JPS6261866A - Automatic brake system for vehicle - Google Patents

Abstract

PURPOSE:To prevent erroneous start during the time when an operator gets off a vehicle by stopping production of an output signal to driving force producing means for releasing brake upon elapse of predetermined time after production of a cabin door open detection signal. CONSTITUTION:A motor mechanism 20 for driving a parking brake mechanism 10 is comprising a rotary motor 21, a deceleration gear 22 and a pulley 23 where a microcomputer 37 will execute operations necessary for control of the rotary motor 21 and a pilot lamp L. An operator door switch 38 will produce a cabin door open signal to open upon closing of the cabin door thus to extinct said cabin door open signal. Upon opening of cabin door, brake function against the vehicle based on the function of the motor mechanism 20 is held under operation of the microcomputer 37 and when incorporating decision of the reset signal of a reset switch 39, starting only through an accelerator pedal is disabled when the operator is getting off.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automatic braking system for a vehicle that automatically controls braking force when stopping and starting.

[Background of the invention]

In this type of automatic braking system, the brake is released by detecting a shift position and a starting operation mechanism such as depression of an accelerator pedal or a clutch pedal at the time of starting. Here, for example, as disclosed in Japanese Patent Application Laid-Open No. 59-140150, a fuel safety system has been implemented to prevent an erroneous start after the engine is stopped, but no consideration has been given to prevent an erroneous start while the engine is starting. . In particular, if the accelerator is stepped on due to a child's mischief when the Drai-eight gets out of the car while the engine is still in the driving range, there is a possibility that the car will start off easily because of the automatic braking system. Therefore, there is a need for a system and control algorithm that takes into account fuel safety against erroneous starting while the vehicle is stopped, especially when the driver is getting out of the vehicle.

[Summary of the structure of the invention]

In order to solve such problems, the present invention provides stop detection means that detects when the vehicle has stopped and generates a stop detection signal, and detects when the start operation mechanism of the vehicle is operated and generates a start operation detection signal. a start operation detection means for generating and extinguishing an output signal according to the stop detection signal and the start operation detection signal; and a driving force generation means for generating and extinguishing a driving force according to the output signal. and a braking means for braking and releasing the brakes on a vehicle using the driving force, the driver's door opening detecting when the driver's door is opened and generating a driver's door opening detection signal. A detection means is provided so that the output signal generation means does not generate an output signal to the driving force generation means for releasing the brake after a predetermined period of time has elapsed from generation of the driver's door open detection signal. The characteristics of .

[Operation and Effect] According to the present invention, the open state of the driver's door is detected,
The brakes are automatically released when the accelerator is pressed for a few seconds after the door is opened, and after that the brakes are not released even if the accelerator is pressed. Therefore, erroneous starting while the driver is getting off the vehicle is prevented. Furthermore, since driving while backing up while checking the rear with the door open generally starts within a few seconds after the door is opened, such driving is also possible.

〔Example〕

Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 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.
is pivotally supported on a floor surface near the console box in the cabin of the vehicle by a horizontal shaft 11a so as to be tiltable in the vertical direction.

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 pushed into the hollow part of the handle 13 against a coil spring (not shown) (provided in the hollow part of the handle 13) to move a release lever (not shown) rotatably attached to the parking lever 11. The bracket is separated from the engaging part (not shown) that is fixed to the floor surface. Furthermore, 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 unrotatable.

The cable 14a is wound around the outer circumference of the pulley 12, and one end of the cable 14a is connected to a bolt 12b fitted inside the metal fitting 12a of the pulley 12, while the cable 14a The other end is connected to the center of the 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 each of the rear wheels WZ and Wr of the vehicle through the rear cables 16a and 15b, and its leftward movement causes the rear cables 16 to
a, 16b to the left, while their rightward movement allows rightward movement of both rear cables 16a, 16b. Note that both rear vehicles Wl and Wr are braked by the respective brake shoes in response to the leftward pulling force of both rear cables 16a and 16b, and the leftward pulling force of both rear cables 16a and 16b disappears. The braking is originally released by each of the brake shoes. In addition, in Fig. 2, the code 12c is pol)
The position adjustment nut 12b is shown.

