difficult to switch consciousness.

Therefore, a hydraulic cylinder mechanism is provided in the middle of the wire mechanism of the parking brake system, and when the service brake system is abnormal and the service brake brake pedal is depressed, the hydraulic cylinder mechanism is connected to the hydraulic cylinder mechanism by the hydraulic pump. Japanese Patent Application Laid-Open No. Sho 60-2135 discloses a system in which a parking brake is automatically operated instead of a service brake system by supplying hydraulic pressure.
No. 60 has proposed this.

[0006]

However, in the structure disclosed in Japanese Patent Application Laid-Open No. Sho 60-213560, a hydraulic cylinder mechanism and a pipe for supplying a hydraulic pressure from a hydraulic pump to the hydraulic cylinder mechanism are provided exclusively. In addition to this, there is a problem that not only the cost increases but also the possibility of failure increases due to the increase in the number of parts, and the reliability as a safety device is poor. Further, the hydraulic pressure supplied to the hydraulic cylinder mechanism is always fixed. For example, when the vehicle is traveling on a low μ road, the wheels may be locked.

[0007] The present invention has been made in view of such problems, and an object of the present invention is to improve the reliability of a device in which a parking brake is automatically operated when a brake system for a service brake fails. And to enable the driver to control the braking force.

[0008]

According to the present invention, there is provided a service brake system for applying a braking force to each wheel in accordance with the depression of a service brake brake pedal, and at least one of two front and rear wheels. A parking brake, a parking brake link mechanically connected to the parking brake by a wire, and a parking brake link provided on the parking brake link and integrally engageable with the service brake brake pedal in a predetermined state. An electromagnetically driven engagement means, an engagement control means for releasing the electromagnetically driven engagement means when the service brake system is normal, and an engagement state when the service brake system is abnormal, and a parking brake operating direction with respect to the parking brake link. Parking brake hand with engaging projections to engage Braking apparatus for a vehicle and an operating member, taken the configuration of the.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, more specific embodiments of the present invention will be described in detail with reference to the drawings.

This braking device is mounted on a four-wheel vehicle having one wheel at each of the front, rear, left and right sides of the vehicle.

FIG. 1 shows an overall view of an embodiment of the present invention. In FIG. 1, reference numeral 10 denotes a service brake brake pedal (hereinafter, simply referred to as a brake pedal 10). The brake pedal 10 is connected to the master cylinder 12 by a link mechanism, and the depression state of the brake pedal 10 by the driver is reflected as the hydraulic pressure of the master cylinder 12. A reservoir 18 for storing brake fluid is provided at an upper portion of the master cylinder 12, so that the master cylinder 12 is appropriately replenished with brake fluid. In addition, pump 16
Are connected. The discharge port of the pump 16 is connected to a brake actuator 14, which is connected to a wheel cylinder 22 of each wheel 24 and a hydraulic pipe 2.
Connected by 0.

The master cylinder 12 is provided with a master cylinder pressure sensor 32, and an output signal of the master cylinder pressure sensor 32 is supplied to a computer 30 for brake control.
Is input to Each wheel 24 has a wheel speed sensor 34.
The output signal of the wheel speed sensor 34 is also input to the computer 30 for brake control. Further, output signals of a G sensor 36, a yaw rate sensor 38, and the like provided in the vehicle are also input to the brake control computer 30. The computer 30 for brake control calculates the braking force to be applied to each wheel 24 based on these input signals, and controls the brake actuator 14 and the pump 16 based on the calculated braking force. Thereby, the required oil pressure is supplied to the wheel cylinder 22 of each wheel 24 using the pump 16 as a pressure source, the brake device 21 of each wheel 24 is operated, and the necessary braking force is applied to each wheel 24.

Master cylinder 12 and actuator 14
And an open / close valve 28 for shutting off or opening the pipe 26. The computer 30 controls the actuator 14 and the pump 1
6. If an abnormality or the like is detected in any of the sensors 32 to 38, the on-off valve 28 is opened to directly communicate the master cylinder 12 with the wheel cylinders 22 of the respective wheels 24. Power control can be stopped. The opening / closing valve 28 may be provided inside the actuator 14. Further, according to the embodiment of the present invention, an OFF signal is output to the electromagnetically driven engagement means described later when the service brake system has an abnormality including the above-described abnormal state.

On the other hand, parking brakes 4 are provided on the left and right rear wheels.
4 (hereinafter abbreviated as PKB 44) is provided independently of the brake device 21 of the service brake system.
B44 is connected to the parking brake manual operation member 40 via a wire 42. When the parking brake manual operation member 40 is operated by the driver, the operation force is transmitted to the PKB 44 via the wire 42 and the PKB 44 is transmitted.
Operates.

