JPS61102359A - Automatic brake system for vehicles - Google Patents

Abstract

PURPOSE:To make a car startable smoothly all the time irrespective of running surroundings, by making a braking device so as to slowly release brake action to the car. CONSTITUTION:An automatic parking brake system 20 is constituted of a parking brake mechanism 10, a motor-operated mechanism 20 driving this brake mechanism and an electric control circuit 30 controlling this motor-operated mechanism 20. The electric control circuit 30 is provided with a throttle sensor 31, a car speed sensor 33, a shift switch 34, a release switch 35 and a microcomputer 30. At a car stoppage state, in cooperation with the throttle sensor 31, when the microcomputer 36 judges that a value of the digital signal produced out of an analog-to-digital converter 32 is theta>0, a rotary motor 21 operates, making an equalizer 15 more to the right, thus parking brakes Wr and Wl are released.

Description

[Detailed description of the invention] [Industrial application field] The present invention relates to an automatic braking system for a vehicle.

[Prior art]

Conventionally, in this type of automatic braking system for vehicles, as disclosed in Japanese Patent Publication No. 49-23537, for example, when the vehicle is stopped, it automatically operates to maintain the braking state of the vehicle, and 2. Description of the Related Art There is an automatic parking brake system that automatically releases the braking state in response to a starting operation when a vehicle starts.

[Problem that the invention seeks to solve]

However, in such an automatic parking parking system, if the starting operation mechanism takes a long time to completely release the braking state, it may be necessary to partially release the braking state when you want to suddenly start the vehicle. Due to the residual state, the vehicle cannot be started smoothly and suddenly, giving the driver a feeling of sluggishness. On the other hand, if the above-mentioned release time is short, for example, when you want to start the vehicle slowly on a downhill slope, the above-mentioned brake state is completely released too quickly, and the speed of the vehicle increases momentarily. It is not possible to give the driver a smooth and slow start feeling.

SUMMARY OF THE INVENTION In order to cope with this problem, the present invention provides an automatic braking system for a vehicle that allows the vehicle to start smoothly at all times regardless of the driving environment.

Means for Solving Problem c] In order to solve the above-mentioned problems, the structural feature of the present invention is to detect when the vehicle has stopped and stop the vehicle, as illustrated in FIG. A stop detection means 1 that generates a detection signal; a start operation detection means 2 that detects when a start operation mechanism of the vehicle is operated and generates a start operation detection signal; and a start operation detection means 2 that generates a driving force in response to the stop detection signal. , this driving force is expressed as above) 8□I'F j* l:l:I (*
% K i u 7 i% 6 Adjustment degree detection means 5 detects the degree of adjustment when the acceleration adjustment mechanism of the vehicle is operated in the system and generates an adjustment degree detection signal; and a first determination when the value of the adjustment degree detection signal is larger than a predetermined adjustment degree. and a discriminating means 6 for generating a second discriminating signal when the signal is small, and the driving force generating means 3 increases the temporal disappearance rate of the driving force in response to the first discriminating signal, The purpose of the present invention is to reduce the temporal disappearance rate of the driving force in response to the 2-discrimination signal.

(Actions and Effects of the Invention) However, by configuring the present invention as described above,
To suddenly start the vehicle (when the acceleration adjustment mechanism is operated, the discrimination means 6 generates a first discrimination signal in cooperation with the adjustment degree detection means 5, and the driving force generation means 3 applies it to the braking means 4). 1. The driving force that is being driven is rapidly dissipated in response to the first discrimination signal, and the braking means 4 rapidly releases the braking action on the vehicle, so that the driver can drive the vehicle without experiencing the above-mentioned sluggish feeling. As a result, a smooth sudden start feeling can be ensured without causing a sudden start.Furthermore, when the acceleration adjustment mechanism is operated to start the vehicle slowly on a downhill slope, for example, the determining means 6
generates a second discrimination signal in cooperation with the adjustment degree detection means 5, and the driving force generation means 3 gradually erases the driving force applied to the braking means 4 in response to the second discrimination signal) Since the braking means 4 gradually releases the braking action on the vehicle, the driver can start the vehicle smoothly and slowly without the above-mentioned discontinuous increase in vehicle speed. It is possible to ensure a gentle starting feeling.