The electric mechanism 20 includes a rotary electric motor 21, a reducer 22, and a pulley 23. The reducer 22 is a worm that rotates normally (or reversely) in response to the forwardly (or reversely) rotation of the rotary electric motor 21. and a worm wheel that rotates in the normal (or reverse) direction in response to the normal (or reverse) rotation of the worm.
3 are pivotally supported integrally so that they can rotate. A cable 14b extending from the equalizer 15 in the same direction as the cable 14a is wound around the outer periphery of the boot 1J23 and connected to a part of the pulley 23 at its outer end.

Therefore, the pulley 23 rotates in the normal direction, causing the cable 14 to
b is wound and pulled to the left of the equalizer 15 in FIG.

The electric control circuit 30 includes a vehicle speed sensor 31, both shift switches 32 and 33, an accelerator switch 34, a brake switch 35, a release switch 36, a door opening switch 38, a reset switch 39, a DC type tAB, and the Vehicle ignition switch IG and each switch 3
The ignition switch IG generates a closing signal when the ignition switch IG is closed. Vehicle speed sensor 31 detects the vehicle speed of the vehicle and generates a series of vehicle speed pulses having a frequency proportional to this. The shift switch 32 closes and generates a first shift signal in response to a shift operation of the automatic transmission to a drive range or a reverse range,
The first shift signal is opened in response to a shift operation of the automatic transmission to a neutral range or a parking range.

The shift switch 33 closes in response to a shift operation of the automatic transmission to a reverse range and generates a second shift signal, and opens in response to a shift operation of the automatic transmission to a shift position other than the reverse range. and eliminates the second shift signal. The accelerator switch 34 closes in response to depression of the accelerator pedal of the vehicle to generate an accelerator signal, and opens in response to release of the accelerator pedal to eliminate the accelerator signal. The brake switch 35 closes and generates a brake signal in response to depression of the foot brake pedal of the vehicle, and opens and disappears this brake signal when the foot brake pedal returns. The release switch 36 is closed to generate a release signal when the braking by the electric mechanism 20 is released, and is opened to eliminate the release signal when a braking force is generated based on the operation of the electric mechanism 20. The driver's door switch 38 closes in response to opening of the driver's door of the vehicle, generates a driver's door open signal, and opens when the driver's door closes to eliminate the driver's door open signal. let The reset switch 39 generates a recent signal when operated by a driver. Note that the switches 32 to 36 and 38 to 39 are both of a normally open type.

The microcomputer 37 is constantly in operation by being supplied with power from the DC type tXB, and repeatedly executes a computer program stored therein in accordance with the flowchart shown in FIG. As stated above, various calculation processes necessary for controlling the rotary electric motor 21, pyro, and playing card L are performed. The pilot lamp L is turned on (or turned off) to indicate the execution state (or non-execution state) of the computer program by the microcomputer 37. Display.

In this embodiment configured as above, if the ignition switch IG is closed while the vehicle is stopped,
Microcomputer 37 is ignition switch I
In response to the closing signal from C, the computer program starts executing in step 40 according to the flowchart of FIG. Then, the pilot lamp L lights up in response to the lighting signal from the microcomputer 37. Thereby, the driver can visually recognize that the microcomputer 37 has started executing the computer program. When the computer program proceeds to step 42, the microcomputer 37 determines rYBsJ based on the closing signal from the ignition switch IC, and in the next step 43 determines rYESJ based on the absence of a vehicle speed pulse from the vehicle speed sensor 31. .

At this stage, if a release signal is generated from the release switch 36, the microcomputer 37 determines rYEsJ in step 44, and in step 44a, the normal rotation signal necessary for normal rotation of the rotary motor 21 is also output for 1 second ( For example, 1 second). Then, the rotary motor 21 rotates in the normal direction for t1 seconds in response to the normal rotation signal from the microcomputer 37.
In response to this, the reducer 22 rotates forward, the pulley 23 rotates forward, and the cable 14b pulls the equalizer 15 and both rear cables 15a, 16b to the left, thereby pulling both rear wheels WJ! ,
Put Wr in braking state. At this time, parking lever 1
1 is tilted to the lowest end, and the braking action on both rear wheels Wl and Wr is released. On the other hand, if the release switch 36 does not generate a release signal when determining rYEsJ in step 43, the microcomputer 37 immediately determines rNOJ in step 44.

