WO2021054470A1

WO2021054470A1 - Air pressure control device, air pressure control method, and air pressure control program for brake

Info

Publication number: WO2021054470A1
Application number: PCT/JP2020/035599
Authority: WO
Inventors: 毅史北村; 健一松原
Original assignee: ナブテスコオートモーティブ株式会社
Priority date: 2019-09-20
Filing date: 2020-09-18
Publication date: 2021-03-25
Also published as: JPWO2021054470A1; CN114728650A

Abstract

An air pressure control device comprising: an air pressure circuit configured to supply air to a brake mechanism that applies braking force to a wheel; and a control unit configured to control air pressure that is supplied from the air pressure circuit to the brake mechanism. The control unit is configured to decelerate a vehicle by supplying the air to the brake mechanism on the basis of a signal for urgently stopping the vehicle, and, when the vehicle reaches a speed equal to or lower than a predetermined speed, to reduce the air pressure that is supplied to the brake mechanism.

Description

[Name of invention determined by ISA based on Rule 37.2.] Brake air pressure control device, air pressure control method, and air pressure control program

The present disclosure relates to an air pressure control device, an air pressure control method, and an air pressure control program.

Guidelines for a driver abnormality response system that stops the vehicle by the operation of a occupant other than the driver as an emergency measure when the driver suddenly becomes unable to continue safe driving while driving due to sudden changes in the physical condition of the driver of the vehicle. Has been formulated (see, for example, Non-Patent Document 1). In addition, various brake systems and the like have been proposed in line with this guideline.

By the way, in the above braking system, when the vehicle is stopped urgently, it is required to stop safely while hurrying. That is, it is required to suppress the load applied to the occupants when the vehicle makes an emergency stop.

An object of the present disclosure is to provide an air pressure control device, an air pressure control method, and an air pressure control program capable of suppressing a load applied to an occupant when a vehicle makes an emergency stop.

According to one aspect of the present disclosure, an air pressure control device is provided. The air pressure control device includes an air pressure circuit configured to supply air to a brake mechanism that applies braking force to the wheels, and a control unit configured to control the air pressure supplied from the air pressure circuit to the brake mechanism. The control unit supplies air to the brake mechanism based on a signal for urgently stopping the vehicle to decelerate the vehicle, and when the vehicle becomes equal to or lower than a predetermined speed, the brake mechanism It is configured to reduce the pressure of the air supplied to the wheel.

According to the above configuration, the braking force is weakened by reducing the air pressure supplied to the braking mechanism when the vehicle falls below a predetermined speed during deceleration, and the acceleration change (jerk) at the moment when the vehicle completely stops. Can be reduced. Therefore, it is possible to suppress the load applied to the occupants when the vehicle makes an emergency stop.

Regarding the air pressure control device, the control unit may be configured to increase the air pressure after decompression to a predetermined value or more after a predetermined time has elapsed from the time when the vehicle becomes the predetermined speed or less.

According to the above configuration, since the vehicle is stopped after a predetermined time has elapsed from the time when the vehicle becomes below the predetermined speed, the braking force of the brake mechanism is increased by increasing the air pressure supplied to the brake mechanism to the predetermined value or more. It can be enlarged to prevent the vehicle from moving from a stopped state.

Regarding the air pressure control device, the control unit may be configured to increase the air pressure supplied to the brake mechanism to a predetermined value or more after a lapse of a predetermined time from the time when the air pressure becomes equal to or lower than the lower limit pressure due to the decompression. ..

According to the above configuration, since the vehicle is stopped after a predetermined time has elapsed from the time when the pressure falls below the lower limit pressure, the braking force of the brake mechanism is increased by increasing the air pressure supplied to the brake mechanism to a predetermined value or more. , The vehicle can be prevented from moving from a stopped state.

With respect to the air pressure control device, the control unit makes the air pressure supplied to the brake mechanism constant at the upper limit pressure when the air pressure supplied to the brake mechanism becomes equal to or higher than the upper limit pressure during deceleration of the vehicle. It may be configured in.

According to the above configuration, the braking force of the brake mechanism can be made constant by making the air pressure supplied to the brake mechanism constant when the vehicle decelerates to some extent during deceleration, and a sudden change in speed can be suppressed. be able to.

Regarding the air pressure control device, the control unit may be configured to determine the air pressure supplied to the brake mechanism at predetermined time intervals.
According to the above configuration, since the air pressure supplied to the brake mechanism is determined at predetermined time intervals, the calculation amount can be suppressed as compared with the case where the air pressure supplied to the brake mechanism is determined at any time.

Regarding the air pressure control device, the air pressure circuit may be configured to supply air to the brake mechanism instead of a brake valve that supplies air to the brake mechanism when a brake operation is performed.

According to the above configuration, normally, the brake valve supplies air to the brake mechanism by the driver's brake operation, but when the driver is abnormal, the control unit controls the pneumatic circuit instead of this brake valve to make the brake mechanism. The vehicle can be stopped urgently by supplying air.

With respect to the air pressure control device, the control unit is configured to supply air pressure for slow braking to the brake mechanism when an abnormal signal indicating an abnormality due to an operation of an occupant switch is acquired as a signal for urgently stopping the vehicle. It may have been done. According to the above configuration, if the occupant is suddenly braked immediately after the operation of the occupant switch, the occupant is surprised. Therefore, it is possible to call attention by first causing the brake mechanism to perform slow braking.

Regarding the air pressure control device, the air pressure circuit has a first port connected to the air tank of the vehicle, a second port connected to a brake valve that outputs an air pressure signal when a brake operation is performed, and a wheel based on the air pressure signal. It has a third port connected to a braking mechanism that applies braking force, and supplies air from the second port to the third port in a first communication state and from the first port to the third port. The control unit is configured to switch from the second communication state, and the control unit is configured to switch the pneumatic circuit from the first communication state to the second communication state based on a signal for urgently stopping the vehicle. You may.

According to the above configuration, from the first communication state in which the brake valve and the brake mechanism are connected to supply air from the second port to the third port, the air tank and the brake mechanism are connected to the first port to the third port. Switch to the second communication state that supplies air to the. Therefore, air can be automatically supplied from the air tank to the brake mechanism to generate a braking force.

