JPS6330594Y2 - - Google Patents

Description

[Detailed Description of the Invention] This invention relates to a braking control device for an automobile.

Easier driving when starting a car on a hill, etc.
Preventing the vehicle from jumping out and colliding with the vehicle in front, resulting in a double collision if the vehicle is rear-ended while stopped.
It is troublesome to operate the handbrake or keep pressing the brake pedal in order to prevent the torque converter vehicle from moving forward due to the creep phenomenon. As a means for solving this inconvenience, a vehicle brake control device is known which has a brake pedal restraining means for fixing the brake pedal of the vehicle at an arbitrary depression position. In such a vehicle braking control device, it is dangerous if the brake pedal restraint means is activated while the vehicle is running and the brake remains applied, so a rotation detection means is provided to detect the rotation of the wheel. A safety measure was provided to prevent the locking operation from operating during rotation.

However, the above-mentioned safety measures cannot guarantee safety while driving on a highway. Particularly when driving at high speeds in the rain, a film of water (hydroplaning) forms between the vehicle's wheels and the road surface, and the frictional resistance with the road surface is extremely reduced. As a result, when you apply the brakes, the wheels lock up, causing you to continue driving without skidding.

Therefore, in an automobile equipped with the above-mentioned known brake control device, if a water film phenomenon occurs and the wheels remain locked due to brake operation while driving, this state is maintained by the restraint means of the brake control device itself. ,
This is an extremely dangerous situation. In order to avoid such a danger, it is preferable to cut off the power supply circuit so that the restraining means does not operate during high-speed running.

In view of the above, the purpose of this invention is to propose an improved brake control device that can prevent such dangers.

That is, this invention provides a circuit breaker 46 that maintains the cut-off state or the energized state by itself when operated in the cut-off state or the energized state in a vehicle having a brake pedal restraint means that fixes the brake pedal at an arbitrary depression position. A micro switch 69 is inserted into the power supply circuit of the restraint means, and a micro switch 69 is separately activated by pressing the accelerator pedal to turn on the circuit breaker, and a micro switch 69 is operated to turn on the circuit breaker by detecting a high speed of the vehicle above a certain level. The device is characterized in that it is provided with a high-speed detection means that operates to a cut-off state.

Next, embodiments of the drawings will be described. The drawing shows an example of a torque converter vehicle.

In Figures 1 to 4, 1 is a brake pedal that can swing around a bolt 2, 3 is a steering post, 4 is a spring for returning the brake pedal, and 5 is a stop switch engaged with the brake pedal to brake the brake pedal. When the pedal is depressed, it is activated and lights up a stop lamp (not shown).

A cylinder 6 is attached to an L-shaped metal fitting 8 welded to a mounting metal fitting 7 fixed to the steering post 3, and one end of the cylinder is connected to the metal fitting 8 via a pin 9. The base of a fork-shaped connecting member 12, whose prongs are fitted onto the brake pedal 1, is fixed with a screw to the front end (right end in FIG. 1) of the rod 11 of the piston 10, which is arranged so as to be able to slide inside the cylinder 6. There is. Numeral 13 is a nut for preventing the connection between the rod 11 and the connecting member 12 from loosening. At the front end of the connecting member 12 is a switch 1 whose contacts close when the brake pedal 1 is slightly depressed.
4 is installed.

5 and 6 show the relationship between this switch 14 and the brake pedal 1. FIG. A prong of the connecting member 12 is fitted into the brake pedal 1, and a metal plate 15 is slidably fitted to the open end of the prong.

Further, a box-shaped member 16 made of rubber is fitted into the connecting member 12, facing the metal plate 15. Box-shaped member 1
6 has the shape of a box without a lid, and is covered with a metal plate 15. Moreover, the box-shaped member 16
The side surface 16a is thin and flexible. 17 is a rivet-like contact 14b on the metal plate 15.
The cover is fixed in place.

The box-shaped member 16 is held in place by a nut 18 that is threaded onto the opposite ends of the connecting member 12 so as not to come off. Reference numeral 14a is a rivet-like contact fixed to the center of the bottom of the box-shaped member 16, and together with the contact 14b, constitutes the switch 14. The contact 14a is connected to the collector of the transistor shown in FIG. 9 by a wire 19. Reference numeral 20 denotes a spring that always biases both contacts 14a and 14b in the direction of separating them. The connecting member 12 is connected by another spring (not shown).
It is always pulled to the left in the figure, and the left end of the contact 14b or the cover 17 is usually in contact with the front end of the arm of the brake pedal 1 (the right end in the figure).

