KR960015693B1 - Brake control device and method for automobiles - Google Patents

Abstract

an indicator switch sensor (202) for sensing status of switches (LS), (MS), (RS); a brake switch sensor (203) for sensing on/off state of the brake switch (BS) interlocked with a brake pedal (1); an accelerator switch sensor (204) for sensing on/off state of an accelerator switch (AS) interlocked with an accelerator pedal; a central processor (205) for controlling each part of the system by sensing output signal of a radio pager (300); the left solenoid valve controller (206) under the control of the central controller (205) for controlling operation of the left solenoid valve (4B); the right solenoid valve controller (207) under the control of the central controller (205) for controlling operation of the right solenoid valve (8B); an emergency signal generating controller (208) under the control of the central controller (205) for controlling operation of an emergency sound generator (208A) with a buzzer; and the first, second and third indication controllers (209), (210), (211).

Description

Method and device for brake control of car

1 is an overall schematic diagram of a braking system to which the present invention is applied.

2 is a schematic diagram of a switch and display lamp panel used in the present invention.

3 is a schematic diagram of a hydraulic brake system applied to the present invention.

4 is a detailed circuit diagram of the brake control unit in FIG.

(A) and (b) of FIG. 5 are signal flow diagrams for the brake control method of the present invention.

* Explanation of symbols for main parts of the drawings

1: Brake Pedal 2: Brake Master Cylinder

3A: Left flow path 3B: Right flow path

4: Left solenoid valve part 4A: Left solenoid

4B: Left solenoid valve 5: Left check valve

6A: Left brake 6B: Right brake

7A: left wheel 7B: right wheel

8: Right solenoid valve part 8A: Right solenoid

8B: Right solenoid valve 9: Right check valve

100: door lock control unit 200: braking device control unit

201: power supply unit 202: display switch detection unit

203: brake switch detection unit 204: accelerator switch detection unit

205: central processing unit 206: left solenoid valve control unit

207: right solenoid valve control unit 208: emergency signal generation control unit

208A: emergency sound generator 209-2111: 1-3 display control unit

300: wireless pager

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technique for controlling a brake device of an automobile. In particular, in a front drive vehicle employing a hydraulic brake, a brake braking device can be used to prevent theft and to recover a stolen vehicle easily. The present invention relates to a brake control method and apparatus for a vehicle, which is suitable for easily escaping when the wheel is stuck in a puddle or slipped in a slippery environment.

In a typical car, not only is it easy to be stolen by using a mechanical key, but it is also difficult to recover the stolen car, and when the vehicle is stopped on an uphill road or a long downhill road, the brake needs to be bright for a long time. If you fall into a puddle or encounter a slippery place, there is a lot of difficulty in operation because it is not equipped with a function that can respond appropriately.

In order to solve the above problems, the present invention prevents theft by using a pager and a brake control device, and easily recovers a stolen vehicle, and the wheel is stuck in a puddle or slipped in a slippery place. The non-slip function can be easily released from the place, and the invention has been devised to solve the inconvenience of having to brighten the brake for a long time, which will be described in detail with reference to the accompanying drawings.

FIG. 1 is a schematic diagram of an automobile brake system to which a driving braking method of the present invention is applied. As shown in FIG. 1, a user checks a password and opens a door when it matches a preset number. Door lock control unit 100 for supplying driving power to the vehicle, a braking device control unit 200 for controlling the driving of the hydraulic brake system for anti-theft prevention, non-slip prevention, and the like. It was configured as a wireless pager 300 for transmitting an emergency signal to the braking device control unit 200 through the receiver.

3 is a schematic diagram of a hydraulic brake system in a motor vehicle to which the present invention is applied, and as shown in this figure, a brake master for supplying hydraulic pressure to the left and right flow paths 3A and 3B under the control of the brake pedal 1. The cylinder 2 is connected to the left and right check valves 5 and 9 in parallel on the left and right flow paths 3A and 3B, respectively, and flows into the left and right brakes 6A and 6B. The left and right solenoid valves 4 and 8 control the flow of hydraulic oil.