During the cyclic calculations in steps 45.4B, 49, and 50.46, for example, if the driver opens the driver's door and gets out of the vehicle with the engine still running and the shift position operated to allow driving, the microcomputer 3
7 is determined to be rYESJ or rNOJ based on the first shift signal generated from the shift switch 32 in step 45, and in the case of rNOJ, the process proceeds to step 48 and rYE
In the case of sJ, at step 47, the accelerator switch 34 is
Based on the disappearance of the accelerator signal from the
At step 48, based on the driver's door open signal generated from the driver's door switch 38, it is determined as "YESJ".

Therefore, when t2 seconds (for example, 10 seconds) elapse after the driver's door open signal is generated from the driver's door switch 38,
Microcomputer 37 answers rYES at step 49.
The microcomputer 37 determines that it is rNOJ and waits until a cent signal is generated from the reset switch 39 operated by the driver in step 50. After that, if a reset signal is generated, [
If YESJ is determined and a closing signal is generated, the process returns to the cyclic calculation from step 45.

In the above description, if an accelerator signal is generated from the accelerator switch 34 due to depression of the accelerator pedal in step 47, it is determined as rYEsJ, and the process proceeds to step 50a.
A reversal signal necessary for reversing the rotary electric motor 21 is generated.

Then, during the cyclic calculations in both steps 51 and 502, the rotary electric motor 21 is reversed in response to a reverse rotation signal from the microcomputer 37, and in response, the speed reducer 22 is reversed, and both cables 14a.

14b, equalizer 15 and both rear cables 16a, 1
6b moves to the right under the repulsive action of the coil springs of both brake shoes, and both rear vehicles move WX.

Release the braking action on Wr. Next, when a release signal is generated from the release switch 36, the microcomputer 37 determines rYEsJ in step 51, stops the electric mechanism 20 by eliminating the reverse rotation signal in step 51a, and returns to step 42.

In other words, each step 45.4B, 40.50.46
When the driver's door is opened by releasing the accelerator pedal during the cyclic calculation, the microcomputer 37 performs a braking operation on the vehicle based on the operation of the electric mechanism 20 at each step 45, 47, 48, 49, . 50, each step 50a, 51 .
It is not automatically released in response to the reversal action of the electric mechanism 20 at 51a. That is, by incorporating the determination of the reset signal of the reset switch 39 by the operation of the driver in step 50, it is possible to prohibit starting using only the accelerator pedal while the driver is getting off the vehicle, and to prevent erroneous starting while the driver is getting off the vehicle.

In the above explanation of the operation, in step 48L, the trowel is r
The determination in step 49 will repeatedly become rNOJ until tlo seconds have elapsed after determining YESJ. Due to the prohibition of transition to the step of the computer program before the elapse of time, if rYEsJ is determined in both steps 45 and 47, it is possible to cancel the braking operation by reversing the rotary electric motor 21. In addition, in the above explanation of the operation, the steering knob 48 to
If the determination at 50 is rNOJ, the microcomputer 37 prohibits the computer program from proceeding beyond 50a, so that a situation where the rotating electric motor 21 is erroneously reversed will not occur. Also, both steps 50 and 520 circular operations are repeated after no reset signal is generated from the reset switch 39 and after a closing signal is generated from the ignition switch IG.

Further, during the above-described cyclic calculation of both steps 50 and 52, if the ignition switch fG is set to An, the microcomputer 37 will be activated at each step 52 and 42.
At step 54, it is determined to be rNOJ based on the disappearance of the closing signal from the ignition switch IG, and at step 54, it is determined to be rYEsJ based on the release signal from the release switch 36, and at step 54a, due to the generation of a normal rotation signal for t1 seconds. The electric mechanism 20 is rotated forward and both rear wheels Wj are rotated in the same manner as described above.
! , Wr under braking to maintain the stopped state of the vehicle. After that, the micro combinator 37 performs step 54.
At step b, power supply to each element of the electric control circuit 30 is cut off, and execution of the computer program is stopped.

This means that unnecessary power consumption in the electrical control circuit 30 can be reduced. Note that the pilot lamp L goes out due to the power supply cutoff. Furthermore, although the rotating electric motor 21 stops due to the power supply cutoff described above,
Since the speed reducer 22 disables reverse rotation from the pulley 23 side based on its speed reduction ratio, the braking force for the vehicle is maintained as is.