According to one aspect of the present disclosure, a method for controlling the air pressure of the air pressure control device is provided. The air pressure control device includes an air pressure circuit configured to supply air to a brake mechanism that applies braking force to the wheels, and a control unit configured to control the air pressure supplied from the air pressure circuit to the brake mechanism. And. The air pressure control method includes a deceleration step in which air is supplied to the brake mechanism to decelerate the vehicle based on a signal for urgently stopping the vehicle, and when the vehicle during deceleration becomes a predetermined speed or less. Is provided with an air pressure reducing step for reducing the air pressure supplied to the brake mechanism.

According to the above method, the braking force is weakened by reducing the air pressure supplied to the braking mechanism when the vehicle falls below a predetermined speed during deceleration, and the acceleration change (jerk) at the moment when the vehicle completely stops. Can be reduced. Therefore, it is possible to suppress the load applied to the occupants when the vehicle makes an emergency stop.

According to one aspect of the present disclosure, an air pressure control program for an air pressure control device is provided. The air pressure control device includes an air pressure circuit configured to supply air to a brake mechanism that applies braking force to the wheels, and a control unit configured to control the air pressure supplied from the air pressure circuit to the brake mechanism. And. When the pneumatic control program operates in the computer of the pneumatic control device, the deceleration step of supplying air to the brake mechanism based on a signal for urgently stopping the vehicle to the pneumatic control device to decelerate the vehicle. And the air pressure reduction step of reducing the air pressure supplied to the brake mechanism when the vehicle during deceleration becomes equal to or lower than a predetermined speed.

According to the above program, the braking force is weakened by reducing the air pressure supplied to the braking mechanism when the vehicle drops below a predetermined speed during deceleration, and the acceleration change (jerk) at the moment when the vehicle completely stops. Can be reduced. Therefore, it is possible to suppress the load applied to the occupants when the vehicle makes an emergency stop.

According to one aspect of the present disclosure, a non-transitory computer-readable medium for storing a pneumatic control program is provided. The air pressure control program includes an air pressure circuit configured to supply air to a brake mechanism that applies braking force to the wheels, and a control unit configured to control the air pressure supplied from the air pressure circuit to the brake mechanism. When operating in the computer of the air pressure control device including the above, the air pressure control device is supplied with air to the brake mechanism based on a signal for urgently stopping the vehicle to decelerate the vehicle, and the deceleration is performed. When the vehicle inside becomes a predetermined speed or less, the air pressure supplied to the brake mechanism is reduced.

FIG. 6 is a schematic view showing an overall configuration of a pneumatic brake system including the pneumatic control device for one embodiment of the pneumatic control device. The perspective view which shows the appearance of the air pressure control device of the same embodiment. The schematic diagram of the emergency response system of the same embodiment. The circuit diagram of the first communication state in which the brake valve and the brake mechanism are communicated with each other in the pneumatic circuit of the same embodiment. The circuit diagram of the 2nd communication state which communicates with the air tank and the brake mechanism in the air pressure circuit of the same embodiment. The flowchart which shows the processing procedure of the abnormal state response system of the same embodiment. The graph which shows the control example of the abnormal state response system of the same embodiment. The flowchart which shows the processing procedure of the abnormal state response system of the same embodiment. The graph which shows the modification of the control example of the abnormal case response system. 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.

An embodiment of the air pressure control device and the air pressure circuit provided in the air pressure control device will be described with reference to FIGS. 1 to 8. The pneumatic control device is provided in the pneumatic braking system mounted on a vehicle such as a bus.

As shown in FIG. 1, 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. For example, 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 is a tank for storing compressed air for applying a braking force to the rear wheels. 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.

Further, the brake valve 13 is connected to the relay valve 15 via the air pipe 18. When the brake pedal 13C of the brake valve 13 is operated by the driver, an air pressure signal is output from the brake valve 13 to the relay valve 15. Further, the relay valve 15 is connected to the air tank 12 by an air pipe (not shown). When the relay valve 15 inputs an air pressure signal from the brake valve 13, 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 Break 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.

In the process of use When the pneumatic brake system 11 of a vehicle (existing vehicle) is equipped with an abnormality response system that stops the vehicle by the operation of an occupant other than the driver, the air of the command system that connects the brake valve 13 and the relay valve 15 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. ing. 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.

Next, with reference to FIG. 2, the configuration including the appearance of the pressure control module 20 will be described.
As shown in FIG. 2, 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 formed by a casting method such as aluminum die casting. The body 211 is provided with a port connection portion 212 for connecting various ports. The port connection portion 212 is provided with a pair of second ports P2 on the first surface 213.

Of the port connection portions 212, a pair of third ports P3 are provided on the second surface 214 perpendicular to the first surface 213 on which the second port P2 is provided. Next to the third port P3, 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 containing a silencer (silencer) is provided on the lower side of the body 211. Further, the body 211 is provided with a protruding portion 215 protruding toward the back surface side. Further, on the lower surface of the case 210, a connection portion (not shown) for connecting the control device and the like housed in the case 210 to an external power supply or an electric system cable for an in-vehicle network is provided.

As described above, the pressure control module 20 is a unit in which a control device for controlling a pneumatic circuit and a flow path are integrated. When the pressure control module 20 is attached to the vehicle 10, the protrusion 215 is fixed at a predetermined position on the vehicle body. Further, 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, and the third port P3 is connected to the relay valve 15. Also, connect the electrical cable to the connection. That is, only the pressure control module 20 may be the main component to be retrofitted to the pneumatic brake system 11 in order to deal with 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 (cyclery) such as an ASIC. The control program may be executed by one computer processor or may be executed by a plurality of computer processors. Further, 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 and from each other. The control program includes an air pressure control program. Further, the main ECU 31 controls based on the air pressure control method. The pneumatic control program may be stored on a non-temporary computer-readable medium.

The main ECU 31 inputs an on signal output from the driver's seat operation switch 51 and the release switch 52 when they are turned on. The driver's seat operation switch 51 and the release switch 52 are switches that are supposed to be operated by the driver, and are provided in the vicinity of the driver's seat. When the driver's seat operation switch 51 is turned on, the error response system 50 is activated. The release switch 52 is a switch for stopping the operation of the abnormality response system 50 when it is erroneously activated. The on signal output when the driver's seat operation switch 51 is turned on corresponds to a signal for urgently stopping the vehicle.

