WO2020230896A1 - Dispositif de commande de pression d'air, circuit de pression d'air et système de commande de frein - Google Patents

Dispositif de commande de pression d'air, circuit de pression d'air et système de commande de frein Download PDF

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Publication number
WO2020230896A1
WO2020230896A1 PCT/JP2020/019532 JP2020019532W WO2020230896A1 WO 2020230896 A1 WO2020230896 A1 WO 2020230896A1 JP 2020019532 W JP2020019532 W JP 2020019532W WO 2020230896 A1 WO2020230896 A1 WO 2020230896A1
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WO
WIPO (PCT)
Prior art keywords
air
pressure
valve
brake
port
Prior art date
Application number
PCT/JP2020/019532
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English (en)
Japanese (ja)
Inventor
健一 松原
伸成 松家
Original Assignee
ナブテスコオートモーティブ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ナブテスコオートモーティブ株式会社 filed Critical ナブテスコオートモーティブ株式会社
Priority to JP2021519507A priority Critical patent/JP7513602B2/ja
Priority to CN202410834642.5A priority patent/CN118701002A/zh
Priority to CN202080050603.6A priority patent/CN114096446B/zh
Publication of WO2020230896A1 publication Critical patent/WO2020230896A1/fr
Priority to JP2024103788A priority patent/JP2024114874A/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/04—Arrangements of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/14—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated upon collapse of driver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition

Definitions

  • the present disclosure relates to a pneumatic control device, a pneumatic circuit and a brake control system.
  • An object of the present disclosure is to provide an air pressure control device, an air pressure circuit, and a brake control system for dealing with abnormalities that can be easily attached to a vehicle in use.
  • the air pressure control device for solving the above problems is the first port connected to the air tank of the vehicle, the second port connected to the brake valve that outputs the air pressure signal when the brake operation is performed, and the air pressure signal. Based on this, it has a third port connected to a braking mechanism that applies braking force to the wheels, and has a first communication state in which air is supplied from the second port to the third port, and air from the first port to the third port. It is provided with an air pressure circuit that can be switched between the second communication state and the second communication state, and a control unit that switches the air pressure circuit from the first communication state to the second communication state based on an abnormality signal indicating an abnormality of the driver. ..
  • the air pressure control device includes a case accommodating the control unit and a body provided with a flow path communicating the first port, the second port, the third port and those ports, and connected to the case. May have.
  • the air pressure control device has a first control unit that acquires vehicle speed information and compares the vehicle speed information with a target value to calculate a target pressure, and the pressure sensor so as to bring the detected value closer to the target pressure.
  • a second control unit that controls the pneumatic circuit may be provided.
  • the first control unit calculates the target pressure so that the deceleration of the vehicle approaches the first target deceleration in a predetermined period after the abnormal signal is input, and the predetermined one. After the period has elapsed, the target pressure may be calculated so that the deceleration of the vehicle approaches the second target deceleration having a larger absolute value than the first target deceleration.
  • the air pressure circuit includes a pneumatically driven pneumatically driven valve connected to the air tank, a solenoid valve for applying air pressure to the pneumatically driven valve, and pressure on the second port side and the air pressure.
  • a direction switching valve that allows the flow of air from the higher side of the pressure on the drive valve side may be provided, and the pneumatic drive valve is moved to the direction switching valve side according to the air pressure applied by the solenoid valve.
  • the supply state for supplying air and the exhaust state for discharging air on the direction switching valve side may be switched.
  • the solenoid valve may consist of an intake solenoid valve that communicates with a passage for applying air pressure to the pneumatic drive valve and an exhaust solenoid valve capable of discharging air in the passage. ..
  • the pneumatic circuit that solves the above problems is a pneumatic circuit that is driven based on an abnormality signal indicating an abnormality of the driver, and is a pneumatically driven pneumatically driven valve connected to an air tank of the vehicle. From the higher of the solenoid valve for applying air pressure to the pneumatically driven valve, the pressure on the port side connected to the brake valve that outputs the pneumatic signal when the brake operation is performed, and the pressure on the pneumatically driven valve side.
  • the pneumatically driven valve is provided with a direction switching valve that allows the flow of air, and the pneumatic drive valve has a supply state in which air is supplied from the air tank to the direction switching valve side according to the air pressure applied by the solenoid valve, and the direction. Switches between the exhaust state and the exhaust state that discharges the air on the switching valve side.
  • the vehicle brake control system that solves the above problems includes a brake control circuit that controls a brake drive unit that applies a braking force to the wheels based on the driver's brake operation in the vehicle brake control system.
  • An abnormality detection unit that detects an abnormality of the driver, an abnormality brake control circuit that controls the brake drive unit at the time of the driver's abnormality and includes a circuit separate from the brake control circuit, and an output from the detection unit. It has a control unit that operates the brake control circuit at the time of abnormality so that the vehicle decelerates at a predetermined deceleration based on the abnormal signal indicating the abnormality of the driver.