The spring 20 and the elasticity of the side surface 16a of the box-shaped member 16 cause the contacts 14a and 14b to come into contact when the brake pedal 1 is slightly moved in the direction of depression, but when the brake pedal 1 is released even slightly, both the contacts 14a and 14b separate. It is determined to have such strength. This relationship depends on the strength of the spring that pulls the connecting member 12 to the left, the inertia force for moving the piston when pulling the rod 11 connected to the connecting member to the right, and the fluid It is easily determined, although it is influenced by forces including physical forces, restoring force of the brake pedal, inertia force, etc.
Contacts 14a and 14b are connected to switch 1 as described above.
4, and the contact 14b is grounded via the connecting member 12 or the brake pedal 1. A stopper 21 prevents the connecting member 12 from sliding downward, and is fixed to the brake pedal 1 with bolts and nuts.

Again in FIGS. 1 to 4, 22 and 22a
23 is a micro switch fixed to the side of cylinder 6, and L is fixed to rod 11 with nut 24.
The shaped cam mounting members 25 and 26 are cams fixed to the cam mounting members with machine screws.

The cams 25 and 26 engage the actuators of the micro switches 22 and 22a, respectively, and the cam surfaces are arranged so that when the amount of depression of the brake pedal exceeds a certain level, the micro switch 22 switches, and when the brake pedal is depressed fully, the micro switch 22a closes. is configured.

27 and 28 are pipes forming a fluid passage communicating with chambers A and B partitioned by the piston of the cylinder 6; 29 is a solenoid valve inserted between these two pipes;
30 is a lead wire of the excitation coil of the solenoid valve.

The fluid circuit constituted by the cylinder 6, the pipes 27, 28, and the solenoid valve 29 forms a loop-shaped closed circuit, as shown in FIG. 4, and is filled with oil. O ₁ to O ₄ are O-rings. 29a is an excitation coil of the electromagnetic valve 29, 29b is a valve body biased by a spring 29c, and 29d is a valve seat.

When the solenoid valve 29 is de-energized, the valve body 29b is apart from the valve seat 29d and the solenoid valve is open, and oil can move within the closed circuit flow path.
0 can move in the front-back direction (left-right direction in the figure), but when the solenoid valve is excited, the valve body 29b moves against the spring 29c and is pressed against the valve seat 29d, closing the solenoid valve. The vehicle will no longer be able to move, and will stop in that position and restrict the brake pedal. Note that the solenoid valve 29 is connected to the cylinder 6.
is attached to the top of the.

7 and 8 show high-speed detection means using a wind pressure plate. A scoop-shaped wind pressure plate 34 is attached to a mounting bracket 33 fixed to the vehicle body 31 with bolts 32 so as to be able to swing around an axis 35. The actuator 37 of the micro switch 36 is in contact with the back surface (rear surface) of the wind pressure plate 34.

38 is a micro switch mounting plate, the upper end of which is welded to the mounting fitting 33. This air pressure plate 34 is placed just in front of the radiator of the vehicle engine, and is closed by operating a micro switch 36 at high speeds. This micro switch is connected to the coil 46 of the two-winding latching relay 46 as shown in FIG.
b in series and in parallel with the microswitch 22a.

In FIG. 9, 39 is a permanent magnet that is attached to a shaft such as a propeller shaft of a car and rotates in conjunction with the rotation of the wheels, and 40 is a magnetic resistance element placed close to the permanent magnet 39, manufactured by Sony Corporation.
Sony Divider Type Magneto-resistance
It is called by the trademark of Element (hereinafter referred to as SDME). This SDME is a magnetoelectric transducer that uses a ferromagnetic metal thin film and takes advantage of its ferromagnetic magnetoresistance effect.The magnetically sensitive part is formed by depositing a Ni-Co ferromagnetic alloy on a silicon substrate. The actual dimensions of the part are small, 1.18 x 2.36 ^mm2 . Then, a DC voltage is applied between a and c in the figure, and the permanent magnet 39
When the direction of the in-plane magnetic field component of the element is alternately changed by rotating the element, the voltage at terminal b fluctuates at a frequency twice as high as the frequency at which the magnetic field changes. Thus, the permanent magnet 39 and the magnetoresistive element 40 constitute a rotation sensor 41 for detecting vehicle speed. 42 is a battery, 43 is an engine key switch, 44 is a main switch, 45 is a relay having a make contact inserted in series with the coil of a solenoid valve, and _A1 amplifies the signal from the rotation sensor 41 and operates the relay using its output. Amplifying circuit that disables 45, A ₂ is relay 45
46 is the amplification circuit A ₁ to operate the amplification circuit.
A two-winding latching relay that controls the power supply to A ₂ and the solenoid valve 29, 47 is a constant voltage circuit, 48, 5
3, 57 are capacitors, 49 to 51, 54, 5
6, 60, 61 are resistors, 58 is a variable resistor, 5
2, 55, 59, 62 are transistors, 63, 6
5 is a diode, 64 is an indicator lamp, 65' is a buzzer, 66 is a delay relay, 67 is a door switch that closes when the car door is opened, 68 is a handbrake switch that opens when the car's handbrake (handbrake) is pulled, 69 1 is a micro switch that switches from the position shown in the figure when the accelerator pedal, which is arranged in conjunction with the accelerator pedal, is depressed;
4 and are connected as shown. 36 is a micro switch linked to the aforementioned wind pressure plate, and is set to close when the vehicle speed is 50 km/h or higher.