Further, when the audience seat operation switch 53 is turned on, the main ECU 31 inputs an on signal output from them. The passenger 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 on signal output when the passenger seat operation switch 53 is turned on corresponds to a signal for urgently stopping the vehicle.

The main ECU 31 acquires acceleration information from the acceleration sensor 54 via the CAN 33. The main ECU 31 directly acquires vehicle speed information from the vehicle speed sensor 55. The main ECU 31 calculates the target air pressure of the pneumatic brake system 11 so that the deceleration obtained from the vehicle speed approaches the target deceleration, which is the target value, when the abnormality response system 50 starts operating, and causes the sub ECU 32 to calculate the target air pressure. Indicate the calculated target 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.

Further, 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 the error response system 50 is activated. In addition, as the vehicle interior device 56, a notification buzzer provided in the vehicle interior, a notification lamp provided in the vehicle interior, and the like may be provided. For example, when the abnormality response system 50 is activated, 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 (see FIG. 1), a hazard lamp, a brake lamp, or the like. For example, when the abnormality response system 50 is activated, the main ECU 31 drives the protection valve 14A and the like to supply air to the air horn device 14B to generate a warning sound and turn on the hazard lamp and the brake lamp. Or make it blink.

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. The front air supply path 37 and the rear air supply path 38 are connected to a pair of third ports P3, respectively.

A relay valve 25 is connected in the middle of the first supply path 23. The relay valve 25 has a discharge port 25A. The discharge port 25A is connected to a discharge unit 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. When the air pressure applied from the branch path 26 to the pilot port 25B is a predetermined pressure such as atmospheric pressure, the first supply path 23 is cut off by the urging force of the urging spring or the like. When the relay valve 25 is in the exhaust state, the air flow from the air tank 12 to the front air supply path 37 and the rear air supply path 38 is cut off. When the relay valve 25 is in the exhaust state, the downstream side of the relay valve 25 in the first supply path 23 and the discharge portion 58 are communicated with each other, and the compressed air on the downstream side of the relay valve 25 in the first supply path 23 is communicated with each other. Is discharged and reaches a predetermined pressure such as atmospheric pressure.

On the other hand, when the air pressure applied from the branch path 26 to the pilot port 25B reaches a driving pressure larger than a predetermined pressure such as atmospheric pressure, the relay valve 25 resists the urging force of the urging spring or the like. , The supply state is such that the first supply path 23 is communicated with each other. 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. When the relay valve 25 is in the supply state, the first supply path 23 is communicated with the front air supply path 37 and the rear air supply path 38. Further, when the pressure on the outlet side (secondary side) of the relay valve 25 becomes excessively high, the communication state of the first supply path 23 is cut off and the relay valve 25 becomes an exhaust state.

One end of the branch path 26 is connected to the first supply path 23, and the other end is 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 by turning on / off (driving / non-driving) the power supply from the sub ECU 32 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 by turning on / off (driving / non-driving) 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, the exhaust valve 28 opens the signal supply path 29 downstream of the intake valve 27 to the atmosphere when the intake valve 27 is not driven and is in the closed position. Further, in the driven state, the exhaust valve 28 has atmospheric pressure on the upstream side of the intake valve 27 in the branch path 26 and on the upstream side of the relay valve 25 in the first supply path 23.

Further, in the branch path 26, 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 the pressure to the sub ECU 32.

Further, 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. On the other hand, the double check valve 36A includes 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. It is connected to the. The double check valve 36A allows the supply of compressed air from the higher pressure side of the third supply path 30 and the forward signal supply path 24A, and shuts off the supply of compressed air from the lower pressure side. A second pressure sensor 39 is connected to the front air supply path 37. The second pressure sensor 39 outputs the detected pressure to the sub ECU 32. The pressure detected by the second pressure sensor 39 is the "supply pressure" supplied to the brake chamber 17.

The other 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. ing. The double check valve 36B allows the supply of compressed air from the higher pressure side of the third supply path 30 and the rear signal supply path 24B, and shuts off the supply of compressed air from the lower pressure side. The front signal supply path 24A and the rear signal supply path 24B are connected to a pair of second ports P2, respectively.

Next, the operation of the pressure control module 20 will be described with reference to FIGS. 4 and 5. FIG. 4 shows a pneumatic circuit 22 when the driver's seat operation switch 51 and the passenger seat operation switch 53 are not turned on.

As shown in FIG. 4, when the driver's seat operation switch 51 and the passenger seat operation switch 53 are not turned on, the sub ECU 32 does not drive the intake valve 27 and the exhaust valve 28. In this case, the intake valve 27 is in the closed position and the exhaust valve 28 is in the open position. As a result, in the branch path 26, downstream of the intake valve 27, the exhaust valve 28 is in the open position, so that the pressure becomes a predetermined pressure such as atmospheric pressure. 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. When the relay valve 25 is in the exhaust state, compressed air downstream of the relay valve 25 in the third supply path 30 and the first supply path 23 is discharged from the discharge section 58, and the third supply path 30 becomes a predetermined pressure. Further, when the brake pedal 13C is depressed, an air pressure signal is supplied to the front signal supply path 24A and the rear signal supply path 24B. As a result, the pressure in the front signal supply path 24A and the rear signal supply path 24B becomes higher than that in the third supply path 30, so that the

double check valves

36A and 36B have the front air supply path 37 and the rear air from the third supply path 30. The air flow to the supply path 38 is blocked. Then, 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. As a result, 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. When the relay valve 15 supplies compressed air to the brake chamber 17, 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. 5 shows a pneumatic circuit 22 when at least one of the driver's seat operation switch 51 and the audience seat operation switch 53 is turned on. When at least one of the driver's seat operation switch 51 and the passenger seat operation switch 53 is turned on, 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. As a result, 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. When the pressure in the branch path 26 between the intake valve 27 and the exhaust valve 28 reaches the driving pressure, this pressure is applied to the relay valve 25 via the pilot port 25B, so that the relay valve 25 is in the supply state. As a result, compressed air is supplied to the third supply path 30 via the first supply path 23 and the relay valve 25.