〔Example〕

Hereinafter, a first embodiment of the present invention will be explained with reference to the drawings. Fig. 2 shows an example in which the present invention is applied to an automatic parking brake system for a vehicle equipped with an automatic transmission (not shown). This automatic parking brake system includes a parking brake mechanism 10, an electric mechanism 20 that drives the parking brake mechanism 10, and an electric control circuit 30 that controls the electric mechanism 20. The parking brake mechanism 10 has a parking lever 11, and the parking bar 11 is pivotably supported on the floor near the console box in the i1L interior of the vehicle so as to be tiltable in the vertical direction by a horizontal shaft 11a. has been done.

A horizontal shaft 11a is attached to the base end of the parking lever 11 so that the pulley 12 integrally interlocks with the parking lever 11.
On the other hand, a cylindrical handle 13 is fixed to the tip of the parking lever 11. The handle 13 has a knob 13a.
is a release lever (not shown) that is rotatably attached to the parking lever 11 and is pushed against a coil spring (not shown) provided in the hollow part of the handle 13. is released from the engaging part (not shown) of the bracket fixed to the floor surface. Further, when the knob 13a is opened, the coil spring urges the knob 13a outward, causing the release lever to engage with the retaining portion of the bracket, thereby maintaining the parking lever 11 non-rotatably.

The cable 14a is wound around the outer periphery of the pulley 12, and one end of the cable 14a is connected to a pole 12b fitted inside the metal fitting 12a of the pulley 12, and one end of the cable 14a is connected inside the metal fitting 12a. The other end of 14a is connected to the center of equalizer 15. Accordingly, the cable 14a moves the equalizer 15 to the left in FIG. 2 in response to the rotation of the pulley 12 in the clockwise direction in FIG. Accordingly, the equalizer 15 is allowed to move to the right. The equalizer 15 is connected at both ends to the respective brake shoes of the side rear wheels Wl, Wr of the vehicle through the rear cables 16a, 16b, and by its leftward movement, the equalizer 15 is connected to the brake shoes of the rear wheels Wl, Wr of the vehicle.
a, 16b to the left) pull it towards the other hand, move it to the right''
-1 Permits right movement of both rear cables 7'' 16a and 16b.In addition, both rear vehicles W/, Wr are
6a, 16b to the left, the brakes are braked by the respective brake shoes, and both rear cables 16a, 16b are braked.
The braking is released by each of the brake shoes when the leftward pulling force disappears. Also, in Figure 2, the symbol 1
2c indicates a nut for adjusting the position of the bolt 12b.

The electric mechanism 20 includes a rotary electric motor 21, a reducer 22, and a pulley 23, and the reducer 22 rotates normally (or reversely) in response to the forward rotation (or reversely) of the rotary electric mechanism 21. Worm and forward (or reverse) rotation of this worm
The pulley 23 is integrally and rotatably supported by a rotation shaft 22a of the worm wheel. A cable 14b extending from the equalizer 15 in the same direction as the cable 14a is wound around the outer periphery of the pulley 23 and connected to a part of the pulley 23 at its outer end.

Therefore, the Boo IJ23 rotates in the normal direction, causing the cable 1
4b is wound to pull the equalizer 15 to the left in FIG.

The electric control circuit 30 includes a throttle sensor 31, an A-Dili device 32 connected to the throttle sensor 31,
A microcomputer 36 connected to the vehicle speed sensor 33, the shift switch 34, the release switch 35, the DC power supply B, the ignition switch IG of the vehicle, the A-D converter 32, the vehicle speed sensor 33, the shift switch 34, and the release switch 35. The ignition switch IG generates a closing signal when the ignition switch IG is closed. The throttle sensor 31 detects the opening degree θ of the throttle valve of the vehicle (ie, the depression angle of the accelerator pedal) and generates an analog signal having a level proportional to this. A-D converter 3
2 converts the level of the analog signal from the accelerator sensor 31 into a digital signal and generates a digital signal representing the throttle valve opening θ. Vehicle speed sensor 33 detects the vehicle speed of the vehicle and generates a series of vehicle speed pulses having a frequency proportional to this.