FIG. 2 shows a main part of the first embodiment of the present invention in detail. In the first embodiment, the parking brake manual operation member 40 is configured as a foot pedal (hereinafter, the parking brake manual operation member 40 of the first embodiment is referred to as a PKB pedal 40). The PKB pedal 40 and the brake pedal 10 are provided with holes 62 and 66 in their respective arm portions.
The shaft 60 fixed to the vehicle body is passed through the
The B pedal 40 and the brake pedal 10 are attached to the vehicle body so as to be rotatable about a shaft 60.

The PKB pedal 40 and the brake pedal 1
0 and the parking brake link 50 (hereinafter referred to as PK
Similarly, the PKB link 50 is rotatably provided by a shaft 60 through a hole 64, and a wire 42 is connected to one end of the PKB link 50. The wire 42 is connected to the PKBs 44 of the left and right rear wheels as described above. Also,
The arm of the PKB pedal 40 has an engaging projection 4 which engages with the end of the PKB link 50 opposite to the shaft 60 on the side where the wire is connected when the PKB pedal 40 is depressed.
When the PKB pedal 40 is depressed, the engaging projection 48 engages with the end of the PKB link 50, and rotates the PKB link 50 about the shaft 60. As a result, the wire 42 connected to the end of the PKB link 50 is pulled, and the PKB 44 is operated.

An engagement tooth 47 is provided at the arm end of the PKB pedal 40 so as to mesh with the pin 46. When the PKB pedal 40 is depressed, the engagement tooth 47 is engaged with the pin 46 at an arbitrary depressed position. P due to engagement with 47
The position of the KB pedal 40 is fixed. The pin 46 is connected to a release lever (not shown). When the driver operates the release lever, the pin 46 is pulled out and released from the state of engagement with the engagement teeth 47. PKB4
4 is always urged in the PKB release direction by a spring (not shown), and when the pin 46 is pulled out, the wire 42 is pulled back by the force of the spring, whereby the PKB link 50 rotates and the PKB link 50 The PKB pedal 40 is returned to the initial position by pushing the engagement projection 48 back.

The PKB link 50 is provided with an engagement claw 54 and an electromagnetic solenoid 52 for driving the engagement claw 54. When the electromagnetic solenoid 52 is turned off, the engaging claw 54 projects so that it can engage with an engaging tooth 56 provided at the arm end of the brake pedal 10. The retracted engaging teeth 56 do not mesh with each other.

FIGS. 3 (a), 3 (b) and 3 (c) show the electrical structure of the electromagnetically driven engagement means in more detail. FIG. 3A shows a state in which the driver does not depress the brake pedal 10, and FIG. 3B shows a state in which the driver depresses the brake pedal 10 when the service brake system is normal. FIG. 3C shows the case where the driver operates the brake pedal 1.
This shows a state in which the service brake system becomes abnormal when stepping on "0".

The arm portion of the brake pedal 10 is provided with a brake switch 70 which is turned off when the driver does not step on the brake pedal 10 and turned on when the driver steps on the brake pedal 10. One terminal of the brake switch 70 is provided. Is grounded, and the other terminal is connected to one terminal of the electromagnetic solenoid 52 via a relay 72. The other terminal of the electromagnetic solenoid 52 is directly connected to the battery 74. The relay 72 is connected to the output of the computer 30, and is turned on when an ON signal is input from the computer, and is turned off when an OFF signal is input. If the service brake system is normal and the input signal from the computer 30 is an ON signal as shown in FIG.
2 is turned on, the electromagnetic solenoid 52 is electrically connected to the brake switch 70. At this time, if the brake switch 70 is in the ON state, the current from the battery 74 flows through the electromagnetic solenoid 52, so that the electromagnetic solenoid 52 is turned on.
The state becomes the N state. When the electromagnetic solenoid 52 is turned on, the engaging claw 54 is retracted, and the engaging claw 54 is
It is not engaged with the engagement teeth 56 on the 0 side. Further, as shown in FIG. 3C, even when the brake switch 70 is in the ON state,
When an abnormality occurs in the service brake system and the signal from the computer 30 becomes an OFF signal, the relay 72 is turned off and the brake switch 70 and the electromagnetic solenoid 52 are not conducted. No current flows, and the electromagnetic solenoid 52 is turned off. Thereby, the engaging claw 54
Project and engage with the engagement teeth 56. As described above, in the present embodiment, when the electromagnetic solenoid 52 is in the OFF state, the engaging claw 54 and the engaging teeth 56 are engaged, and the brake pedal 10 and the PKB link 50 are engaged. Therefore, even in the event of an abnormality, such as when the power supply to the service brake system goes down, the brake pedal 10 can be reliably mounted.
And the PKB link 50 can be engaged.