When compressed air is supplied to the third supply path 30, the pressure in the third supply path 30 becomes higher than that in the front signal supply path 24A and the rear signal supply path 24B. Therefore, 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.

By providing the pressure control module 20 between the brake valve 13 and the relay valve 15 in this way, when the driver's seat operation switch 51 and the passenger seat operation switch 53 are turned on, the pneumatically driven command system is provided. , The system via the brake valve 13 is switched to the system in which air is directly supplied from the air tank 12. Therefore, the brake chamber 17 can be operated to generate a braking force without inputting the air pressure signal from the brake valve 13.

Further, 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. 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. When 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 does not drive the intake valve 27 and the exhaust valve 28 and puts the relay valve 25 in the exhaust state. Then, it waits for the next pressure instruction from the main ECU 31. The air pressure in the signal supply path 29 is controlled by the intake valve 27 and the exhaust valve 28, and the relay valve 25 is driven to supply the desired air pressure to the third supply path 30.

Next, with reference to FIGS. 6 to 8, the procedure of the processing for dealing with abnormalities performed by the main ECU 31 will be described. The process shown in FIG. 6 is a process for controlling the air system, which is triggered by the operation of the driver's seat operation switch 51 or the passenger seat operation switch 53 and the main ECU 31 inputting the operation signals transmitted from those switches. It shall be started. Further, it is premised that the main ECU 31 acquires vehicle information from the acceleration sensor 54 and the vehicle speed sensor 55 at a predetermined timing. In FIG. 7, the speed V of the vehicle is shown by a solid line, the pressure Pa of the air supplied to the brake chamber 17 is shown by a thick line, and the deceleration a is shown by a chain line.

As shown in FIGS. 6 and 7, when the operation signal is input at time t1, the main ECU 31 determines whether or not the audience seat operation switch 53 has been operated (step S1). That is, the main ECU 31 determines whether the input operation signal is a signal from the driver's seat operation switch 51 or a signal from the audience seat operation switch 53. Then, when the main ECU 31 determines that the driver's seat operation switch 51 has been operated (step S1: NO), the main ECU 31 proceeds to step S4. Here, the phase up to the time t1 when the audience seat operation switch 53 is operated is referred to as "system standby section S0".

On the other hand, when the main ECU 31 determines that the audience seat operation switch 53 has been operated (step S1: YES), the main ECU 31 instructs the sub ECU 32 of the slow braking pressure Pa1 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. To do. Then, the slow braking pressure is transmitted to the sub ECU 32. The sub ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction to supply the brake chamber 17 (see FIG. 5).

The main ECU 31 determines whether or not the slow braking time T1 has elapsed (step S3). That is, whether or not the slow braking time T1 has elapsed depending on the elapsed time from the time when the main ECU 31 transmits the pressure instruction 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. To judge. The slow braking time T1 is a 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. Then, when the main ECU 31 determines that the slow braking time T1 has not elapsed (step S3: NO), the main ECU 31 continues the slow braking while instructing the sub ECU 32 of the slow braking pressure Pa1 (step S2). Here, the phase from the time t1 to the time t2 when the slow braking time T1 has elapsed is referred to as a "warning braking section Ph1".

On the other hand, when the main ECU 31 determines that the slow braking time has elapsed (step S3: YES), the main ECU 31 instructs the sub ECU 32 to perform the main braking. This braking is for decelerating the vehicle 10 with a deceleration having a larger absolute value than slow braking, and finally stopping the vehicle 10. The main ECU 31 acquires a target deceleration for main braking stored in its own storage unit, and calculates an increased predetermined pressure ΔPa2 and a decreased predetermined pressure ΔPa4 in comparison with the deceleration obtained from the acquired vehicle speed. Then, the calculated air pressure is transmitted to the sub ECU 32. The sub ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction (see FIG. 5). The following steps S4 and subsequent steps correspond to "deceleration steps" in which air is supplied to the brake chamber 17 to decelerate the vehicle.

The main ECU 31 increases the supply pressure by increasing the increased predetermined pressure ΔPa2 every predetermined time ΔT2 (step S4). That is, the main ECU 31 determines the supply pressure every predetermined time ΔT2. The main ECU 31 transmits the determined air pressure to the sub ECU 32. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction transmitted from the main ECU 31 to supply the brake chamber 17 to the determined target pressure.

Subsequently, the main ECU 31 determines whether or not the supply pressure is equal to or higher than the upper limit pressure Pa3 (step S5). That is, since the supply pressure increases as the increased predetermined pressure ΔPa2 increases, the main ECU 31 determines whether or not the increased supply pressure is equal to or higher than the upper limit pressure Pa3. Then, when the main ECU 31 determines that the supply pressure is less than the upper limit pressure Pa3 (step S5: NO), the main ECU 31 proceeds to step S4 and increases the increased predetermined pressure ΔPa2 every predetermined time ΔT2. Supply. Here, the phase from the time t2 to the time t3 when the upper limit pressure Pa3 or more is defined as the "braking force generation section Ph2". In addition, Non-Patent Document 1 provides an upper limit of deceleration in an emergency stop, and when it is larger than the deceleration upper limit (for example, 2.45 m / ss), deceleration is interrupted or the supply pressure is the upper limit pressure Pa3. It is necessary to exhaust so that it is less than.

On the other hand, when the main ECU 31 determines that the supply pressure is equal to or higher than the upper limit pressure Pa3 (step S5: YES), the main ECU 31 keeps the supply pressure constant at the upper limit pressure Pa3 (step S6). That is, by keeping the supply pressure constant at the upper limit pressure Pa3, the main ECU 31 can keep the braking force of the brake chamber 17 constant and suppress a sudden change in speed. The main ECU 31 transmits the determined air pressure to the sub ECU 32. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction transmitted from the main ECU 31 to supply the brake chamber 17 to the determined target pressure.