FIG. 4 is a detailed circuit diagram of the brake control unit in FIG. 1, and as shown therein, a power supply unit 201 for supplying driving power to each part of the brake control unit 200 under the control of the door lock control unit 100, and an indicator. It is integrated with (L), (N) and (R) to detect the state of the switch (LS), (NS), (RS) which is turned on when the indicators (L), (N) and (N) are pressed. The display switch detection unit 202 and the brake switch detection unit 203 which detects the on / off state of the brake switch BS interlocked with the brake pedal 1 and the on / off of the accelerator switch AS interlocked with the accelerator pedal. The output signal of the accelerator switch detector 204 for detecting an off state, the display switch detector 202, the brake switch detector 203, the accelerator switch detector 204, and the pager 300 is detected. A central processing unit 205 for controlling each part of the system and the left solenoid valve under the control of the central processing unit 205. The left solenoid valve control unit 206 for controlling the drive of the bar 4B, the right solenoid valve control unit 207 for controlling the drive of the right solenoid valve 8B under the control of the central processing unit 205, and Emergency signal generation control unit 208 for controlling the driving of the emergency sound generator 208A having the built-in emergency light and the buzzer for generating the emergency sound under the control of the central processing unit 205 and the control of the central processing unit 205. It is composed of the 1-3 display control unit 209, 210, (211) for controlling each of the display (L), (N), (R), respectively, the operation and effect of the present invention configured in this way When described in detail with reference to Figure 5 as follows.

When the user inputs a password through the keypad, the door lock control unit 100 compares the password with a preset and stored password to open the door and to supply power to the brake unit control unit 200 that controls the power supply unit 201. 6A is maintained by closing the hydraulic circuit by controlling the power supply unit 201 so that the power supply unit 201 is not supplied from the brake unit control unit 200 without supplying power. (6B) will remain locked (S1-S7).

When the user inputs the correct password and the power is supplied to the braking device control unit 200, the central processing unit 205 has already stored an emergency signal in EPI or the emergency signal from the outside through the wireless pager 300. It is checked whether it is input (S8), since the emergency signal is not normally stored in this pyrom, and the emergency signal is not input through the wireless pager 300. At this time, the braking device controller 200 operates normally.

When the brake pedal 1 is pressed in operation in such a state (S9), the brake switch BS connected with the brake pedal 1 is short-circuited to input the input port of the central processing unit 205 of the brake control unit 200. &Quot; High " is supplied to P4, and the central processing unit 205 recognizes this and outputs " high " to the output port P8, whereby the photocoupler PC3 in which the transistor Q5 is turned on. Since the transistor Q6 is turned on and the relay RY1 is turned on, the left solenoid valve 4B is turned on to open the left flow path 3A. At this time, the right solenoid valve 8B is also turned on together with the left solenoid valve 4B by " high " output from the output port P9 of the central processing unit 205, so that the left and right flow paths 3A, ( 3B) is open.

Accordingly, hydraulic pressure is supplied to the brakes 6A and 6B of the left and right wheels 7A and 7B through the left and right flow passages 3A and 3B so that the brakes 6A and 6B are provided. In this case, the timer for checking for a predetermined time (for example, 15 seconds) starts to be driven by the control of the CPU 205. Then, even if the left and right solenoid valves 4B and 8B are turned off, the left and right brakes 6A and 6B are provided through the left and right check valves 5 and 9 which allow hydraulic pressure to pass in only one direction. ), The left and right brakes 6A and 6B are locked.

When the state of depressing the brake pedal 1 for a predetermined time (15 seconds), the CPU 205 recognizes this through the timer and outputs "low" to both the output ports P8 and P9. Thus, the left and right solenoid valves 4B and 8B are turned off, and thus the left and right flow paths 3A and 3B are closed, so that the hydraulic pressure introduced cannot be reduced. Subsequently, even if the driver brake pedal 1 is released, the left and right brakes 6A and 6B are kept locked so that the vehicle moves. (S11-S14)

At this time, the central processing unit 205 turns on the switch and the central display unit (N) installed in the driver's seat, the driver recognizes that both the left and right brake (6A), (6B) is currently locked, by this function Mounting on an uphill or downhill road has the same effect as pressing the brake pedal 1 for a long time or activating the side brake.

In addition, when the driving wheels alternately sleep on the snow road, it is possible to prevent idling by using the above function. In the conventional front wheel drive vehicle, the hand brake brakes the rear wheel even though the driving wheel is installed in front. Such a function could not be exerted.