The shift switch 34 closes and generates a shift signal in response to a shift operation of the automatic transmission to a shift position other than the neutral range or parking range, and generates a shift signal when the automatic transmission is shifted to a neutral range or parking range. is opened to eliminate the shift signal. The release switch 35 closes and generates a release signal when the braking by the electric mechanism 20 is released, and opens when the braking force is generated based on the operation of the electric mechanism 20 to eliminate the release signal. The microcomputer 36 is constantly in operation by being supplied with power from the DC power supply B, and repeatedly executes a computer program stored therein in accordance with the flowchart shown in FIG. As mentioned, the rotating electric t
Performs various calculation processes necessary for controlling a21 and the pilot lamp L. By lighting (or extinguishing) the pilot lamp, the microcomputer 36 indicates the execution status (or non-execution status B) of the monitor program.

In this embodiment configured as above, if the ignition switch IG is closed while the vehicle is stopped,
The microcomputer 36 is the ignition switch I
In response to the closing signal from G, the computer program starts running at snap 40 according to the flowchart of FIG. 3, and at step 41 a lighting signal necessary for lighting the pilot lamp L is generated. Then, the pilot lamp L
lights up in response to a lighting signal from the microcomputer 36. Thereby, the driver can visually recognize that the microcomputer 36 has started executing the computer program. When the computer program proceeds to step 42, the microcomputer 36 determines rYESJ based on the closing signal from the ignition switch IC,
In the next step 43, rYESJ is determined based on the absence of a vehicle speed pulse from the vehicle speed sensor 33.

, If the release signal □ is generated from the release switch 35 at the current stage 9, the microcomputer 36 determines rYESJ in step 44, and in step 44a, the normal rotation required for the normal rotation of the rotary motor 21 is performed. A signal is generated for one second (eg, one second). Then, the rotary motor 21 rotates in the normal direction for t seconds in response to the normal rotation signal from the microcomputer 36, and in response, the speed reducer 22
rotates in the normal direction, the pulley 23 rotates in the normal direction, and the cable 14b pulls the equalizer 15 and both rear cables L6a, 16b to the left to put the front and rear wheels Wβ, Wr in a braking state. At this time, it is assumed that the parking lever 11 is braked to the lowest end and releases its braking action on the front and rear wheels WQ, Wr. On the other hand, rYEsJ in step 43
If the release switch 35 does not generate a release signal at the time of determination, the microcomputer 36 immediately determines rNOJ in step 44.

During the repetition of the determination rYESJ in both steps 45 and 46, when the accelerator pedal is depressed and the automatic transmission is shifted to the drive range or reverse range, the I microcomputer 36 performs cooperation with the throttle sensor 31. A- due to work
Based on the value θ〉0 of the digital signal generated from the D converter 32, a determination of “NO” is made in step 45, and step 47
rYE based on the shift signal from the shift switch 34.
sJ and executes the computer program in step 48.
Proceed to. However, if the accelerator pedal is pressed heavily with the intention of causing the vehicle to suddenly start,
In step 48, the microcomputer 36 selects A-
Value of digital signal from D converter 32 θ>Reference opening degree θ
0 is determined as rYEsJ, and in step 48a the first
The duty ratio (100% in this embodiment) is generated as the first reversal signal. However, the reference opening degree θ0 mentioned above is
This corresponds to 1/8 of the full opening degree of the throttle valve and is stored in the microcomputer 36 in advance.