Subsequently, the main ECU 31 determines whether or not the speed of the vehicle is equal to or less than the predetermined speed Vth (step S7). That is, the main ECU 31 determines whether or not the speed of the vehicle is reduced by braking the brake chamber 17 and is equal to or lower than the predetermined speed Vth. The predetermined speed Vth is a speed at which the vehicle can easily stop in a short time, for example, a low speed such as 10 to 20 km / h, a speed immediately before stopping, or a measurable lower limit value of the vehicle speed sensor 55. Then, when the main ECU 31 determines that the speed of the vehicle is higher than the predetermined speed Vth (step S7: NO), the main ECU 31 instructs the sub ECU 32 of the upper limit pressure Pa3 until the speed of the vehicle becomes equal to or lower than the predetermined speed Vth. The determination is repeated (step S7). Here, the phase from the time t3 to the time t4 when the predetermined speed is Vth or less is referred to as "constant deceleration braking section Ph3".

On the other hand, when the main ECU 31 determines that the speed of the vehicle is equal to or less than the predetermined speed Vth (step S7: YES), the main ECU 31 reduces the air pressure for supplying the reduced predetermined pressure ΔPa4 every predetermined time ΔT4 (step S8). That is, the main ECU 31 determines the supply pressure every predetermined time ΔT4. The main ECU 31 transmits the determined air pressure to the sub ECU 32. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction transmitted from the main ECU 31 to supply the brake chamber 17 to the determined target pressure. It should be noted that step S8 corresponds to the "air pressure reduction step" in which the air pressure supplied to the brake chamber 17 is reduced when the decelerating vehicle becomes the predetermined speed Vth or less.

Subsequently, the main ECU 31 determines whether or not the supply pressure is equal to or lower than the lower limit pressure Pa4 (step S9). That is, since the supply pressure decreases as the decrease predetermined pressure ΔPa4 decreases, the main ECU 31 determines whether or not the reduced supply pressure is equal to or less than the lower limit pressure Pa4. Then, when the main ECU 31 determines that the supply pressure is larger than the lower limit pressure Pa4 (step S9: NO), the main ECU 31 proceeds to step S8 and supplies the reduced predetermined pressure ΔPa4 by decreasing it every ΔT4 for a predetermined time.

On the other hand, when the main ECU 31 determines that the supply pressure is equal to or lower than the lower limit pressure Pa4 (step S9: YES), the main ECU 31 keeps the supply pressure constant at the lower limit pressure Pa4 (step S10). That is, by keeping the supply pressure constant at the lower limit pressure Pa4, the main ECU 31 can keep the braking force of the brake chamber 17 constant and suppress a sudden change in speed. The main ECU 31 transmits the determined air pressure to the sub ECU 32. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction transmitted from the main ECU 31 to supply the brake chamber 17 to the determined target pressure.

Subsequently, the main ECU 31 determines whether or not the stop determination time T4 has elapsed since the lower limit pressure Pa4 was reached (step S11). That is, the main ECU 31 determines whether or not the stop determination time T4, which is the time required for the vehicle to stop, has elapsed. Then, when the main ECU 31 determines that the stop determination time T4 has not elapsed (step S11: NO), the main ECU 31 repeats the determination until the stop determination time T4 elapses while instructing the sub ECU 32 of the lower limit pressure Pa4 (step S11: NO). Step S11). The stop determination time T4 corresponds to a predetermined time. Here, the phase from the time t4 to the time t5 when the stop determination time T4 elapses after the lower limit pressure Pa4 is reached is referred to as the "braking force relaxation section Ph4". Further, the phase after the time t5 is set as "stop braking section Ph5".

On the other hand, when the main ECU 31 determines that the stop determination time T4 has elapsed (step S11: YES), the supply pressure is kept constant at the stop pressure Pa5 (step S12). That is, the main ECU 31 increases the supply pressure from the lower limit pressure Pa4 to the stop pressure Pa5 and continues to supply the stop pressure Pa5 until the end. The main ECU 31 transmits the determined air pressure to the sub ECU 32. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction transmitted from the main ECU 31 to supply the brake chamber 17 to the determined target pressure. The stop pressure Pa5 corresponds to a predetermined value.

Subsequently, the main ECU 31 determines whether or not the response to an abnormality has been completed (step S13). The response to an abnormality may be determined to have ended when the vehicle 10 has stopped and the parking brake has been activated, or it may have been determined to have ended when the ignition switch has been turned off, or at other timings. You may judge that it is finished. Then, when the main ECU 31 determines that the response to an abnormality has not been completed (step S13: NO), the main ECU 31 continues while instructing the sub ECU 32 to stop pressure Pa5 (step S4). On the other hand, when the main ECU 31 determines that the abnormality response has been completed (step S13: YES), the main ECU 31 ends the abnormality response process.

Further, 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.

Next, the procedure of the release process when the release switch 52 is operated will be described with reference to FIG. The process shown in FIG. 8 is assumed to be started when the driver's seat operation switch 51 or the passenger seat operation switch 53 is operated and the main ECU 31 inputs the operation signal.

As shown in FIG. 8, the main ECU 31 determines whether or not the release switch 52 has been operated (step S20). That is, the main ECU 31 determines whether or not an operation signal has been input from the release switch 52. Then, when the main ECU 31 determines that the release switch 52 has been operated (step S20: YES), the main ECU 31 transmits a braking release instruction to the sub ECU 32 (step S21). Upon receiving the release instruction, the sub ECU 32 does not drive the intake valve 27 and the exhaust valve 28, and shuts off the supply of air from the air tank 12 to the brake chamber 17 side.

On the other hand, when the main ECU 31 determines that the release switch 52 has not been operated (step S20: NO), the main ECU 31 determines whether or not the response to an abnormality has been completed (step S22). Then, when the main ECU 31 determines that the response to an abnormality has not been completed (step S22: NO), the main ECU 31 proceeds to step S20. On the other hand, when the main ECU 31 determines that the response to an abnormality has been completed (step S22: YES), the main ECU 31 ends the release process.

Next, the effect of this embodiment will be described.
(1) The braking force is weakened by reducing the air pressure supplied to the brake chamber 17 when the vehicle becomes less than the predetermined speed Vth during deceleration, and the acceleration change (jerk) at the moment when the vehicle completely stops is obtained. Can be reduced. Therefore, it is possible to suppress the load applied to the occupants when the vehicle makes an emergency stop.