On the other hand, if the time when the driver presses the brake pedal 1 has not elapsed for 15 seconds, it is determined whether the switch-purpose central indicator N is pressed (S12), and the switch-use central indicator N ) Is turned on, the central switch NS is turned on, and the signal of the "low" state is supplied to the input port P2 of the central processing unit 205 so that the central processing unit 205 has the signal of the "low" state. To the output ports P8 and P9. Thus, the left and right solenoid valves 4B and 8B are closed to lock the left and right brakes 6A and 6B. (S13, S14)

Subsequently, when the driver presses the accelerator pedal to restart the vehicle in a state in which the left and right solenoid valves 4B and 8B are closed as described above, the accelerator switch AS interlocked with the accelerator pedal is turned on to perform the central processing. "High" is supplied to the input port P5 of the apparatus 205, and the CPU 205 recognizes this and outputs "high" to both the output ports P8 and P9. Since the left and right solenoid valves 4B and 8B are driven and the hydraulic pressure flows through the left and right flow paths 3A and 3B, the locked state of the left and right brakes 6A and 6B is prevented. At this time, since the switch-use central indicator N is turned off by the central processing unit 205, the driver can recognize that the left and right brakes 6A and 6B have been released. S15, S16)

Then, the central processing unit 205 drives a timer for a predetermined time (at 5 seconds) from the time when the foot is released from the brake pedal 1, and the left and right sides until the timer counts 5 seconds. When the solenoid valves 4B and 8B are driven and 5 seconds have elapsed, the left and right solenoid valves 4B and 8B are turned off. The left and right solenoids are turned off within this time (5 seconds). The hydraulic pressure introduced through the valves 4B and 8B is refluxed again so that the car can proceed normally. In such a case, since the oil pressure is substantially reduced to only 1 to 2 seconds, the left and right brakes 6A and 6B are released and the vehicle runs normally when the pedal is pressed. (S29-S32)

On the other hand, when the car is stuck in a puddle or slippery place, or to drive one of the left brake 6A or the right brake 6B to park in a narrow space as follows.

For example, when the left wheel drive wheel 7A of the front axle is stuck in a puddle or slippery and the left wheel 7A idles by differential action, the driver steps on the brake pedal 1 and brakes left and right brakes 6A. If the left switch LS is turned on (touch on) by pressing the left indicator switch L together before the predetermined time (15 seconds) has elapsed in the locked state (6B), the central processing unit 205 A low is supplied to the input port P1, and the central processing unit 205 recognizes this, turns on the left indicator L for a switch, and outputs a "low" to the output port P8. A high is output to the output port P9, and a counter for checking for a predetermined time (e.g., 30 seconds) is operated. (S17, S18)

Accordingly, the left solenoid valve 4B is turned off to lock the left brake 6A, and the right brake 6B is not locked. At this time, if the driver releases the foot from the brake pedal 1 and presses the accelerator pedal to move forward or backward, the left wheel 7A of the idle electric shaft cannot be rotated, and accordingly, high driving force is applied to the right wheel 7B having good adhesive force on the opposite side. It is easily delivered from where it was missing.

By the above process, the left driving wheel 7A exits from the puddle or slippery place and the driver presses the switch-left left indicator L again (touch off). The solenoid valve 4B is turned on so that the left brake 6A is released, and the left indicator L for the switch is turned off. (S19, S20)

If the 30 second counter does not press the left indicator L for the switch (touch off) until all the specified 30 seconds have been counted (touch off), a "low" is output to the output port P9, and the right solenoid valve 8B is opened. Turn it off, and turn off the left indicator L for the switch (S21, S22).

As another example, when the right wheel 7B idles in a puddle or is slipped into a puddle or slips in a slippery position, the right solenoid valve 8B is turned off in the same manner as described above to turn off the right brake 6A. ) Is locked, while the left brake 6B is not locked. At this time, when the driver presses the accelerator pedal when the driver presses the brake pedal 1 and the battery is moved backward, the idle right wheel 7B cannot be rotated, and the driving force of the left wheel 7A having good adhesive force on the opposite side is restored. Easily escape from (S23, S24)

In the above process, the right driving wheel exits from a puddle or slippery place, and when the driver presses the switch-right right indicator R again (touch off), the central processing unit 205 recognizes this and the right solenoid valve 8B. ), The right brake 6B is released, and the right indicator R for a switch is turned off. (S25, S26)

If the 30 second counter does not press the switch-right indicator (R) until all the specified 30 seconds have been counted (touch off), a "low" is output to the output port P8 so that the left solenoid valve 4B is opened. Turn it off, and turn off the right indicator R for a switch (S27, S28).