As described above, when the first reversal signal is generated from the microcomputer 36, the rotary electric motor 21 moves to both steps 49 and 48.
During the cyclic operation of step 8, the rotation is reversed after the first duty ratio (corresponding to the value of the normal rotation signal), and in response to this, the reduction gear 2
2 is reversed, both cables 14a, 14b, equalizer 1
5 and both rear cables 16a and 16b move to the right in response to the spring force of the coil springs of the two brake shoes,
The front and rear wheels WA and Wr are released from their respective braking states.
be done. In such a case, the front and rear wheels Wj2. The brake on Wr is released rapidly according to the reverse rotation speed of the rotary electric motor 21 under the first duty ratio C.

The driver can smoothly start the vehicle suddenly, and as a result, the driver can ensure a smooth sudden start feeling. Note that when a release signal is generated from the release switch 35 due to the release of the brakes on the front and rear wheels W1 and Wr, the microcomputer 36 outputs rYE in step 49.
3J, and in step 49a, the electric mechanism 20 is stopped when the first reverse signal disappears.

On the other hand, if the aforementioned accelerator pedal depression is performed with the intention of starting the vehicle slowly, for example, on a downhill slope, the microcomputer 36 causes the A
- Based on the digital signal value θ≦reference opening θ0 from the D converter 32, it is determined as “NO”, and in step 50, based on the disappearance of the release signal from the release switch 35, it is determined as rNOJ, and in step 50a, it is determined as “rNOJ”. A second duty ratio (less than the first duty ratio) is generated as a second reverse signal. Then, the rotary electric motor 21 performs each step 48.50.5.
During the cyclic calculation of 0a, the rotation is reversed based on the value of the second reversal signal from the microcomputer 36 (i.e., the second duty ratio), and in response, the side rear wheels Wll and Wr operate in the same manner as described above. each braking state. In such a case, the brakes on the side rear wheels WE, Wr are gradually released according to the reverse speed of the rotary electric motor 21 under the second duty ratio, that is, the reverse speed lower than the reverse speed under the first duty ratio. As a result, the driver can start the vehicle smoothly and slowly even on a downhill slope, and as a result, the driver can ensure a gentle and smooth start feeling. Incidentally, in the same manner as described above, when a release signal is generated from the release switch 35 due to the release of the brake on the side rear wheel W (1, Wr), rYEsJ is determined in step 50.
Then, in step 49a, the electric mechanism 20 is stopped when the second reversal signal disappears.

During the above-described cyclical calculations in the post-start steps 42 and 43, the level of the vehicle speed pulse from the vehicle speed sensor 33 changes for a predetermined time (for example, the vehicle speed is 1 km) during the stopping process of the vehicle.
When the level of the vehicle speed pulse does not change for more than 1 second), the microcomputer 36 determines that the vehicle is stopped in step 43 and sets the speed pulse to r.
It is determined as YESJ, and the release switch 35 is turned on in step 44.
When a release signal is generated, rY[EsJ is determined, and in step 44a, a forward rotation signal is generated to cause the electric mechanism 20 to rotate forward for t seconds, and the side rear wheels WX are rotated in the same manner as described above.

Wr is placed in a braking state to automatically maintain the stopped state of the vehicle. Next, when the accelerator pedal is released, rYEsJ is determined in step 45, and when the ignition switch IG is opened, the microcomputer 36 determines rNOJ in each step 46 and 42, and step 5
1, it is determined as rNOJ as in step 44,
Then, in step 51b, the power supply to each element of the electric control circuit 3o is cut off, and the execution of the computer program is stopped. This means that it helps reduce unnecessary power consumption. Further, at this time, the pilot lamp L is turned off due to the power supply cutoff. Note that if the determination in step 51 is rYESJ,
The microcomputer 36 rotates the rotating electric motor 21 in the normal direction in step 51a in the same manner as in step 44a, and then cuts off the power supply in step 51b. At this time, since the reduction ratio of the reduction gear 22 is large, the braking force for the vehicle is maintained as it is.