(2) Since the vehicle has stopped after a predetermined time has passed since the lower limit pressure Pa4 or less, the braking force of the brake chamber 17 is increased by increasing the air pressure supplied to the brake chamber 17 to the stop pressure Pa5 or more. Therefore, the vehicle can be prevented from moving from a stopped state.

(3) When the vehicle decelerates to some extent during deceleration, the braking force of the brake chamber 17 can be made constant by making the air pressure supplied to the brake chamber 17 constant at the upper limit pressure Pa3, and a sudden change in the speed V of the vehicle can be caused. It can be suppressed.

(4) Since the air pressure supplied to the brake chamber 17 is determined every predetermined time ΔT2 and predetermined time ΔT4, the calculation amount can be suppressed as compared with the case where the air pressure supplied to the brake chamber 17 is determined at any time. ..

(5) Normally, the brake valve supplies air to the brake chamber 17 by the driver's brake operation, but when the driver is abnormal, the control unit controls the pneumatic circuit instead of this brake valve to supply air to the brake chamber 17. The vehicle can be stopped urgently by supplying.

(6) Since the occupant is surprised if sudden braking is performed immediately after the operation of the occupant switch, attention can be alerted by first causing the brake chamber 17 to perform slow braking.
(7) From the first communication state in which the brake valve and the brake chamber 17 are connected to supply air from the second port to the third port, the air tank and the brake chamber 17 are connected from the first port to the third port. Switch to the second communication state that supplies air. Therefore, air can be automatically supplied from the air tank to the brake chamber 17 to generate a braking force.

(Other embodiments)
The above embodiment can be modified and implemented as follows. The above embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.

-In the above embodiment, the predetermined time ΔT2 and the predetermined time ΔT4 may be the same or different.
In the above embodiment, the main ECU 31 determines the pressure supplied to the brake chamber 17 every predetermined time ΔT2 and predetermined time ΔT4. However, as shown in FIG. 9, the main ECU 31 may perform calculations at any time to determine the pressure supplied to the brake chamber 17. In this way, the pressure supplied to the brake chamber 17 can be accurately determined according to the speed of the vehicle, and braking can be performed.

-In the above embodiment, it is determined whether or not the stop determination time T4 has elapsed since the lower limit pressure Pa4 was reached. However, it may be determined whether or not the stop determination time has elapsed since the predetermined speed Vth was reached. According to such a configuration, since the vehicle is stopped after the stop determination time T4 elapses from the time when the predetermined speed becomes Vth or less, the brake is applied by increasing the air pressure supplied to the brake chamber 17 to the stop pressure Pa5 or more. The braking force of the chamber 17 is increased, and the vehicle can be prevented from moving from the stopped state.

-In the above embodiment, the stop pressure Pa5 is constant after the stop determination time T4 elapses, but the parking brake or the electric parking brake may be activated to keep the vehicle in the stopped state.

-In the above embodiment, when the audience seat operation switch 53 is operated, the slow braking pressure Pa1 is supplied to the brake chamber 17 during the slow braking time T1. However, the pressure may not be supplied to the brake chamber 17 with the slow braking time T1 as the alert time.

-In the above embodiment, the air pressure control device and the air pressure circuit are applied to the vehicle 10 with the full air brake. Not limited to this, the pneumatic control device and the pneumatic circuit are also applicable to vehicles having other types of braking systems. As shown in FIG. 10, the pressure control module 20 can be applied to a vehicle 10 having an air-over hydraulic braking mechanism. This brake mechanism connects the pressure control module 20 to the brake boosters 100 to 102 via the ABS control valve 16. The brake boosters 100 to 102 are boosters for front wheels, rear left wheels, and rear right wheels, and generate braking force on the wheels by increasing the hydraulic pressure of the hydraulic circuit by using air pressure. Further, as shown in FIG. 11, 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. Alternatively, the air pressure control device and the air pressure circuit can also be applied to those of a brake mechanism other than those in FIGS. 10 and 11.

-In the above embodiment, the body 211 is made of metal, but instead of this, it may be formed of resin. For example, although 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.

-In the above embodiment, the air tank 12 is divided into three tanks, but one tank may be used, or two or four or more tanks may be used. Further, the connection relationship between the air tank 12 and the pneumatic device can be changed as appropriate. For example, the first port P1 of the pressure control module 20 may be connected to a tank other than the third tank 12C.

-In the above embodiment, the main ECU 31 may receive an on signal or the like from the driver's seat operation switch 51, the release switch 52, and the audience seat operation switch 53 via an in-vehicle network such as CAN 33. As the in-vehicle network, a network such as FlexRay (registered trademark) or Ethernet (registered trademark) may be used in addition to CAN33.

-In the above embodiment, the main ECU 31 acquires the acceleration information from the acceleration sensor 54, but instead of this, the acceleration information may be acquired from the vehicle speed sensor 55. Acceleration is also included in the "vehicle speed" of the claims.

-In the above embodiment, the abnormality response system 50 includes a main ECU 31 and a sub ECU 32. Alternatively or additionally, the main ECU 31 and the sub-ECU 32 may be composed of one ECU having the function of the first control unit and the function of the second control unit, or another control circuit. Alternatively, these functions may be distributed and configured in three or more ECUs or other control circuits.

-In the above embodiment, the abnormality response system 50 may include a main switch (not shown) capable of turning on / off the function 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 operation of the driver's seat operation switch 51, the release switch 52, and the passenger seat operation switch 53 can be invalidated. it can.

-In the above embodiment, the pneumatic circuit 22 drives the pneumatically driven relay valve 25 by the intake valve 27 and the exhaust valve 28. Instead of this, 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.

-In the above embodiment, the relay valve 25 may be omitted and the signal supply path 29 may be directly connected to the third supply path. Even with such a configuration, a desired air pressure can be supplied to the third supply path 30 by controlling the air pressure of the signal supply path 29 with the intake valve 27 and the exhaust valve 28.

-In the above embodiment, the pneumatic circuit 22 includes a double check valve 36 that switches the air supply direction according to the air pressure. Instead of the double check valve 36, an electromagnetic valve that is driven and not driven by the sub ECU 32 may be provided. When the driver's seat operation switch 51 or the passenger seat operation switch 53 is turned on, the sub-ECU 32 drives (or does not drive) its solenoid valve to switch the air supply direction.