  • the schematic diagram showing the overall configuration of the pneumatic braking system including the pressure control device The perspective view which shows the appearance of the air pressure control device of the same embodiment.
  • the front view which shows the appearance of the air pressure control device of the same embodiment.
  • the plan view which shows the appearance of the air pressure control device of the same embodiment.
  • the left side view which shows the appearance of the air pressure control device of the same embodiment.
  • the right side view which shows the appearance of the air pressure control device of the same embodiment.
  • the bottom view which shows the appearance of the air pressure control device of the same embodiment.
  • the rear view which shows the appearance of the air pressure control device of the same embodiment.
  • FIG. 6 is a schematic view showing a part of a pneumatic braking system including a pneumatic control device for a modified example of the pneumatic control device.
  • FIG. 6 is a schematic view showing a part of a pneumatic braking system including a pneumatic control device for a modified example of the pneumatic control device.
  • FIG. 3 is a perspective view showing the appearance of the air pressure control device in a modified example in which the air pressure control device includes a case including a first case member and a second case member.
  • the front view which shows the appearance of the air pressure control device of FIG.
  • the plan view which shows the appearance of the air pressure control device of FIG.
  • the left side view which shows the appearance of the air pressure control device of FIG.
  • the right side view which shows the appearance of the air pressure control device of FIG.
  • the bottom view which shows the appearance of the air pressure control device of FIG.
  • the rear view which shows the appearance of the air pressure control device of FIG.
  • the pneumatic control device is provided in the pneumatic braking system mounted on a vehicle such as a bus.
  • the pneumatic brake system 11 mounted on the vehicle 10 is a full-air brake system in which the command system of the brake mechanism is controlled by air pressure and the brake mechanism is pneumatically driven.
  • the pneumatic brake system 11 includes an air tank 12 for storing compressed air generated by a compressor (not shown).
  • the air tank 12 has a first tank 12A, a second tank 12B, and a third tank 12C.
  • the first tank 12A is a tank for storing compressed air for applying a braking force to the front wheels of the vehicle 10
  • the second tank 12B stores compressed air for applying a braking force to the rear wheels of the vehicle 10. It is a tank to do.
  • the third tank 12C is a tank for storing compressed air used for other purposes.
  • the first tank 12A and the second tank 12B are connected to the front pressure chamber 13A and the rear pressure chamber 13B of the brake valve 13. Further, the first tank 12A and the second tank 12B are connected to the air horn device 14B via the protection valve 14A.
  • the brake valve 13 is connected to the pair of relay valves 15 via the pair of air pipes 18.
  • an air pressure signal is output from the brake valve 13 to the relay valve 15.
  • each relay valve 15 is connected to the air tank 12 by an air pipe (not shown).
  • the air pressure signal from the brake valve 13 is input to the relay valve 15, a large amount of compressed air stored in the air tank 12 is supplied to the relay valve 15 via the air pipe.
  • a large amount of compressed air supplied to the relay valve 15 is supplied to the brake chamber 17 via the ABS (Anti-lock Brake System) control valve 16.
  • the brake chamber 17 generates a braking force on the wheels by supplying air.
  • the ABS control valve 16 and the brake chamber 17 constitute a pneumatically driven brake mechanism.
  • a pressure control module (PCM: Pressure Control Module) 20 is provided in the middle of the pipe 18.
  • the pressure control module 20 has a first port P1 connected to the air tank 12 (third tank 12C), a second port P2 connected to the brake valve 13, and a third port P3 connected to the brake mechanism including the relay valve 15. Have.
  • the pressure control module 20 corresponds to the air pressure control device. Since the pressure control module 20 is provided between the brake valve 13 and the relay valve 15, it can be attached to a pneumatic brake system 11 having a braking mechanism other than the pneumatically driven type.
  • the pressure control module 20 includes a case 210 that houses a control device and the like.
  • the case 210 is made of, for example, resin.
  • a body 211 having a flow path or the like is connected to the case 210.
  • the body 211 is made of, for example, aluminum, and is manufactured by a casting method such as aluminum die casting.
  • the body 211 is provided with a port connection portion 212 connected to various ports.
  • a pair of second ports P2 to which the front air supply path 37 and the rear air supply path 38 of the brake valve 13 are connected are provided on the first surface 213 of the port connection portion 212.
  • a first port P1 to which a first supply path 23 to which compressed air from the air tank 12 is supplied is connected is provided.
  • a discharge unit 58 in which a silencer (silencer) is housed is provided under the body 211.
  • a protruding portion 215 protruding from the body 211 is provided on the back surface of the body 211.
  • a connection portion 216 for connecting the control device or the like housed in the case 210 to an external power source or an electric system cable for an in-vehicle network is provided.