Next, a second embodiment of the present invention will be described with reference to the drawings. FIG. 4 shows an example in which the present invention is applied to an automatic hydraulic brake system for a vehicle having an automatic transmission.
This automatic hydraulic brake system includes a foot brake mechanism 60 and an electric control circuit 70 connected to the foot brake mechanism 60. The fund brake mechanism 60 has a mask cylinder 61, and this mask cylinder 61 converts the hydraulic oil in the reservoir tank 61a into pressure oil in response to the depression of the brake pedal 62 and connects the connecting pipe P.
It is applied to the upstream part of 1. The check valve 63 is interposed in the connecting pipe Pl to allow pressure oil to flow from the upstream part to the downstream part of the connecting pipe P1, and to prevent the pressure oil from flowing from the downstream part to the upstream part of the connecting pipe Pi. prohibited.

Each branch pipe P2 extends from the upstream and downstream parts of the connecting pipe P1. An electromagnetic switching valve 64 is connected between P3, and a fixed throttle 65 is interposed in a branch pipe P4 connected between this electromagnetic switching valve 64 and an intermediate portion of branch pipe P2. When the solenoid 64 is demagnetized, the electromagnetic switching valve 64 switches both limb pipes P2. While allowing communication between P3, the branch pipe P4 is sealed. Further, the electromagnetic switching valve 64 is operated in the first excited state after the solenoid 64 is in the first excited state.
At the switching position, each branch pipe 'P2. P3. P4 are mutually isolated and sealed together, and after the second energized state of the solenoid 64, in its second switching position, branch pipe P2 is sealed and both branch pipes P3. Allow communication between P4. The fixed throttle 65 throttles the flow rate of the pressure oil in the branch pipe P4 by its fixed throttle area. However, the fixed throttle area of the fixed throttle 65 corresponds to the cross-sectional area of the oil passage (excluding the fixed throttle 65) between the reservoir tank 61a and each wheel cylinder.

One of the wheel cylinders 66, 66 (only one wheel cylinder is shown in FIG. 4) provided on each front wheel (or each rear wheel) of the vehicle is connected from the downstream part of the connecting pipe P1 to the connecting pipe P5. The pressure oil is applied to the front wheel (or rear wheel) by applying pressure oil through the connecting pipe P5, and the braking force is applied to the downstream part of the connecting pipe P1, which is connected to the pressure oil in the connecting pipe P5 when the brake pedal 62 is released. Branch pipe P3, electromagnetic switching valve 64, branch pipe P2 (or branch pipe P3, fixed throttle 65, and part of branch pipe P2)
, through the upstream part of the connecting pipe pi and the mask cylinder 61, and is quenched by being returned to the reservoir tank 61a. Note that the other wheel cylinder 66 is connected to the downstream part of the connecting pipe P1 via the connecting pipe P6.
It functions similarly to 6. Additionally, the mask cylinder 61 and a wheel cylinder (not shown) provided at each rear wheel (or each front wheel) are connected via a connecting pipe P7.

The electric control circuit 70 includes the throttle sensor 31, the A-D converter 32, the vehicle speed sensor 33, the shift switch 34, the ignition switch 1G and the DC power supply B of the vehicle, and the A-D converter described in the first embodiment. 32, a microcomputer 71 connected to a vehicle speed sensor 33 and a shift switch 34, and the pyro lamp 71-lamp L described in the first embodiment, and the ignition switch IG is the same as in the first embodiment. generates a closing signal.

The microcomputer 71 is constantly in operation by being supplied with power from the direct current B, and repeatedly executes a computer program stored therein in accordance with the flowchart shown in FIG. Performs various calculation processes necessary for controlling the solenoid 64a of the switching valve 64 and the pilot lamp L.