-In the above embodiment, the configuration of the first pressure sensor 35 may be omitted. In this case, the sub-ECU 32 controls using the pressure detected by the second pressure sensor 39 instead of the pressure detected by the first pressure sensor 35.

-In the above embodiment, an abnormality response is executed by turning on the driver's seat operation switch 51 and the audience seat operation switch 53. Alternatively or additionally, a biological 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. In this aspect, when the biological detection device detects an abnormality of the driver, an abnormality signal is transmitted. Alternatively, the ECU mounted on the vehicle may compare the vehicle state such as the vehicle speed, the presence / absence of operation of the accelerator pedal or the brake pedal with the road information, and transmit an abnormality signal when a driving abnormality is detected. Good.

-In the above embodiment, the pneumatic control device has been described as being retrofitted to a vehicle in use in which the command system of the brake is a pneumatic circuit, but it may be retrofitted to a vehicle equipped with EBS. In addition, the air pressure control device may be installed in a new vehicle.

-In the above embodiment, the air pressure control device has been described as being mounted on a vehicle such as a bus. The vehicle may be a truck, a construction machine, or the like, in addition to a bus. In addition, as another aspect, the air pressure control device may be mounted on another vehicle such as a passenger car or a railroad vehicle.

・ A similar problem exists because a driver's abnormality can occur in a new vehicle or a vehicle in use whose brake mechanism is controlled by a hydraulic circuit. Therefore, 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 applied. In the hydraulic circuit, the pressure control module 20 operates in the same manner as in the above embodiment. In this aspect, 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 present invention can be applied not only to pneumatic brakes but also to hydraulic brakes.
According to one aspect of the hydraulic brake, a hydraulic control device is provided. The hydraulic control device includes a hydraulic circuit configured to supply oil to a brake mechanism that applies braking force to wheels, and a control unit configured to control the hydraulic pressure supplied from the hydraulic circuit to the brake mechanism. The control unit supplies oil to the brake mechanism based on a signal for urgently stopping the vehicle to decelerate the vehicle, and when the vehicle becomes equal to or lower than a predetermined speed, the brake mechanism It is configured to reduce the pressure of the oil supplied to the wheel.

According to the above configuration, the braking force is weakened by reducing the hydraulic pressure supplied to the brake mechanism when the vehicle becomes less than a predetermined speed during deceleration, and the acceleration change (jerk) at the moment when the vehicle completely stops. Can be reduced. Therefore, it is possible to suppress the load applied to the occupants when the vehicle makes an emergency stop.

Regarding the oil pressure control device, the control unit may be configured to increase the oil pressure after decompression to a predetermined value or more after a predetermined time has elapsed from the time when the vehicle becomes the predetermined speed or less.

According to the above configuration, since the vehicle is stopped after a predetermined time has elapsed from the time when the vehicle becomes below the predetermined speed, the braking force of the brake mechanism is increased by increasing the oil pressure supplied to the brake mechanism to the predetermined value or more. It can be enlarged to prevent the vehicle from moving from a stopped state.

Regarding the hydraulic control device, the control unit may be configured to increase the hydraulic pressure supplied to the brake mechanism to a predetermined value or more after a lapse of a predetermined time from the time when the hydraulic pressure becomes equal to or lower than the lower limit pressure due to the depressurization. ..

According to the above configuration, since the vehicle is stopped after a predetermined time has elapsed from the time when the pressure falls below the lower limit pressure, the braking force of the brake mechanism is increased by increasing the hydraulic pressure supplied to the brake mechanism to a predetermined value or more. , The vehicle can be prevented from moving from a stopped state.

With respect to the hydraulic control device, the control unit makes the hydraulic pressure supplied to the brake mechanism constant at the upper limit pressure when the hydraulic pressure supplied to the brake mechanism becomes equal to or higher than the upper limit pressure during deceleration of the vehicle. It may be configured in.

According to the above configuration, the braking force of the brake mechanism can be made constant by making the oil pressure supplied to the brake mechanism constant when the vehicle decelerates to some extent during deceleration, and a sudden change in speed can be suppressed. be able to.

With respect to the hydraulic control device, the control unit may be configured to determine the hydraulic pressure supplied to the brake mechanism at predetermined time intervals.
According to the above configuration, since the oil pressure supplied to the brake mechanism is determined at predetermined time intervals, the amount of calculation can be suppressed as compared with the case where the oil pressure supplied to the brake mechanism is determined at any time.

Regarding the hydraulic control device, the hydraulic circuit may be configured to supply oil to the brake mechanism instead of a brake valve that supplies oil to the brake mechanism when a brake operation is performed.

According to the above configuration, normally, the brake valve supplies oil to the brake mechanism by the driver's brake operation, but when the driver's abnormality occurs, the control unit controls the hydraulic circuit instead of this brake valve to the brake mechanism. The vehicle can be stopped urgently by supplying oil.

With respect to the hydraulic control device, when the control unit acquires an abnormal signal indicating an abnormality due to the operation of the occupant switch as a signal for urgently stopping the vehicle, the control unit is configured to supply a slow braking hydraulic pressure to the brake mechanism. It may have been done. According to the above configuration, if the occupant is suddenly braked immediately after the operation of the occupant switch, the occupant is surprised. Therefore, it is possible to call attention by first causing the brake mechanism to perform slow braking.

According to one aspect of the present hydraulic brake, a method for controlling the hydraulic pressure of the hydraulic control device is provided. The hydraulic control device includes a hydraulic circuit configured to supply oil to a brake mechanism that applies braking force to wheels, and a control unit configured to control the hydraulic pressure supplied from the hydraulic circuit to the brake mechanism. And. The flood control control method includes a deceleration step of supplying oil to the brake mechanism to decelerate the vehicle based on a signal for urgently stopping the vehicle, and when the vehicle during deceleration becomes a predetermined speed or less. Is provided with a hydraulic pressure reduction step for reducing the hydraulic pressure supplied to the brake mechanism.