  • the pressure control module 20 is a unit in which a control device for controlling a pneumatic circuit and a flow path are integrated.
  • the protrusion 215 is fixed at a predetermined position on the vehicle body.
  • the first port P1 is connected to the pipe connected to the air tank 12
  • the second port P2 is connected to the pipe connected to the brake valve 13
  • the third port P3 is connected to the relay valve 15.
  • the electric cable is connected to the connection portion 216. That is, the pressure control module 20 may be the only main component to be retrofitted to the pneumatic brake system 11 in case of an abnormality.
  • the pneumatic circuit of the pressure control module 20 will be described in detail with reference to FIG.
  • the pressure control module 20 includes a pneumatic circuit 22 and a sub-ECU (electronic control unit: Electronic Control Unit) 32.
  • the pressure control module 20 together with the main ECU 31 constitutes an abnormality response system 50.
  • the main ECU 31 may be provided outside the case 210 or may be housed inside the case 210.
  • the main ECU 31 and the sub ECU 32 each include a calculation unit, a communication interface unit, a volatile storage unit, and a non-volatile storage unit.
  • the arithmetic unit is a computer processor and controls the pneumatic braking system 11 according to a control program stored in the non-volatile storage unit (storage medium).
  • the arithmetic unit may realize at least a part of the processing executed by itself by a circuit such as an ASIC.
  • the control program may be executed by one computer processor or may be executed by a plurality of computer processors.
  • the main ECU 31 and the sub ECU 32 are connected to an in-vehicle network such as CAN (Control Area Network) 33, and transmit and receive various information to each other.
  • CAN Control Area Network
  • the operation switch 51 and the release switch 52 are turned on, the on signals output from them are input to the main ECU 31.
  • the operation switch 51 and the release switch 52 are switches that are supposed to be operated by the driver, and are provided near the driver's seat.
  • the operation switch 51 is turned on, the error response system 50 operates.
  • the release switch 52 is a switch for stopping the operation of the abnormality response system 50 when it is erroneously activated.
  • the audience seat operation switch 53 is a switch that is supposed to be operated by an occupant other than the driver.
  • the passenger seat operation switch 53 is provided at a position other than the driver's seat and can be operated by an occupant other than the driver.
  • the main ECU 31 acquires vehicle speed information indicating the vehicle speed from the vehicle speed sensor 55 via the CAN 33.
  • the main ECU 31 calculates the air pressure of the pneumatic brake system 11 so that the deceleration obtained from the vehicle speed information approaches the target deceleration, which is the target value, when the abnormality response system 50 starts operating, and causes the sub ECU 32 to perform the deceleration. Indicate the calculated air pressure.
  • This target deceleration can be changed by updating the data stored in the storage unit such as the main ECU 31. For example, when the vehicle 10 is a shared bus, it is assumed that there are passengers standing in the vehicle, so the absolute value of the target deceleration is reduced. Further, when the vehicle 10 is a high-speed bus in which all passengers are seated, the absolute value of the target deceleration may be larger than that of the shared bus. It is also possible to change the target deceleration according to the weight and length of the vehicle 10.
  • the main ECU 31 outputs an instruction signal to the vehicle interior device 56 and the vehicle outdoor device 57 when the abnormality response system 50 is activated.
  • the vehicle interior device 56 is, for example, an accelerator interlock mechanism that makes it impossible to operate the accelerator pedal.
  • the main ECU 31 activates the accelerator interlock mechanism when an abnormality occurs.
  • a notification buzzer, a notification lamp, or the like may be provided in the vehicle interior as the vehicle interior device 56.
  • the main ECU 31 outputs a sound from the notification buzzer and turns on or blinks the notification lamp.
  • the vehicle outdoor device 57 is, for example, an air horn device 14B, a hazard lamp, a brake lamp, or the like.
  • the main ECU 31 drives the protection valve 14A or the like to supply air to the air horn device 14B to generate a warning sound, and lights or blinks the hazard lamp and the brake lamp.
  • the sub ECU 32 is housed in the case 210 of the pressure control module 20 and controls various valves of the pressure control module 20.
  • the pressure control module 20 has a first supply path 23 connected to the air tank 12.
  • the first supply path 23 is a front air supply path 37 connected to the brake chamber 17 provided on the front wheel via a relay valve 15 and a rear air supply path 37 connected to the brake chamber 17 provided on the rear wheel. It is connected to 38.
  • a relay valve 25 is connected in the middle of the first supply path 23.
  • the relay valve 25 has a discharge port 25A, and the discharge port 25A is connected to a discharge portion 58 having a silencer. Further, the relay valve 25 has a pilot port 25B.
  • the pilot port 25B is connected to a branch path 26 branching from the first supply path 23.
  • the relay valve 25 is in an exhaust state in which the first supply path 23 is cut off by the urging force of the urging spring or the like. is there.