In addition, each of the above steps 45, 48, 49, 50.46
During the cyclic calculation in step 45, when the automatic transmission is shifted to the drive range (or reverse range) and the accelerator pedal is depressed, the micro combiator 37 shifts the first signal from the shift switch 32 in step 45. rYEsJ based on the shift signal, and in step 47 it is determined as rYEsJ based on the accelerator signal from the accelerator switch 34, and each step 50
Based on the calculations in a and 51.51a, the electric mechanism 20 is reversed in the same manner as described above to release the vehicle from its braking state. Thereby, the vehicle can be smoothly started forward (or started backward).

Next, a second embodiment of the present invention will be described with reference to the drawings. FIG. 3 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 motor connected to the foot brake mechanism 60.
control circuit 70. The foot brake mechanism 60 has a mask cylinder 61, and when the foot brake mechanism 62 is depressed, the mask cylinder 61 converts the hydraulic oil in the reservoir tank 61a into pressure oil and applies it to the upstream portion of the connecting pipe P1. do. The check valve 63 is connected to the connecting pipe PI
It is interposed therein to allow pressure oil to flow from the upstream part to the downstream part of the connecting pipe P1, and to prohibit the pressure oil from flowing from the downstream pipe to the upstream pipe of the connecting pipe PL.

Each branch pipe P2 extends from the upstream and downstream parts of the connecting pipe P1. A normally open solenoid valve 64 is connected between P3, and this solenoid valve 64 maintains an open state when the solenoid 64a is demagnetized, and the rebranch pipe P2. Communication is allowed between the upstream and downstream parts of the connecting pipe P1 that meet P3, and this communication is closed and cut off by energizing the solenoid 64a. Wheel cylinders 65 and 66 (wheel cylinders 65 and 65 in Fig. 3) provided on each front wheel (or each rear wheel) of the vehicle
(only shown), the wheel cylinder 65 is connected to the connecting pipe P.
It operates by receiving pressure oil through the connecting pipe P4 from the downstream part of the brake pedal 1, and applies braking force to the front wheel (or each rear wheel). Downstream part of pressure oil connection pipe P1, branch pipe P3, solenoid valve 64
, the branch pipe P2, the upstream part of the connecting pipe P1, and the mask cylinder 61 to be refluxed to the reservoir tank 61a. Note that the wheel cylinder 66 is connected to the downstream part of the connecting pipe PI via the connecting pipe P5.
It functions similarly to 5. Further, the mask cylinder 61 and a wheel cylinder (not shown) provided at each rear wheel (or front wheel) are connected via a connecting pipe P6.

The electric control circuit 70 includes the vehicle speed sensor 31, both shift switches 32 and 33, the accelerator switch 34, the brake switch 35, the door opening switch 38, the reset switch 39, and the direct current of the vehicle described in the first embodiment. It is equipped with a power supply B, an ignition switch SG, a microcomputer 71 connected to a vehicle speed sensor 31 and each switch 32 to 35 and 38 to 39, and a pilot lamp L described in the first embodiment, and an ignition switch IG. produces a closed signal as in the first embodiment. The microcomputer 71 is always in operation by being supplied with power from the DC power supply B, and executes the modified computer program stored in advance in accordance with the flowchart shown in FIG. 4 (a partially modified version of the flowchart in FIG. 2). The solenoid 64 of the electromagnetic valve 64
performs various arithmetic processing necessary to control a and the pilot lamp L.

In this embodiment configured as described above, it is assumed that the vehicle is stopped under braking by the foot brake mechanism 60 when the foot brake pedal 62 is depressed. In this state, the changed computer program is transferred to the microcomputer 7 by opening the ignition switch IC.
When the process proceeds to step 43 in the same way as in the first embodiment according to the flowchart in FIG. generates an excitation signal necessary to excite the solenoid 64a of the solenoid valve 64, and in response, the solenoid valve 64 activates the solenoid 64a.
is closed by excitation of both branch pipes P2. Cut off communication with P3. This means that the braking oil pressure of both wheel cylinders 65, 66 is maintained regardless of when the foot brake pedal 62 is depressed, and the braked stopped state of the vehicle is maintained.