Next, the operation of the above embodiment will be explained.

When the engine key switch shown in FIG. 9 is closed, the engine of the automobile (not shown) is started, and the main switch 44 is turned on, one coil 46a of the two-winding latching relay 46 is passed through the microswitches 22 and 69, and the forward direction Current flows, and the contact 46c is switched from the position shown in the figure and latched. (The coil 46a of the latching relay 46 is energized.)
Therefore, the amplifying circuits A ₁ and A ₂ are connected to the positive terminal of the battery 42 and power is supplied to the amplifying circuits A ₁ , A ₂ and the relay 45 . When the accelerator pedal is depressed to start the vehicle and drive, the vehicle speed signal from the rotation sensor 41 is amplified by the transistors 52 and 55, and the transistor 59 in the next stage is always conductive due to the base current flowing through it while the vehicle is running, so the transistor 62 is turned off. Therefore, the relay 45 will not operate.

Therefore, the micro switch 36 of the high speed detection means
When the vehicle is traveling at a speed lower than that at which the restraint system is activated (more precisely, while the wheels are rotating), operation of the braking system by means of the brake pedal is the same as without the restraint system.

Next, when you press the brake pedal to stop, the micro switch 22 switches, so when the car stops and there is no speed signal, the charge in the capacitor 57 is discharged through the variable resistor 58 to the base of the transistor 59. After a time delay, transistor 59 is turned off and transistor 62 is turned on, so that relay 45 is activated and electromagnetic valve 29 is energized and closed. Since the discharge time of the capacitor 57 is set to 1 to 2 seconds, if the brake pedal is depressed until the capacitor 57 is discharged, the solenoid valve 29 will close and the fluid closed circuit shown in FIG. 4 will be closed, and the piston 10 will be restrained. The brake pedal is held restrained while the brake is applied. At this time, the indicator lamp 64 lights up to indicate that the brake is applied. If you want to tighten the brakes in this state, when you hold the brake pedal and press it, the switch 14 closes, turning off the transistor 62, and the solenoid valve 29 opens, releasing the restraint on the cylinder 6, so press the brake pedal as far as you want. If the brake pedal is then released, the switch 14 will open instantly and the brake pedal will be restrained once again. To start the vehicle in this state, operate the shift lever and gradually depress the accelerator pedal. At this time, the brake pedal is still restrained, and the micro switch 22 connected to the brake pedal remains in the switched state from the state shown in FIG.
When the accelerator pedal is further depressed, the micro switch 69 switches from the position shown, and the solenoid valve 29
The excitation current is cut off, the brake pedal is released, and the vehicle starts moving. When the accelerator pedal is further depressed to accelerate and start running at a high speed of 50 km/h or more, the micro switch 36, which is a high speed detection means, is activated by wind pressure and closes, causing the other coil 46b of the two-winding latching relay 46 to switch in the opposite direction. Current flows. In this state, when you take your foot off the accelerator pedal, the micro switch 69 returns to the state shown in the figure, and when you press the brake pedal, the micro switch 22 switches from the position shown in the picture, and one coil 46a of the two-winding latching relay 46 is turned off. Because of the excitation, the contact 46c of the two-winding latching relay 46 returns to the illustrated position, and the solenoid valve 29, relay 45, and widening circuit
Cut off power supply to A ₁ and A ₂ . Therefore, even if the brake pedal is continuously depressed, the brake pedal will not be restricted.

In the embodiment shown in FIG. 9, a circuit 71 is provided which connects the micro switch 22 linked to the brake pedal to one end of the coil 46a of the two-winding latching relay 46, but this circuit may be omitted. When there is no circuit 70, when you take your foot off the accelerator pedal while driving at high speed, the two-winding latching relay 4
One coil 46a of 6 is de-energized, and the contact 46c is restored to the illustrated position by energizing the other coil 46b, cutting off the power supply to the solenoid valve 29, and maintaining the cut-off state until the next time the accelerator pedal is depressed. do.