  • the relay valve 25 is in the exhaust state, the flow of air from the air tank 12 to the front air supply path 37 and the rear air supply path 38 is blocked.
  • the relay valve 25 when the relay valve 25 is in the exhaust state, the first portion of the first supply path 23 on the downstream side of the relay valve 25 is communicated with the discharge portion 58 and compressed from the first portion of the first supply path 23. Air is exhausted. As a result, the pressure of the first portion of the first supply path 23 becomes a predetermined pressure such as atmospheric pressure.
  • the relay valve 25 resists the urging force of the urging spring or the like.
  • the relay valve 25 When the relay valve 25 is in the supply state, air is supplied from the air tank 12 to the front air supply path 37 and the rear air supply path 38.
  • the relay valve 25 When the relay valve 25 is in the supply state, the first supply path 23 communicates with the front air supply path 37 and the rear air supply path 38. Further, the relay valve 25 is in an exhaust state that cuts off the communication state of the first supply path 23 when the pressure on the outlet side (secondary side) is excessively high.
  • the branch path 26 has a first end connected to the first supply path 23 and a second end connected to the discharge section 58.
  • An intake valve 27 and an exhaust valve 28 are provided in the middle of the branch path 26.
  • the intake valve 27 and the exhaust valve 28 are solenoid valves and are driven by the sub ECU 32.
  • the intake valve 27 is provided on the branch path 26 closer to the upstream side (closer to the air tank 12) than the exhaust valve 28.
  • the operation of the intake valve 27 is switched from the sub ECU 32 according to the on / off (drive / non-drive) of the power supply via the wiring 27A.
  • the intake valve 27 is in a closed position that closes the branch path 26 in a non-driven state in which the power is turned off. Further, the intake valve 27 is in an open position that opens the branch path 26 in a driven state in which the power is turned on.
  • the exhaust valve 28 is a solenoid valve whose operation is switched according to the on / off (drive / non-drive) of the power supply from the sub ECU 32 via the wiring 28A.
  • the exhaust valve 28 is in an open position that communicates with the branch path 26 in a non-driven state in which the power is turned off. Further, the exhaust valve 28 is in a closed position that closes the branch path 26 in the driven state in which the power is turned on. That is, when the exhaust valve 28 is in the closed position when the intake valve 27 is not driven, the exhaust valve 28 opens the signal supply path 29 downstream of the intake valve 27 to the atmosphere. Further, in the driven state of the exhaust valve 28, the atmospheric pressure is set upstream from the intake valve 27 in the branch path 26 and upstream from the relay valve 25 in the first supply path 23.
  • a signal supply path 29 for supplying an air pressure signal to the relay valve 25 and a first pressure sensor 35 are connected in the middle of the intake valve 27 and the exhaust valve 28.
  • the first pressure sensor 35 detects the pressure between the intake valve 27 and the exhaust valve 28 in the branch path 26, and outputs a signal indicating the detected pressure to the sub ECU 32.
  • the first supply path 23 is connected to the third supply path 30.
  • the third supply path 30 is connected to a pair of double check valves 36, that is, double check valves 36A and 36B.
  • the double check valve 36A is connected to a third supply path 30, a front signal supply path 24A connected to the front pressure chamber 13A of the brake valve 13, and a front air supply path 37 for generating braking force on the front wheels. Has been done.
  • the double check valve 36A allows the supply of compressed air from one of the third supply path 30 and the forward signal supply path 24A, that is, the one with the higher pressure, and compresses from the other, that is, the one with the lower pressure. Cut off the air supply.
  • a second pressure sensor 39 is connected to the front air supply path 37. The second pressure sensor 39 outputs a signal indicating the detected pressure to the sub ECU 32.
  • the double check valve 36B is connected to a third supply path 30, a rear signal supply path 24B connected to the rear pressure chamber 13B of the brake valve 13, and a rear air supply path 38 that applies braking force to the rear wheels. ..
  • the double check valve 36B allows the supply of compressed air from one of the third supply path 30 and the rear signal supply path 24B, that is, the one with the higher pressure, and compresses from the other, that is, the one with the lower pressure. Cut off the air supply.
  • FIG. 10 shows a pneumatic circuit 22 when the operation switch 51 and the audience seat operation switch 53 are not turned on.
  • the pneumatic circuit 22 is in the first communication state in which the brake valve 13 is communicated with the brake mechanism to supply air from the second port P2 to the third port P3.
  • the sub ECU 32 does not drive the intake valve 27 and the exhaust valve 28.
  • the intake valve 27 is in the closed position and the exhaust valve 28 is in the open position.
  • the pressure downstream of the intake valve 27 in the branch path 26 becomes a predetermined pressure such as atmospheric pressure when the exhaust valve 28 is in the open position. Therefore, the air pressure applied to the pilot port 25B also becomes a predetermined pressure, so that the relay valve 25 is in the exhaust state.