During the cyclic calculations in steps 45.48, 49, and 50.46, for example, if the driver opens the driver's door and gets out of the vehicle while leaving the engine running and operating the shift position to allow driving, the microcomputer 7
1 determines rYEsJ or "NO" based on the first shift signal generated from the shift switch 32 in step 45, and in the case of "NO", proceeds to step 48, and rYEs
In the case of J, in step 47, it is determined to be rNOJ based on the disappearance of the accelerator signal from the accelerator switch 34, and in step 48, based on the driver's door opening signal generated from the driver's door switch 38, it is determined to be ``YESJ''. do.

Therefore, when t2 seconds (for example, 10 seconds) elapse after the driver's door open signal is generated from the driver's door switch 38,
The microcomputer 71 answers rYES in step 49.
The microcomputer 71 determines "NO" and waits until a reset signal is generated from the reset switch 39 operated by the driver in step 50. After that, if a reset signal is generated, rY
ES" and a closing signal is generated, step 45
Return to the circular operation from .

In the above description, if an accelerator signal is generated from the accelerator switch 34 due to depression of the accelerator pedal in step 47, it is determined as rYEsJ, and step 50b
The excitation signal is extinguished at .

Then, the solenoid valve 64 is opened by demagnetizing the solenoid 64a as the excitation signal from the microcomputer 71 disappears, and both branch pipes P2. Allows communication of P3. Therefore, when the foot brake pedal 62 is released, each wheel cylinder 65, 66 releases the pressure oil in its respective connecting pipe P4. Each braking force can be released by flowing back from P5 into the reservoir tank 61a through the downstream part of the connecting pipe P1, the branch pipe P3, the solenoid valve 64, the branch pipe P2, the upstream part of the connecting pipe P1, and the mask cylinder 61. , return to step 42.

In other words, each step 45, 48, 49, 50.46
When the door of the driver's seat is opened with the release of the accelerator pedal during the cycle calculation, the braking oil pressure holding action by the solenoid valve 64 changes to pass through each step 45, 47, 48, 49, 50 of the microcomputer 71. It is held under the calculation of the program and is not automatically released in response to the opening of the solenoid valve 64 in step 50b.

That is, by incorporating the determination of the reset signal of the reset switch 39 by the driver's operation in step 50, it is possible to prohibit starting using only the accelerator pedal while the driver is getting off the vehicle, and to prevent erroneous starting while the driver is getting off the vehicle.

Further, both steps 50 and 52 are repeated after the reset signal is not generated from the beam set switch 39 and the closing signal is generated from the ignition switch IG. It is repeated after each occurrence during this cyclic operation. During this cyclic calculation, when the ignition switch IG is opened, the microcomputer 71 starts each step 52.
At step 42, it is sequentially determined to be rNOJ, and at step 54b, the power supply to each element of the electric control circuit 70 is cut off and execution of the modified computer program is stopped. This means that unnecessary power consumption in the electrical control circuit 70 can be reduced. Note that, instead of pressing the foot brake pedal 62, the vehicle is brought to a stopped state by manual operation of a parking brake mechanism (not shown) of the vehicle. Further, other effects are substantially the same as those of the first embodiment.

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 the present invention may be applied to, for example, a pedal-type or stick-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 an overall configuration diagram showing a first embodiment of the present invention, FIG. 2 is a flowchart showing the operation of the microcomputer in FIG. 1, and FIG. 3 is an overall configuration diagram showing a second embodiment of the invention. FIG. 4 is a flowchart showing the operation of the microcomputer in FIG. 3. IG...Ignition switch, 10...Parking brake mechanism, 20...Drive mechanism, 30.
70... Electric control circuit, 31... Vehicle speed sensor,
32. 33... Shift switch, 34... Accelerator switch, 35... Plaque inch, 38...
door release switch. 37.71... Microcomputer, 60... Foot brake mechanism, 64... Solenoid 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. output signal generating means for generating and extinguishing an output signal in response to a signal and the starting operation detection signal; a driving force generating means for generating and extinguishing a driving force in accordance with the output signal; In an automatic braking system comprising a braking means for releasing the brake, a driver's door opening detecting means detects when the driver's door is opened and generates a driver's door opening detection signal, and the output signal generating means An automatic braking system for a vehicle, characterized in that the output signal to the driving force generating means for releasing the brake is not generated after a predetermined period of time has elapsed from generation of the driver's door open detection signal.