JPS5833561A - Anti-locking brake gear for car - Google Patents

Abstract

PURPOSE:To infer the generation of the trouble of a control system, and to make sure the normal functioning of the anti-locking brake gear actually by mounting a trouble diagnostic device to an anti-locking controller. CONSTITUTION:The trouble diagnostic device 35 is connected to an anti-locking control circuit 34, the rate of slip of a wheel 13, aceleration and deceleration, etc. are counted on the basis of pulse signals transmitted from a car-speed detector 27, an electromagnetic actuator 24a is conducted through a pair of transistors T3, T4 mutually connected in series first when braking force to the wheel is too large and the wheel is intended to be locked, and a pressure discharge control valve 24 is brought to a closed state. Accordingly, control oil in a control oil chamber 7 is brought to a hermetically sealed state, and the increase of braking force more than that is inhibited.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides brake gear operation l [fence 1 (A') such as an operation lever.
It consists of a braking force transmission system that transmits the braking force applied to A to the wheels, and an anti-lock control system that can apply hydraulic pressure to this braking force transmission system so as to suppress the braking force,
The anti-lock control system includes at least two electromagnetic control valves for controlling the hydraulic pressure, and when the braking force is too large and the wheels are about to lock, the anti-lock control system controls the opening and closing of the electromagnetic control valves. Chuuugetsu J in which a control hydraulic pressure that opposes the braking force is applied to the brake operating part.
It relates to an anti-lock braking device. When sudden braking is applied to the wheels of a running vehicle, it is difficult for the wheels to normalize their frictional rotation function relative to the road surface, resulting in the possibility of a so-called locked state. For this reason, conventionally, when the braking force is too large and the wheels reach a locking state and are about to lock, the braking force is temporarily suppressed by the control 7. A so-called anti-lock braking device has been developed that restores the mountain braking force when the locking state of the 41-ton wheel disappears by 1vr. In this kind of anti-lock braking system, if the anti-lock control system 1 breaks down, there is a liltal effect of not turning the brakes manually so that the vehicle continues to run while still relying on the anti-lock control system. It is advisable to detect failures in the anti-lock control system promptly and take appropriate measures immediately. The present invention has been proposed in view of the above, and it is possible to quickly detect the occurrence of a failure in the anti-lock control system when a heavy vehicle is running by using an alarm. Ie 1'/l'i whether the system and the alarm are actually functioning properly;
It is assumed that one embodiment of the present invention is provided below with reference to the drawings. First, in FIG. The anti-lock braking device includes a braking force transmission system A and an anti-lock control system B, and the braking force transmission system /1 is configured to provide a braking force to the master cylinder 1 and the brake tire 14 that rotates integrally with the wheels 13. This foil cylinder 15
and an oil passage 12 for transmitting the braking oil pressure generated by the master cylinder 1. A piston 6 defining a braking oil chamber 5 between the rod 4 and the partition wall 2 is fixed to the rod 4'2 which freely extends through the partition wall 2 of the YASTER cylinder 1. A piston 8 defining a control oil chamber 7 between the end wall 3 of the master cylinder 1 and the other side of the partition wall 2 is fixed. Pivot 5 - Pinotons 6 and 6 are pivoted on the branch 9, and are rotated manually or by foot operation.When the lever 10 presses the outer end surface of the rod 4, the pair of pinotons 6 and 8 are rotated, respectively. It moves against the pressing force of the pressing springs installed in the brake oil chamber 5 and the control oil chamber 7, and as a result, the hydraulic oil supplied from the oil tank 11 into the brake oil pressure 5 flows into the control oil chamber 5. The braking oil pressure is pressurized inside the wheel, and the braking oil pressure is transmitted to the wheel cylinder 15 via the oil passage 12. The brake oil pressure is 5 VC. Next, anti-lock control system B will be explained. Hydraulic oil supplied from the oil tank 11 via the oil passage 16 is pressurized by the pump P to generate control oil pressure, and this control oil pressure is transmitted to the pressure accumulator 18 via the check valve 17. Excess oil after being pressurized by the pump P is returned to the oil passage 16 via the nick valve 21. 6- The pressure accumulator 18 is connected to the 1111 group 11 oil chamber 7 through an oil passage 19, a pressure control T111 valve 20, an oil passage 23, and an oil passage 26, and the oil passage 23 is The exhaust pressure control valve 24 is connected to the oil passage 1G via the oil passage 25 and the exhaust pressure control valve 24 is connected to the lj through the oil passage 1G. The exhaust pressure control valve 24 is configured to open when the electromagnetic actuator 20a is energized by the signal sent from the valve 28.
Although it normally remains open, it is configured to close when the electromagnetic actuator 24fZ is energized by a signal sent from the signal processing device 28. In FIGS. 1 and 2, the signal processing device 28 includes an arithmetic control device 34, a fault diagnosis device 35, and an alarm activation device 36, and is supplied with power from a power source E via a power relay 33. It is now working properly. The drive section of the power supply relay 33 is connected to the ignition circuit C of the engine via a normally closed miniature switch 32. While the ignition switch 31 installed in the ignition circuit C is in the cutoff state in steps 1 to 1, the power relay 33 is kept in the cutoff state, but when the ignition switch 31 is placed in the connected state, the power relay 3
3, when power is supplied from the power supply E to the drive section, the power supply relay 33 becomes connected and can send a signal to the signal processing device 28. For example, one terminal is connected to the power source E via the ignition switch 31, and the other terminal is connected to the manual switch 32, the power relay 33, and the alarm activation device θ36. The alarm device 29, such as a false alarm light, is connected after the ignition switch 31 is connected, and the manual switch 32 and power relay 33 are connected normally.