  • the air pressure signal is supplied from the front signal supply path 24A and the rear signal supply path 24B to the front air supply path 37 and the rear air supply path 38.
  • a large amount of compressed air is supplied from the air tank 12 to the relay valve 15 by supplying the air pressure signal to the relay valve 15.
  • the relay valve 15 supplies compressed air to the brake chamber 17, a braking force is applied to the wheels.
  • the pneumatic circuit including the front signal supply path 24A and the rear signal supply path 24B corresponds to the brake control circuit.
  • FIG. 11 shows a pneumatic circuit 22 when at least one of the operation switch 51 and the audience seat operation switch 53 is turned on.
  • the pneumatic circuit 22 is in a second communication state in which the air tank 12 is communicated with the brake mechanism to supply air from the first port P1 to the third port P3.
  • the sub ECU 32 receives the pressure instruction transmitted from the main ECU 31.
  • the sub ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction.
  • the intake valve 27 is in the open position and the exhaust valve 28 is in the closed position.
  • the compressed air of the air tank 12 is supplied to the branch path 26 between the intake valve 27 and the exhaust valve 28 via the first supply path 23.
  • the double check valve 36 allows the flow of air from the third supply path 30 to the front air supply path 37 and the rear air supply path 38, and allows the front air from the front signal supply path 24A and the rear signal supply path 24B.
  • the flow of air to the supply path 37 and the rear air supply path 38 is blocked.
  • the air pressure circuit including the intake valve 27, the exhaust valve 28, the flow path (first supply path 23, branch path 26, etc.) connecting the relay valve 25, and the third supply path 30 is a brake control circuit when an abnormality occurs. Corresponds to.
  • the pressure control module 20 between the brake valve 13 and the relay valve 15 in this way, when the operation switch 51 and the audience seat operation switch 53 are turned on, the pneumatically driven command system brakes.
  • the system is switched from the system via the valve 13 to the system in which air is directly supplied from the air tank 12. Therefore, the brake chamber 17 can be operated to generate the braking force without inputting the air pressure signal from the brake valve 13 to the relay valve 15.
  • the sub ECU 32 acquires the detected pressure from the first pressure sensor 35 and the second pressure sensor 39 at a predetermined timing. For example, when the relay valve 25 is maintained in the supply state, the sub ECU 32 drives or does not drive the intake valve 27 and the exhaust valve 28 so that the pressure detected by the first pressure sensor 35 falls within a predetermined range. To control. Further, when the main ECU 31 transmits a pressure instruction to the sub ECU 32 so as to gradually increase the pressure in order to gently stop the vehicle 10, the sub ECU 32 uses the pressure detected by the second pressure sensor 39. Determines whether or not has reached the first pressure threshold.
  • the sub ECU 32 determines that the detected pressure has not reached the first pressure threshold value, it drives the intake valve 27 and the exhaust valve 28 to maintain the relay valve 25 in the supply state. On the other hand, when the pressure detected by the second pressure sensor 39 reaches the first pressure threshold value, the sub ECU 32 de-drives the intake valve 27 and the exhaust valve 28 to shut off the relay valve 25. Then, the sub ECU 32 waits for the next pressure instruction from the main ECU 31.
  • the process shown in FIG. 12 is a process for controlling the air system, and starts when the operation switch 51 or the audience seat operation switch 53 is operated and the operation signal transmitted from those switches is input to the main ECU 31. It shall be done. Further, it is premised that the main ECU 31 acquires vehicle speed information from the vehicle speed sensor 55 at a predetermined timing.
  • the main ECU 31 determines whether or not the audience seat operation switch 53 has been operated (step S1).
  • the main ECU 31 determines whether the input operation signal is a signal from the operation switch 51 or a signal from the audience seat operation switch 53.
  • step S2 the main ECU 31 instructs the sub ECU 32 of the pressure required for slow braking (step S2).
  • Slow braking is braking in which the absolute value of deceleration is relatively small, or braking in which the braking time is short, and it is possible to return to normal running when the release switch 52 is operated immediately afterwards.
  • the main ECU 31 acquires the target deceleration for slow braking stored in its own storage unit, compares it with the deceleration obtained from the acquired vehicle speed information, and calculates the target air pressure. Then, the main ECU 31 transmits the calculated target air pressure to the sub ECU 32 as a pressure instruction.
  • the sub ECU 32 drives the intake valve 27 and the exhaust valve 28 as described above based on the pressure instruction (see FIG. 11).
  • the main ECU 31 determines whether or not a predetermined time has elapsed from the time when the pressure instruction is transmitted to the sub-ECU 32, the time when the vehicle 10 starts decelerating, or the time when a predetermined response signal is received from the sub-ECU 32 (step S3). ..
  • This predetermined time is the time required for the driver to operate the release switch 52 when the passenger seat operation switch 53 is erroneously operated even though the driver is in a normal state.