After the left wheel 7A or the right wheel 7B is stuck in a puddle or slippery, the left solenoid valve 4B is turned on or the right solenoid valve 8B is turned on in the escaped state. (S20, S26) In the same manner as turning on and off the switch-type central indicator M, the left and right solenoid valves 4B and 8B are turned on and off for a predetermined time, and then the brake pedal 1 Return to step (S29) to check whether or not stepped on, and when the left solenoid valve (4B) is turned off or the right solenoid valve (8B) is turned off by the 30 seconds counter (S22, S28), The process returns directly to the step S9, whereby normal operation is performed.

On the other hand, the process of parking in a narrow parking space according to the present invention will be described. (S17-S18)

At this time, the left switch (LS) is turned on by pressing the left and right indicators (or right indicators) L as above in the state in which all the rear wheels of the car are lifted using the auto lift device, and the left wheel 7A is turned on accordingly. When the brake 6A is locked, only the right wheel 7B is driven so that the left wheel 7A is rotated to the center point with the ground plane as the center point. Determined by being in

On the other hand, when the process of preventing theft of the vehicle by the present invention will be described.

When the driver returns home from work or parks for a long time, when the driver gets off and presses a predetermined key (#) on the keypad attached to the outside of the car, the door is locked and at the same time the power of the brake control unit 200 is turned off. The left and right brakes 6A and 6B are locked. (S2-S4) After that, when the vehicle is to be driven again, the vehicle door can be opened by inputting a preset password using the keypad (S1). , (S5-S7)

However, in the case of stopping the vehicle for a while during the day, the door lock function is not performed as described above because the locking key (#) is not pressed for convenience.

If the car is located in a place where it is not stolen and the user recognizes this fact and outputs an emergency number to the pager 300, the central processing unit 205 through the input ports P6 and P7. The password is recognized and compared with the number already stored in the YPyrom (S8). If the result is that the emergency number is the same as the stored emergency number, the power is returned to the initial state of supply (S36).

At this time, all the operations currently being operated are ignored, and the left and right indicators L, R, and the central display unit N blink together (flicker) under the control of the central processing unit 205, The left and right solenoid valves 4B and 8B are turned off to maintain their state. At this time, the left and right solenoid valves 4B and 8B are not turned on even when the brake pedal 1 is pressed. (S33)

Therefore, when the vehicle cutter runs and presses the brake pedal 1 at some point, hydraulic pressure is supplied to the left and right brakes 6A and 6B through the left and right check valves 5 and 9, and the brake ( 6A) and 6B are locked, but since the supplied hydraulic pressure is not reduced, it cannot move in place. At this time, the central processing unit 205 drives the emergency signal generating control unit 209 so that the emergency light is turned on at the emergency sound generating unit 208A and the emergency warning sound is output so that a failure or emergency can be easily recognized from the outside to recover the vehicle. You can do it.

When the vehicle cutler recognizes the emergency state and removes the terminal of the battery, all operations are stopped once, but the moment the power supply is connected to operate again, the central processing unit 205 is firstly inputted and stored in EPI. After confirming the emergency number and performing the emergency operation again, it ends unintentionally.

When the vehicle is recovered by such a process, the user inputs a release number, and the central processing unit 205 compares it with a preset release number and turns off the emergency light if it is the same and stops the output of the emergency sound and switches. The dual central display (N), the combined left and right indicators (L), and (R) are all turned off, and the emergency numbers stored in the YPIROM are erased to operate normally thereafter. (S35)

Instead of the wireless pager 300 used to transmit the emergency signal, a mobile phone or other receiver may be used.

On the other hand, in the above embodiment, the wireless pager 300 is mounted separately in the vehicle, and when the user outputs the contracted password at a long distance, the central processing unit 205 receives the password received through the wireless pager 300. Although it was explained that the stolen vehicle can be recovered by controlling the driving of the left and right solenoid valves 4B and 8B so that the vehicle is no longer stopped, the fuel valve is closed or driven. Stolen vehicles can be recovered by other means, such as by shutting off power.