Therefore, the above-mentioned danger due to the water film phenomenon can be prevented.

If the driver overestimates the cylinder restraint and leaves the vehicle when the vehicle is stopped with the brake pedal restrained by cylinder 6, the battery may discharge or the control circuit may malfunction. It is dangerous if an unexpected accident occurs, such as when the cylinder becomes unable to be restrained. Therefore, in this embodiment, when the driver opens the door, the door switch 67 closes and the transistor 62 turns off.
As a result, the solenoid valve 29 is configured to open.
Moreover, when the door switch 67 closes, the buzzer 65' sounds to give a warning. The buzzer 65' is configured to stop sounding after a certain period of time by a delay relay 66, but if the handbrake (handbrake) is pulled before the sound stops by the delay relay 66, the handbrake switch 68 opens and the buzzer 65' stops sounding.
5' is configured to stop ringing.

In this embodiment, during driving, the rotation sensor 41 detects the rotation of the wheel and its output signal is used to constantly release the brake pedal restraint.Due to an unforeseen trouble such as a failure of the electronic circuit, this function may be lost. In such a case, if you apply the brakes while driving at low speeds when the high speed detection means such as the micro switch 36 is not activated, the brake pedal will be locked in the position where it is depressed, and the brakes will remain applied, which is extremely dangerous. It is. Micro switch 2 that operates when the brake is fully pressed
2a is a means to avoid this danger.

In other words, when the brake pedal is fully depressed to apply sudden braking, the micro switch 22a closes and a current flows in the opposite direction to the other coil 46b of the two-winding latching relay 46, which causes the amplification circuit to
The power supply to A ₁ , A ₂ and the solenoid valve 29 is cut off, and the restraint is reliably released.

The embodiment shown in FIG. 10 utilizes the rotation sensor 41 as a high-speed detection means. A rotation signal is taken out from the base of the transistor 55 of the amplifier circuit _A1 , and a high-speed detection circuit having transistors 72 and 73 detects the vehicle speed. It detects that the speed is 50 km/h or more, activates the relay 74, controls the excitation current of the other coil 46b of the two-winding latching relay 46 with its make contact, and restores the contact of the two-winding latching relay. Then, the power supply to the solenoid valve 29, which is the restraint means, is cut off.

In the above embodiment, a cylinder device communicating with the brake pedal is used as the restraint means, but an electromagnet linked to the brake pedal and a suction plate fixed to the vehicle body are used as the restraint means, and this electromagnet is attracted to the suction plate. The brake pedal may be restrained by doing so.

According to this invention, it is possible to facilitate driving operations during general driving, and to prevent unexpected accidents during high-speed driving.

[Brief explanation of drawings]

The drawings show an example of this invention; Figure 1 is a slope view of the main part near the brake pedal, Figure 2 is a top view,
FIG. 3 is a front view thereof, FIG. 4 is a vertical sectional view of the fluid circuit including the cylinder device, FIGS. 5 and 6 are a slope view and a cross sectional view showing the second switch means linked to the brake pedal, 7 and 8 are side and rear views of a wind pressure switch which is an embodiment of the high-speed detection means, FIG. 9 is an electric circuit diagram, and FIG. 10 is an electric circuit diagram of a different embodiment. 1... Brake pedal, 6... Cylinder, 10
...Piston, A, B...Chamber, 12...Connecting member, 27, 28...Fluid circuit pipe, 29...Solenoid valve, 34...Wind pressure plate, 36...Micro switch linked to the wind pressure plate, 39...Permanent magnet, 40...
Magnetoresistive element, 41... Rotation sensor, 46... Two-winding latching relay (breaker), 46a, 46
b...Coil, 46c...Contact, 69...Micro switch linked to the accelerator pedal.

Claims (1)

[Scope of utility model registration request] In a vehicle having a brake pedal restraining means for fixing the brake pedal at an arbitrary depression position, a circuit breaker 46 that maintains the state by itself when operated to a disconnected state or an energized state is provided, and this circuit breaker is connected to the restraining means. A micro switch 69 is inserted into the power supply circuit of the vehicle, and is separately activated by pressing the accelerator pedal to operate the circuit breaker in the energized state, and a micro switch 69 that operates the circuit breaker in the disconnection state by detecting high speed of the vehicle above a certain level. 1. A braking control device for a vehicle, characterized in that a high speed detection means is provided.