  • the main ECU 31 continues slow braking while instructing the sub ECU 32 of the air pressure according to the vehicle speed (step S2).
  • step S4 the main ECU 31 instructs the sub ECU 32 of the pressure required for the main braking (step S4).
  • This braking is for decelerating the vehicle 10 with a deceleration having an absolute value larger than that of slow braking, and finally stopping the vehicle 10.
  • the main ECU 31 acquires the target deceleration for the main braking stored in its own storage unit, and calculates the target air pressure by comparing with the deceleration obtained from the acquired vehicle speed information. Then, the main ECU 31 transmits the calculated target air pressure to the sub ECU 32 as a pressure instruction.
  • the sub ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction (see FIG. 11).
  • the main ECU 31 determines whether or not the response to an abnormality has been completed (step S5).
  • the response to an abnormality may be determined to have ended when the vehicle 10 has stopped and the emergency brake has been activated, may have been determined to have ended when the ignition switch has been turned off, or at other timings. It may be determined that it has ended.
  • the main ECU 31 determines that the response to the abnormality has not been completed (step S5: NO)
  • the main ECU 31 continues the main braking while instructing the sub ECU 32 of the air pressure according to the vehicle speed (step S4).
  • the main ECU 31 determines that the abnormality response has been completed (step S5: YES)
  • the main ECU 31 ends the abnormality response process.
  • the main ECU 31 operates the vehicle interior device 56 and the vehicle outdoor device 57 at a predetermined timing such as the timing at which the main braking is started, in addition to the response to the abnormality of the air system. As a result, it is possible to notify the occupants of the vehicle 10 that an abnormality has occurred and to call attention to other vehicles traveling around the vehicle 10.
  • the main ECU 31 determines whether or not the release switch 52 has been operated (step S20).
  • the main ECU 31 determines that the operation signal has been input from the release switch 52 (step S20: YES)
  • the main ECU 31 transmits a braking release instruction to the sub ECU 32 (step S21).
  • the sub ECU 32 switches the intake valve 27 and the exhaust valve 28 to non-drive, and shuts off the supply of air from the air tank 12 to the brake chamber 17.
  • step S22 determines whether or not the response to an abnormality has been completed.
  • step S22 determines that the response to an abnormality has not been completed.
  • the sub ECU 32 switches the pneumatic circuit 22 to the second communication state in which air is supplied from the first port P1 connected to the air tank 12 to the third port P3 based on the abnormality signal indicating the driver's abnormality. Therefore, when an abnormality such as a change in the physical condition of the driver occurs, air can be automatically supplied from the air tank 12 to the brake chamber 17 to generate a braking force. Further, regardless of whether the brake mechanism of the vehicle is pneumatically driven or hydraulically driven, the pressure control module 20 is connected to the corresponding pneumatic piping by connecting the ports P1 to P3 of the pressure control module 20 to the pneumatic brake system 11. Can be easily retrofitted to.
  • the pressure control module 20 is provided with a case 210 accommodating the sub ECU 32, a first port P1, a second port P2, a third port P3, and a flow path communicating these ports, and is connected to the case 210.
  • the body 211 and the body 211 are provided. That is, since the pressure control module 20 is a unit in which the pneumatic circuit 22 and the sub ECU 32 are integrated, it can be easily retrofitted to a vehicle in use that has already been used.
  • the pressure control module 20 includes a main ECU 31 that acquires the vehicle speed and calculates the target pressure by comparing the deceleration obtained from the vehicle speed information with the target deceleration. Further, the pressure control module 20 includes a sub ECU 32 that controls the air pressure circuit 22 so that the detected pressures of the first pressure sensor 35 and the second pressure sensor 39 approach the target pressure. According to this, since the air pressure of the pneumatic circuit 22 is controlled according to the target deceleration, the target deceleration is changed according to the vehicle type such as a shared bus or a high-speed bus, so that the vehicle type and the number of passengers are taken into consideration. It is possible to carry out detailed response to abnormal situations.
  • the vehicle type such as a shared bus or a high-speed bus
  • the pressure control module 20 Since the air pressure circuit 22 is provided with a double check valve 36 for switching between the supply of air from the brake valve 13 to the brake chamber 17 and the supply of air from the air tank 12 to the brake chamber 17, the pressure control module 20 is installed. , It can be applied to the pneumatic brake system 11 in which the command system is configured by the pneumatic circuit. In addition, the command system of the pneumatic brake system 11 can be controlled with a small amount of electric power.
  • the air pressure control device and the air pressure circuit are applied to the vehicle 10 having the braking system of the full air brake.
  • the pneumatic control device and the pneumatic circuit are also applicable to vehicles having other types of braking systems.
  • the pressure control module 20 can be applied to a vehicle 10 having an air-over-hydraulic brake mechanism. In this brake mechanism, the pressure control module 20 is connected to the brake boosters 100 to 102 via the ABS control valve 16.