As shown in FIG. 3A, when the driver does not step on the brake pedal 10 and the brake pedal 10 is in the initial position, the brake switch 70
Is in the OFF state. Therefore, at this time, the electromagnetic solenoid 5
Since the current from the battery 74 does not flow through 2 and the electromagnetic solenoid 52 is in the OFF state, the engaging claw 54 protrudes. In this state, the engagement claw 54 and the engagement teeth 56
As shown in the figure, the positional relationship is shifted from each other, and a predetermined interval is provided between the outermost tooth of the engagement teeth 56 and the engagement claw 54. The distance between the engagement teeth 56 and the engagement claws 5 is from the time when the driver starts depressing the brake pedal 10 to the time when the brake switch 70 is turned on.
4 is set to be slightly larger than the amount of relative movement with respect to the engaging claw 5.
The brake switch 70 is surely turned on until the end of the engagement tooth 56 with the engagement tooth 56 contacts. With this configuration, power is not supplied to the electromagnetic solenoid 52 in a state where there is no brake operation by the driver, so that wasteful power consumption can be suppressed and deterioration of the electromagnetic solenoid 52 can be suppressed. In this embodiment, the engaging claw 54, the electromagnetic solenoid 52, the engaging teeth 5
6. The brake switch 70 and the relay 72 constitute the electromagnetically driven engagement means of the present invention.

When the electromagnetic solenoid 52 is in the OFF state and the brake switch 70 is in the ON state, that is, in the state in which the engaging claw 54 and the engaging teeth 56 are engaged, the brake pedal 10 and the PKB link 50 are integrally engaged. It is in a state. Therefore, if the driver depresses the brake pedal 10 at this time, the PKB link 50 rotates integrally with the brake pedal 10 and the wire 42 is thereby pulled, so that the PKB link 50 does not need to depress the PKB pedal 40.
B44 will operate. Also, the PKB pedal 40
The engagement projection 48 provided on the PKB link 50 engages with the PKB link 50 in the operating direction of the PKB pedal 40, that is, the stepping direction, as shown in FIG.
When the PKB pedal 40 is not depressed, the PKB link 50 is free with respect to the PKB pedal 40. Accordingly, after the brake pedal 10 is depressed with the electromagnetic solenoid 52 turned off, the brake pedal 10
Is returned, the PKB link 50 also returns integrally, and the operation of the PKB 44 is released accordingly. That is, in this state, the PKB 44 can be operated via the brake pedal 10 in the same manner as a normal brake pedal operation.

As described above, when the service brake system is normal, the electromagnetically driven engagement means is released and PK
The B link 50 is in a free state with respect to the brake pedal 10, and when the PKB pedal 40 is operated, the PKB link 50 and the PKB pedal 40 are engaged by the engagement projection 48 and function as a normal parking brake. on the other hand,
When the service brake system is abnormal, the electromagnetically driven engagement means is engaged and the brake pedal 10 and the PKB link 50 are integrally engaged, so that when the brake pedal 10 is depressed, the PKB 44 operates. At this time, as described above, the engagement protrusion 48 is engaged in the operation direction of the PKB pedal 40, so that the PKB pedal 40 and the PKB link 50 are free from each other unless the PKB pedal 40 is depressed. In this state, the braking force by the PKB 44 can be controlled by the driver in the same manner as a normal brake pedal operation. Therefore, the driver can perform the braking operation in accordance with the state of the vehicle and the state of the road at that time,
Safer deceleration operation and stop operation can be performed.

As described above, when the service brake system is abnormal, the master cylinder 12 and each wheel 24
In this embodiment, a brake booster is not provided, and the depression force when the brake pedal 10 is depressed is transmitted to the master cylinder 12 as it is. Therefore, it is relatively difficult to generate a large pressure as the master cylinder pressure, and it is difficult to obtain a sufficient braking force only with the subs brake system. In the present invention, when the service brake system is abnormal, a sufficient braking force can be obtained because the PKB 44 is further operated. Furthermore, regardless of whether the system has a brake booster or not, a serious abnormality may occur that makes it impossible even to transmit the hydraulic pressure of the master cylinder 12 to the wheel cylinder 22 of each wheel 24. It is not without gender. According to the present invention, even when such an abnormality occurs, a certain amount of braking force can be obtained by operating the PKB 44,
A complete no-brake state can be reliably avoided.

Next, a second embodiment of the present invention will be described. FIG. 4 shows a main part of the second embodiment of the present invention in detail. In the second embodiment, a member corresponding to the parking brake manual operation member 40 of FIG. 1 is configured in the form of a center floor type lever (hereinafter, the parking brake manual operation member of the second embodiment is referred to as a PKB lever 41). ). The same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

The PKB lever 41 shown in FIG. 4 is disposed between the driver's seat and the passenger seat, and is separated from the brake pedal 10 in position. Therefore, as the members corresponding to the PKB link 50 of the first embodiment, a PKB link A50 disposed adjacent to the brake pedal 10, a PKB link B51 disposed adjacent to the PKB lever 41, and both link members 5
A wire 53 for connecting 0 and 51 is provided.