While the system is maintained, it is under the control of the alarm activation device ↑1'' (t36, and once the manual switch 32 is switched from the normal connected state to the emergency shut-off state,
One terminal is connected to the power supply H and the other terminal is grounded, so that the light will not turn on continuously.
I'm kind. A hydraulic pressure operating switch 30 connected to the oil passage 19 detects an abnormality in the control hydraulic pressure accumulated by the pressure accumulator 18, and remains connected as long as the control hydraulic pressure is maintained at the setting level. However, when the control oil pressure becomes less than the set pressure, a cutoff state occurs, and a signal indicating that the control oil pressure has abnormally decreased is sent to the failure diagnosis device 35. The wheel speed detector 27 provided on the wheel 13 is configured to send a pulse signal indicating a value proportional to the circumferential speed of the wheel 130 to the arithmetic and control device 34 . The arithmetic control device 34 uses a known arithmetic circuit to control the wheel 1 based on the pulse signal sent from the wheel speed detector 27.
30 Calculate circumferential speed, slip rate, acceleration/deceleration, etc. 1 Old-2 When the braking force on the wheel 13 is too large and the wheel 13 is about to lock up to 5V, first a pair of transistors T3. The electromagnetic actuator 24/7 is energized through T4 to close the exhaust pressure control valve '24. As a result, the control oil in the control oil chamber 7 is sealed, preventing any further increase in braking force. 4:! Even if the 1-pressure control valve 24 is placed in the closed state, if the relative braking force is still too large for the wheels 13, the arithmetic and control unit 34 switches between a pair of transistors TI connected in series. , T2'! 1' to the electromagnetic actuator 20a to open the pressure control valve 20. As a result, the control oil pressure in the pressure accumulator 18 is introduced into the control oil chamber 7 via the oil passage 19, the pressure control valve 20, and the oil passage 26, and is applied against the braking force. It works like this. Next, the failure diagnosis process of 35 is applied to the failure diagnosis device.
1- Describe an example. First, when starting the engine,
Immediately after the ignition circuit C is closed, that is, the ignition switch 31 is placed in the connected state, the fault diagnosis device 35 causes the arithmetic and control circuit 34 to generate a plurality of pulses/[4Ig] similar control pulse signals. The control pulse signal causes each electromagnetic actuator 20(1, 24(I) to be energized by '+jT1. As a result, the pressure control valve 20 and the exhaust pressure control valve 24 are operated in response to the pseudo control pulse signal, and the control oil is A shock pulse corresponding to the pseudo control pulse signal is not generated in the chamber 7 for a predetermined period of time.
7. ), the reaction force of the operating lever 10 and 17 is felt by the hand or foot, and the anti-lock control system 13. '1! (control valve 20.24 and pressure accumulator 18A)
Confirm that the fr operates normally 17, and at the same time, the ignition switch 31 is placed in the connected state, and the fault diagnosis device 35 immediately activates the alarm activation device 36 for a predetermined period of time, e.g. ~: Sends a command signal to blink the alarm 29 for 3 seconds. This alarm 290 blinks, j r
-, ), The alarm activation device 36 and the alarm 29 are properly made iDl+L, ') Make sure that you can do it with confidence. While the engine is running, that is, when the ignition circuit C is closed: j6
The fault diagnosis for the anti-lock control system H is as follows. In other words, the fault diagnosis device 35
D', :li control device 34, valley electromagnetic actuator 20a. 24a generates a pseudo pulse for fault diagnosis with such a narrow width as to prevent operation.
, T4, 3L and each' electromagnetic actuator 20a. 24 (Diagnose whether or not a failure has occurred by comparing the IvC transmitted signal and 'Ylt'. At this time, the valley transistor T, , 1'2.7', , 7'',
For diagnosing the presence or absence of a failure, each transistor 7',
, T2. By using the pseudo pulse sent to T3 and diagnosing each other for a certain amount of time, it is possible to individually diagnose whether a failure has occurred. In addition, the electromagnetic actuator 20a or the electromagnetic actuator 24 (l's disconnection 'KJrl
- can also be detected immediately using pseudo pulses. In addition, when each electromagnetic actuator 20t, 24 (l) is kept energized for a set time or more, when the voltage of the electromagnetic actuator becomes less than the set voltage, the pressure accumulator 18 and oil line 19 When the control hydraulic pressure reaches the set pressure and disappears, the hydraulic pressure operation switch 30 sends a signal to that effect
When the pulse signal sent from the wheel speed detector 27 is interrupted or an abnormality occurs, the failure diagnosis device 35 determines that a failure has occurred in the anti-lock control system. to decide. When the fault diagnosis device 35 detects that a fault has occurred in any part of the anti-lock control system, the fault diagnosis device 35 immediately sends an anti-lock control signal from the arithmetic and control device 34.
At the same time, the alarm activation device 36 should be made to start blinking the alarm 29. When the driver learned that a failure had occurred in the anti-lock control system when the alarm 29 started flashing, he ordered the manual switch 32 to be cut off, and the signal processing device 28 was disconnected from the power supply, causing the anti-lock control system to shut off. The control system completely stopped functioning, and the alarm 29 started lighting up continuously. By continuously lighting the alarm 29, the driver can continue driving the vehicle with only the braking force transmission system A set to 1, while always being aware of the failure of the anti-lock control system B. As described above, according to the present invention, while the vehicle is running, the occurrence of a failure in the anti-lock control system B can be quickly detected by the alarm from the alarm device 29. Be able to respond to =14-. Also, when starting the engine, brake FV4 made FXB
A=Anti-lock control system II depending on the presence or absence of reaction force to A
7147VC electromagnetic control 1 valve 20.24 wisdom oil rE 1
Whether the alarm 29 and the alarm activation device 36 actually function normally is determined by the presence or absence of an alarm from the alarm 8:29. Since it is possible to easily check whether each function is functioning or not, the driver can easily know in advance if there is an abnormality in each function before driving.