  • the brake boosters 100 to 102 are boosters for front wheels, left rear wheels, and right rear wheels, respectively, and generate braking force on the wheels by increasing the hydraulic pressure of the hydraulic circuit by using air pressure.
  • the pressure control module 20 is attached to a brake mechanism including a brake booster 103 for front wheels, a brake booster 104 for rear wheels, and an ABS control valve 105 provided in a hydraulic circuit. May be applied.
  • the pneumatic control device and the pneumatic circuit can be applied to a brake mechanism other than those shown in FIGS. 14 and 15.
  • the body 211 is made of metal, but instead of this, the body 211 may be made of resin.
  • the body 211 is formed by a casting method, the body 211 may be formed by combining parts formed by pressing or cutting instead of or in addition to the body 211.
  • the air tank 12 is divided into three tanks, but the air tank 12 may be divided into one tank or two or four or more tanks. Further, the connection relationship between the air tank 12 and the pneumatic device can be changed as appropriate.
  • the first port P1 of the pressure control module 20 may be connected to a tank other than the third tank 12C.
  • the pressure control module 20 may include a case 210 composed of a first case member 217 made of aluminum die casting and a second case member 218 made of resin.
  • the first case member 217 and the body 211 are integrally formed. Further, the first case member 217 and the second case member 218 are connected to each other by a fastening member.
  • the main ECU 31 may receive an on signal or the like from the operation switch 51, the release switch 52, and the audience seat operation switch 53 via an in-vehicle network such as CAN 33.
  • an in-vehicle network such as CAN 33.
  • a network such as FlexRay (registered trademark) or Ethernet (registered trademark) may be used in addition to CAN33.
  • the main ECU 31 acquires the vehicle speed information from the vehicle speed sensor 55, but instead of or in addition to this, the main ECU 31 may acquire the acceleration information from the acceleration sensor.
  • the vehicle speed information is information related to the vehicle speed, and may include information representing the acceleration in place of or in addition to the information representing the vehicle speed itself.
  • the abnormality response system 50 includes a main ECU 31 that executes the function of the first control unit and a sub ECU 32 that executes the function of the second control unit.
  • the main ECU 31 and the sub-ECU 32 may be composed of one ECU or one other control circuit having the function of the first control unit and the function of the second control unit.
  • these functions may be distributed and configured in three or more ECUs or three or more other control circuits.
  • the error response system 50 may include a main switch (not shown) that can turn on / off the functions of the system. By performing a predetermined operation on the main switch or controlling the main switch by a predetermined control device or the like, for example, the operations of the operation switch 51, the release switch 52, and the audience seat operation switch 53 can be invalidated.
  • the pneumatic circuit 22 drives the pneumatically driven relay valve 25 by the intake valve 27 and the exhaust valve 28.
  • a solenoid valve may be provided in the first supply path 23, and the first supply path 23 may be opened and closed by the solenoid valve.
  • the air pressure circuit 22 is provided with a double check valve 36 that switches the air supply direction according to the air pressure.
  • a double check valve 36 that switches the air supply direction according to the air pressure.
  • an electromagnetic valve that is driven and not driven by the sub ECU 32 may be provided.
  • the sub ECU 32 drives (or does not drive) the solenoid valve to switch the air supply direction.
  • the response to an abnormality is executed by turning on the operation switch 51 and the audience seat operation switch 53.
  • a biometric detection device that detects the driver's fatigue or health condition may be used.
  • the biological detection device detects the driver's driving condition using one or more parameters such as the position of the driver's face and head, posture, eyelids, eye condition such as line of sight, pulse rate, heart rate, body temperature, etc. To do.
  • an abnormality signal is transmitted.
  • the ECU mounted on the vehicle compares the vehicle state such as the vehicle speed and the presence / absence of operation of the accelerator pedal or the brake pedal with the road information, and if an abnormality in the driving operation is detected, an abnormality signal is transmitted. May be good.
  • the air pressure control device has been described as being retrofitted to a vehicle in use that controls the brake command system by air pressure, but the air pressure control device may be retrofitted to a vehicle equipped with EBS. In addition, the air pressure control device may be installed in a new vehicle.
  • the air pressure control device has been described as being mounted on a vehicle such as a bus.
  • vehicle such as a bus.
  • the vehicle may be a truck, a construction machine, or the like other than a bus.
  • the air pressure control device may be mounted on other vehicles such as passenger cars and railway vehicles.
  • the pressure control module 20 of the above embodiment may be applied to a vehicle in which the command system to the brake mechanism is hydraulically controlled.
  • the pressure control module 20 operates in the same manner as in the above embodiment.
  • the brake mechanism to be controlled may be a mechanism other than the brake chamber.
  • the hydraulic circuit and the pneumatic circuit are examples of circuits driven by the pressure of a fluid.