In addition to controlling the brake by using the pager 300 and the central processing unit 205, other driving means of the vehicle can be controlled, for example, starting at the output terminal of the central processing unit 205. Equipped with a control unit, an air conditioner drive unit or a heater drive unit, when the user outputs a predetermined key signal from a long distance, the pager 300 receives it and transmits it to the central processing unit 205, the central processing unit 205 is input In accordance with the key signal to be started, or the temperature of the vehicle can be raised above a predetermined temperature by controlling the driving of the air conditioner.

As described in detail above, the present invention has the effect of preventing theft by using a pager and brake control device, and can easily recover a vehicle stolen once, and the wheel is stuck in a puddle or slippery place. If you have a non-slip function, you can easily take off from the place, there is an effect that can eliminate the inconvenience of having to press the brake for a long time.

Claims (4)

The first step (S1-S7) of controlling the opening and closing of the door by checking the password and the locking key signal input by the user, and controlling the power supply of the brake control unit, and the emergency signal is stored in the nonvolatile memory device or the current emergency If it is not stored or is not received by checking whether a signal is received, check whether the brake pedal (1) is operated.If it is operating, turn on the left and right solenoid valves (4B, 8B) and count a predetermined time. When the center display (N) is touched before or after the predetermined time (2) and the count time passes, the accelerator pedal is operated after turning off the left and right solenoid valves 4B and 8B. The third step (S11-S16) of turning on the left and right solenoid valves 4B and 8B and the left switch LS within a predetermined time while the left and right solenoid valves 4B and 8B are turned on. ) Is on, the solenoid valve on the left ( 4B) to turn off the right solenoid valve 8B and to turn off the left solenoid valve 4B when the left switch LS is touched off again (S17-S20), and the left and right solenoids If the right switch RS is turned on within a predetermined time while the valves 4B and 8B are turned on, the right solenoid valve 8B is turned off, the left solenoid valve 4B is turned on, and the right switch RS is again turned on. When the touch is off, the fifth step (S23-S26) of turning on the right solenoid valve 8B, and the left and right solenoid valves 4B, 8B are turned off and on, confirms that the brake is released for a predetermined time. In the sixth step (S29-S32) and the second step (S8-S10) for turning on the solenoid valve, if the emergency signal is stored in the nonvolatile memory device or the current emergency signal is received, the emergency signal is stored. , Left and right solenoid valves 4B, And a seventh process (S33-S35) of turning off (8B), generating an emergency alarm, and ending the operation when the release signal is input, and erasing the stored emergency signal. The right side solenoid valve (8B) and the left indicator (L) of claim 1, wherein the fourth step is to turn off the left solenoid valve (4B), turn on the right solenoid valve (8B), and confirm that a predetermined time has elapsed. Brake control method of a vehicle, characterized in that off. The left solenoid valve 4B and the right indicator R according to claim 1, wherein the fifth step is to turn off the right solenoid valve 8B, turn on the left solenoid valve 4B, and confirm that a predetermined time has elapsed. Brake control method of a vehicle, characterized in that off. Under the control of the door lock control unit 100, the power supply unit 201 for supplying driving power to each of the brake unit control unit 200, and the display unit (L), (N), (R) is formed integrally with the display unit (L) , (N), (R) is turned on when the display switch detection unit 202 for detecting the state of the switch (LS), (MS), (RS), and the brake switch in conjunction with the brake pedal ( Brake switch detecting unit 203 for detecting the on or off state of the BS, the accelerator switch detection unit 204 for detecting the on or off state of the accelerator switch (AS) linked to the accelerator pedal, and the display switch detection A central processing unit 205 for detecting the output signal of the unit 202, the brake switch detection unit 203, the accelerator switch detection unit 204, the wireless pager 300 to control each part of the system, and the central processing unit ( A left solenoid valve control unit 206 for controlling the driving of the left solenoid valve 4B under the control of 205, and the central processing unit ( The control unit 207 controls the operation of the right solenoid valve 8B under the control of the control unit 205 and the emergency sound generated with the built-in buzzer for emergency light and emergency sound generation under the control of the central processing unit 205. Emergency signal generation control unit 208 for controlling the driving of the unit 208A and the first-first to control each of the indicators L, N, and R under the control of the central processing unit 205, respectively. A brake control apparatus for a vehicle, comprising three display control units (209), (210), and (211).