The PKB link A50 is the PKB of the first embodiment.
Similarly to the KB link 50, the shaft 60 is passed through the hole 64 in the central portion together with the hole 62 in the arm portion of the brake pedal 10, is fixed to the vehicle body by the shaft 60, and is rotatable around the shaft 60. , An electromagnetic solenoid 52 and an engagement claw 54 are provided, and can be integrally engaged with the brake pedal 10 in cooperation with an engagement tooth 56 at an arm end of the brake pedal 10.

On the other hand, the PKB link B51 has a hole 6 at the center.
5 is passed through a shaft 61 together with a hole 66 provided in an arm portion of the PKB lever 41, and is fixed to the vehicle body by the shaft 61. The PKB lever 41 and the PKB link B51 are both rotatable about a shaft 61. A wire 42 is connected to an end of the PKB link B51, and the wire 42 is connected to PKBs 44 of the left and right rear wheels. Normally, the driver pulls up the PKB lever 41 so that the PKB4
4 is activated, but PKB lever 41 has an arm
An engagement protrusion 48 is provided to engage with the shaft 61 of the PKB link B51 in the pulling direction of the KB lever 41 at the end opposite to the side where the wire 42 is connected.
When the B lever 41 is pulled up, the engagement protrusion 48 engages with the PKB link B51, and the PKB link B51 rotates to rotate the wire 4.
2 is pulled, and the PKB 44 operates.
Although a detailed description is omitted, the PKB lever 41 is a PK lever.
It is configured to be fixed at an arbitrary position when the B lever 41 is pulled up. When the release button 45 at the tip of the PKB lever 41 is pressed, the fixed state is released, and PK is released.
The B lever 41 can be returned to the initial position.

The end of the PKB link A50 and the end of the PKB link B51 to which the wire 42 is connected are:
They are connected to each other by a wire 53. As a result, when the service brake system is abnormal, the PKB link A50 and the brake pedal 10 are integrally engaged, and when the brake pedal 10 is depressed, the PKB link A50 rotates, and the wire 53 is pulled and connected to the wire 53. The PKB link B51 rotates, and the PKB link B51
The wire 42 is pulled by the rotation of, and the PKB 44 operates. At this time, as long as the PKB lever 41 is not pulled up, the PKB lever 41 and the PKB link B51 are free from each other. Therefore, as in the first embodiment, the driver applies the braking force of the PKB 44 to the brake pedal 10 as in the first embodiment.
It is possible to control by adjusting the stepping force.

As described above, in the present embodiment, an example of application to a vehicle having a foot pedal type and a center floor type parking brake has been described. However, application to a vehicle having various types of parking brakes such as a walking stick type is also provided. Of course, it is also possible. Various other modifications are also possible for the link mechanism such as the PKB link 50.

[0031]

According to the present invention, by adopting the above-described structure, a very simple structure is obtained by simply adding a simple link mechanism and the above-mentioned electromagnetically driven engagement claw. Also, the decrease in reliability due to an increase in the number of parts is extremely small. Furthermore, the structure that mechanically connects the brake pedal for service brakes to the parking brake has a higher reliability as a safety device than a structure that is connected using a hydraulic mechanism. It is possible to control the braking force in accordance with, and a safer braking operation can be performed.

[Brief description of the drawings]

FIG. 1 is an overall view showing an entire brake system.

FIG. 2 is a detailed configuration diagram showing a first embodiment of the present invention.

FIG. 3 is a detailed configuration diagram illustrating an electrical configuration of an electromagnetically driven engagement unit according to the first embodiment of the present invention.

FIG. 4 is a detailed configuration diagram showing a second embodiment of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 Brake pedal for service brake 21 Brake device for service brake of each wheel 30 Computer (engagement control means) 40 PKB pedal (parking brake manual operation member) 42 Wire 44 PKB (parking brake) 48 Engagement projection 50 PKB link (parking) Brake link) 52 Electromagnetic solenoid 54 Engagement claw 56 Engagement tooth 70 Brake switch 72 Relay 74 Battery

Claims (1)

[Claims] 1. A service brake system for applying a braking force to each wheel according to the depression of a service brake brake pedal, a parking brake provided on at least one of the front and rear wheels, and a mechanically connected wire to the parking brake by a wire. A coupled parking brake link, electromagnetically driven engagement means provided on the parking brake link and capable of integrally engaging the parking brake link and the service brake brake pedal in a predetermined state, and when the service brake system is normal. An engagement control means for disengaging the electromagnetically-driven engagement means and an engagement state in the event of an abnormality; a parking brake manual operation member having an engagement projection for engaging the parking brake link in a parking brake operating direction; , Comprising a vehicle braking device.