In this embodiment configured as above, the relevant
It is assumed that one vehicle is in a stopped state under braking by the foot brake mechanism 60 with the brake pedal 62 being depressed. When the ignition switch IC is closed in this state, the microcomputer 71 responds to the closing signal from the ignition switch IG and executes the computer program in step 80 according to the flowchart of FIG.
Execution is started at step 81, and a lighting signal is generated in the same way as in the first embodiment, and in response to this, the pilot lamp L is lit. Thereby, the driver can visually recognize that the microcomputer 71 has started executing the computer program. computer program step 8
In step 2, the microcomputer 71 determines rYESJ based on the closing signal from the ignition switch IG, and in the next step step 83, determines rYESJ based on the absence of a vehicle speed pulse from the vehicle speed sensor 33. Then, in step 83a, a first excitation signal necessary to switch the electromagnetic switching valve 64 to the first switching position is generated, and in response, the electromagnetic switching valve 64 switches the solenoid 64,1 to the first excitation position. Under this condition, communication between both branch pipes P2 and 83 is cut off with branch pipe P4 sealed. This means that the vehicle is in a braking stopped state regardless of whether the brake pedal 62 is depressed.

While repeating the determination of rYEsJ in both steps 84 and 85, if the brake pedal 62 is released, the accelerator pedal of the vehicle is depressed, and the automatic transmission is shifted to the drive range or reverse range, the micro In step 84, the computer 71 calculates [N
OJ is determined, and in step 86, r Y E S J is determined based on the shift signal from the shift switch 34, and the computer program proceeds to step 87.

If the accelerator pedal is depressed with the intention of suddenly starting the vehicle, the microcomputer 71 controls the A-D converter 3 at step 87.
The value θ of the digital signal from 2 > the reference opening θ0 (determined in the same manner as in the first embodiment and stored in advance in the microcomputer 71) is determined to be rYESJ, and the first excitation signal is determined in step 88a. make it disappear.

Then, the electromagnetic switching valve 64 is switched to its original position as the solenoid 64a is demagnetized by the disappearance of the first excitation signal from the microcomputer 71, and both branch pipes P2. Allow communication between P3. Then, each wheel cylinder 66,66 connects the pressure oil inside each of them to a connecting pipe P5. From P6 to the downstream part of the connecting pipe pi, between the branches P3, the electromagnetic switching valve 64, the branch pipe P2, the upstream part of the connecting pipe P1, and the mask cylinder 61 to the reservoir tank 6.
1a to automatically release each braking force. In such a case, the brake release for the wheels each having each wheel cylinder 66 will depend on the recirculation speed of the pressure oil in the oil path (excluding the fixed throttle 65 and the connecting pipe P4) between the reservoir tank 61a and each wheel cylinder 66. Since this is done quickly and completely, the driver can smoothly and suddenly start the vehicle, and as a result, the driver can ensure a smooth sudden start feeling.

On the other hand, if the aforementioned accelerator pedal depression is performed with the intention of starting the vehicle slowly, such as on a downhill slope, the microcomputer 71 in step 87
- Based on the value θ of the digital signal from the D converter 32 ≦ the reference opening θ0, it is determined that it is rNOJ, and in step 88
”, and in step 88b, a second excitation signal necessary to switch the electromagnetic switching valve 64 to the second switching position is generated. Then, during the cyclic calculation of each step 87, 88, 88b, the electromagnetic switching valve 64 is controlled by the microcomputer 7.
After a second energization state of solenoid 64a responsive to a second energization signal from P3 . Allow communication between P4.

Then, each wheel cylinder 66,66 transfers the pressure oil inside each of them to each connecting pipe P5. P6 to the downstream part of the connecting pipe P1, the branch pipe P3. Solenoid switching valve 64° branch pipe P4. Fixed throttle 659 Part of branch pipe P2.

Each braking force is automatically released by flowing back into the reservoir tank 61a through the upstream portion of the connecting pipe P1 and the mask cylinder 61. In such a case, the brakes on the wheels each having each wheel cylinder 66 are released slowly according to the recirculation speed of the pressure oil passing through the fixed throttle 65, so that the driver can smoothly drive the vehicle even on a downhill slope. The vehicle can be started, and as a result, a smooth and slow start feeling can be ensured. Note that the time after the generation of the second excitation signal in step 88b is expressed as seconds (
For example, after 1 second) has elapsed, the microcomputer 71
is determined to be l'-YESJ in step 88, and in step 88a, the solenoid 64a is turned off due to the disappearance of the second excitation signal.
By degaussing, the electromagnetic switching valve 64 is switched to its original position to seal the branch pipe P4, and both branch pipes P2. Allow communication between P3.