  • the ECUs 31 and 32 are not limited to those that perform software processing for all the processing executed by themselves.
  • the ECUs 31 and 32 may include a dedicated hardware circuit (for example, an integrated circuit for a specific application: ASIC) that performs hardware processing for at least a part of the processing executed by itself.
  • the ECUs 31 and 32 are 1) one or more processors that operate according to a computer program (software), 2) one or more dedicated hardware circuits that execute at least a part of various processes, or 3). It can be configured as a circuit (cyclery) including a combination thereof.
  • the processor includes a CPU and a memory such as a RAM and a ROM, and the memory stores a program code or a command configured to cause the CPU to execute a process.
  • Memory or computer-readable media includes any available medium accessible by a general purpose or dedicated computer.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un dispositif de commande de pression d'air, un circuit de pression d'air et un système de commande de frein qui sont utilisés en cas d'anomalie et qui sont facilement adaptés à un véhicule existant. Un module de commande de pression (20) est pourvu : d'un circuit de pression d'air (22) qui a un premier orifice P1 relié à un réservoir d'air d'un véhicule, de deuxièmes orifices P2 reliés chacun à une vanne de frein pour délivrer en sortie un signal de pression d'air lorsqu'un actionnement du frein est effectué, et de troisièmes orifices P3 reliés chacun à un mécanisme de frein pour appliquer une force de freinage à une roue correspondante sur la base du signal de pression d'air, et qui commute l'état entre un premier état de communication dans lequel de l'air est communiqué des deuxièmes orifices P2 aux troisièmes orifices P3 et un second état de communication dans lequel de l'air est communiqué du premier orifice P1 aux troisièmes orifices P3 ; et une ECU secondaire (32) qui commute le circuit de pression d'air (22) du premier état de communication au second état de communication sur la base d'un signal anormal indiquant une anomalie d'un conducteur.
PCT/JP2020/019532 2019-05-16 2020-05-15 Dispositif de commande de pression d'air, circuit de pression d'air et système de commande de frein WO2020230896A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP2021519507A JP7513602B2 (ja) 2019-05-16 2020-05-15 空気圧制御装置及びブレーキ制御システム
CN202410834642.5A CN118701002A (zh) 2019-05-16 2020-05-15 空气压力控制装置、空气压力回路以及制动控制系统
CN202080050603.6A CN114096446B (zh) 2019-05-16 2020-05-15 空气压力控制装置、空气压力回路以及制动控制系统
JP2024103788A JP2024114874A (ja) 2019-05-16 2024-06-27 空気圧制御装置、空気圧回路及びブレーキ制御システム

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2019-092731 2019-05-16
JP2019092731 2019-05-16

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WO2020230896A1 true WO2020230896A1 (fr) 2020-11-19

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JP (2) JP7513602B2 (fr)
CN (2) CN118701002A (fr)
WO (1) WO2020230896A1 (fr)

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CN114030448A (zh) * 2021-10-27 2022-02-11 武汉未来幻影科技有限公司 一种车辆及控制系统、方法和装置
US20230083075A1 (en) * 2021-09-10 2023-03-16 Goodrich Corporation Valve assembly for brake control system

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JP2017149263A (ja) * 2016-02-24 2017-08-31 ナブテスコオートモーティブ株式会社 空気供給システム
JP2018030518A (ja) * 2016-08-26 2018-03-01 いすゞ自動車株式会社 車両のブレーキ装置

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JP5336400B2 (ja) * 2010-02-04 2013-11-06 ナブテスコオートモーティブ株式会社 車両用圧縮空気供給装置
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WO2017146242A1 (fr) * 2016-02-24 2017-08-31 ナブテスコオートモーティブ 株式会社 Système de distribution d'air
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JP2017149263A (ja) * 2016-02-24 2017-08-31 ナブテスコオートモーティブ株式会社 空気供給システム
JP2018030518A (ja) * 2016-08-26 2018-03-01 いすゞ自動車株式会社 車両のブレーキ装置

Cited By (4)

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Publication number Priority date Publication date Assignee Title
US20230083075A1 (en) * 2021-09-10 2023-03-16 Goodrich Corporation Valve assembly for brake control system
US12060052B2 (en) * 2021-09-10 2024-08-13 Goodrich Corporation Valve assembly for brake control system
CN114030448A (zh) * 2021-10-27 2022-02-11 武汉未来幻影科技有限公司 一种车辆及控制系统、方法和装置
CN114030448B (zh) * 2021-10-27 2022-08-05 武汉未来幻影科技有限公司 一种车辆及控制系统、方法和装置

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JP2024114874A (ja) 2024-08-23
CN118701002A (zh) 2024-09-27
CN114096446A (zh) 2022-02-25
JPWO2020230896A1 (fr) 2020-11-19
JP7513602B2 (ja) 2024-07-09
CN114096446B (zh) 2024-07-12

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