[Brief explanation of the drawing]

FIG. 1 is an overall conceptual explanatory diagram of an anti-lock braking device according to an embodiment of the present invention, and FIG. 2 is a signal system diagram showing an example of an anti-lock control system.

Claims (1)

[Claims] A braking force transmission system (A) that transmits the braking force applied to the brake operating member of the operating lever (10) to the vehicle (13), and a hydraulic pressure applied to this braking force transmission system (, () to suppress the braking force). (1) anti-lock control system (
B), and the anti-lock control system (II)
is the two electromagnetic control valves (2) that control the hydraulic pressure.
0, 24), and when the braking force is too large and the wheels (13) are about to lock, the electromagnetic control valve (20° 24) is controlled to open and close to counteract the braking force. 1llll 4111 In a vehicle anti-lock braking system designed to apply hydraulic pressure, the anti-lock braking system is connected between the anti-lock control system (/j) and the ignition circuit (C) of the engine, and is connected to prevent abnormalities in the control system (IJ). an alarm (29) for notifying the driver; and the anti-lock Hi when the ignition circuit (C) is closed.
If the control system (IJ) is in trouble (If, ': l, the alarm (29) will be activated immediately, and the alarm activation device (3) will be activated.
Immediately after the ignition circuit (?) marked 111■ is closed, the activation device (36) is activated so that the alarm (29) operates for a predetermined period of time, and the brake is operated. A failure diagnosis device (35) controls the opening and closing of the electromagnetic control valve (20, 24) to apply the control hydraulic pressure to the section 4J.
) is an anti-lock braking device for vehicles.