During the above-mentioned cyclic calculation in the after-start steps 82 and 83, the brake pedal 6 is pressed to stop the vehicle.
2, the mask cylinder 61 converts the hydraulic oil in the reservoir tank 61a into pressure oil, and this pressure oil is passed through the electromagnetic switching valve 64, the connecting pipe P1, and the check valve 63 to each connecting pipe P5.
P6 is applied to each wheel cylinder 66, 66, and also applied to other wheel cylinders (not shown) through a connecting pipe P7 to bring the vehicle to a braking stop.

At this time, as in the case of the first embodiment, when the level of the vehicle speed pulse from the t-speed sensor 33 does not change for more than the predetermined time, the microcomputer 71 determines rYEsJ in step 83, and in step 84 rYEsJ is determined when the accelerator pedal is released. After that, when the ignition switch IG is opened, the microcomputer 71 outputs "NO" at each step 85 and 82.
”, and in step 82a the electric control circuit 30
The power supply to each element is cut off, and the execution of the computer program is stopped. This means that it helps reduce unnecessary power consumption. Further, at this time, the pilot lamp L is turned off due to the power supply cutoff. Note that, instead of pressing the brake pedal 62, the vehicle is brought to a stopped state by manual operation of a parking brake mechanism (not shown) of the vehicle.

In each of the embodiments described above, a single reference opening degree θ0 was used for determination in each step 48.87, but instead of this, a plurality of reference opening degrees θ1. θ2. ...
If this is adopted and the determination is made in multiple stages based on each of these reference opening degrees, smooth starting operation of the vehicle can be realized in even more detail.

Furthermore, in the first embodiment, the parking lever 1
Although an example has been described in which the present invention is applied to the parking brake mechanism 10 having a parking brake mechanism 10, the present invention is not limited thereto, and may be applied to, for example, a pedal-type or steel-type parking brake mechanism.

Further, in the first embodiment, the rotary electric motor 21 is used as the drive source, but instead of this, a positive or negative pneumatic pressure source, a hydraulic pressure source, or the like may be used as the drive source.

[Brief explanation of drawings]

FIG. 1 is a diagram corresponding to the configuration of the invention described in the claims, FIG. 2 is an overall configuration diagram showing the first embodiment of the invention,
3 is a flowchart showing the operation of the microcomputer in FIG. 2, FIG. 4 is an overall configuration diagram showing the second embodiment of the present invention, and FIG. 5 is a flowchart showing the operation of the microcomputer in FIG. 4. be. Explanation of symbols ■...Ignition switch, 10...Parking brake mechanism, 20...Electric mechanism. 21... Rotating electric motor, 30.70... Electric control circuit, 31... Throttle, sensor, 33... Vehicle speed sensor, 34... Shift switch, 35... Release switch.
7chi, 36.71...microcomputer, 60.
...Foot brake mechanism. 64...Solenoid switching valve.

Claims (1)

[Claims] stop detection means that detects when the vehicle has stopped and generates a stop detection signal; start operation detection means that detects when a start operation mechanism of the vehicle is operated and generates a start operation detection signal; and the stop detection means. Generates driving force according to the signal,
a driving force generating means for extinguishing the driving force in response to the starting operation detection signal; and a driving force generating means for braking the vehicle in accordance with the driving force;
In an automatic braking system equipped with a braking means that releases this braking in response to disappearance of the driving force, when the acceleration adjustment mechanism of the vehicle is operated, the adjustment degree is detected and generated as an adjustment degree detection signal. a detection means and a determination means for generating a first determination signal when the value of the adjustment degree detection signal is larger than a predetermined adjustment degree and generating a second determination signal when the value is smaller than the predetermined adjustment degree;
An automatic brake for a vehicle, characterized in that the temporal extinction rate of the driving force is increased in response to a discrimination signal, and the temporal extinction rate of the driving force is decreased in response to the second discrimination signal. system.