According to the above method, the braking force is weakened by reducing the hydraulic pressure supplied to the braking mechanism when the vehicle becomes less than a predetermined speed during deceleration, and the acceleration change (jerk) at the moment when the vehicle completely stops. Can be reduced. Therefore, it is possible to suppress the load applied to the occupants when the vehicle makes an emergency stop.

According to one aspect of this hydraulic brake, a hydraulic control program for a hydraulic control device is provided. The hydraulic control device includes a hydraulic circuit configured to supply oil to a brake mechanism that applies braking force to wheels, and a control unit configured to control the hydraulic pressure supplied from the hydraulic circuit to the brake mechanism. And. When the hydraulic control program operates in the computer of the hydraulic control device, a deceleration step of supplying oil to the brake mechanism to decelerate the vehicle based on a signal for the hydraulic control device to make an emergency stop of the vehicle. And the oil pressure reduction step of reducing the oil pressure supplied to the brake mechanism when the speed of the vehicle during deceleration becomes equal to or lower than a predetermined speed.

According to the above program, the braking force is weakened by reducing the hydraulic pressure supplied to the braking mechanism when the vehicle drops below a predetermined speed during deceleration, and the acceleration change (jerk) at the moment when the vehicle completely stops. Can be reduced. Therefore, it is possible to suppress the load applied to the occupants when the vehicle makes an emergency stop.

According to one aspect of the hydraulic brake, a non-transitory computer-readable medium for storing the hydraulic control program is provided. The hydraulic control program includes a hydraulic circuit configured to supply oil to a brake mechanism that applies braking force to wheels, and a control unit configured to control the hydraulic pressure supplied from the hydraulic circuit to the brake mechanism. When operating in the computer of the flood control device including the above, the hydraulic control device is supplied with oil to the brake mechanism based on a signal for urgently stopping the vehicle to decelerate the vehicle, and the deceleration is performed. When the vehicle inside becomes less than a predetermined speed, the oil pressure supplied to the brake mechanism is reduced.

-The present invention can also be applied to an electric brake.
According to one aspect of the electric brake, an electric control device is provided. The electric control device includes an electric circuit configured to supply electric power to a brake mechanism that applies braking force to wheels, and a control unit configured to control electric power supplied from the electric circuit to the brake mechanism. The control unit supplies electric power to the brake mechanism based on a signal for urgently stopping the vehicle to decelerate the vehicle, and when the vehicle becomes equal to or lower than a predetermined speed, the brake mechanism It is configured to supply power to the vehicle to slow down and decelerate.

According to the above configuration, when the vehicle falls below a predetermined speed during deceleration, power is supplied to the braking mechanism to weaken the braking force and reduce the acceleration change (jerk) at the moment when the vehicle completely stops. Can be done. Therefore, it is possible to suppress the load applied to the occupants when the vehicle makes an emergency stop.

Regarding the electric control device, the control unit may be configured to increase the power supply after deceleration to a predetermined value or more after a lapse of a predetermined time from the time when the vehicle becomes the predetermined speed or less.

According to the above configuration, since the vehicle is stopped after a predetermined time has elapsed from the time when the vehicle becomes below the predetermined speed, the braking force of the brake mechanism is increased by increasing the power supplied to the brake mechanism to the predetermined value or more. It can be enlarged to prevent the vehicle from moving from a stopped state.

Regarding the electric control device, even if the control unit is configured to increase the electric power supplied to the brake mechanism to a predetermined value or more after a lapse of a predetermined time from the time when the braking force becomes equal to or lower than the lower limit value due to the deceleration. Good.

According to the above configuration, since the vehicle is stopped after a predetermined time has elapsed from the time when the value falls below the lower limit value, the braking force of the brake mechanism is increased by increasing the power supplied to the brake mechanism to the predetermined value or more. , The vehicle can be prevented from moving from a stopped state.

With respect to the electric control device, the control unit is configured so that when the braking force of the braking mechanism exceeds the upper limit value during deceleration of the vehicle, the braking force of the braking mechanism becomes constant at the upper limit value. You may.

According to the above configuration, the braking force of the braking mechanism can be made constant when the vehicle decelerates to some extent during deceleration, and a sudden change in speed can be suppressed.
Regarding the electric control device, the control unit may be configured to determine the electric power supplied to the brake mechanism at predetermined time intervals.

According to the above configuration, since the electric power supplied to the brake mechanism is determined at predetermined time intervals, the amount of calculation can be suppressed as compared with the case where the electric power supplied to the brake mechanism is determined at any time.

With respect to the electric control device, the control unit is configured to supply electric power for slow braking to the brake mechanism when an abnormal signal indicating an abnormality due to an operation of an occupant switch is acquired as a signal for urgently stopping the vehicle. It may have been done. According to the above configuration, if the occupant is suddenly braked immediately after the operation of the occupant switch, the occupant is surprised. Therefore, it is possible to call attention by first causing the brake mechanism to perform slow braking.

According to one aspect of the electric brake, an electric control method for an electric control device is provided. The electric control device includes an electric circuit configured to supply electric power to a brake mechanism that applies braking force to wheels, and a control unit configured to control electric power supplied from the electric circuit to the brake mechanism. And. The electric control method includes a deceleration step of supplying electric power to the brake mechanism to decelerate the vehicle based on a signal for urgently stopping the vehicle, and when the vehicle during deceleration becomes a predetermined speed or less. It is provided with a slow braking step by controlling the electric power supplied to the brake mechanism.

According to the above method, the braking force is weakened by controlling the electric power supplied to the braking mechanism when the vehicle falls below a predetermined speed during deceleration, and the acceleration change (jerk) at the moment when the vehicle completely stops. ) Can be reduced. Therefore, it is possible to suppress the load applied to the occupants when the vehicle makes an emergency stop.

According to one aspect of the electric brake, an electric control program for the electric control device is provided. The electric control device includes an electric circuit configured to supply electric power to a brake mechanism that applies braking force to wheels, and a control unit configured to control electric power supplied from the electric circuit to the brake mechanism. And. When the electric control program operates in the computer of the electric control device, the deceleration step of supplying electric power to the brake mechanism based on a signal for urgently stopping the vehicle to the electric control device to decelerate the vehicle. Then, when the speed of the decelerating vehicle becomes equal to or lower than a predetermined speed, the electric power supplied to the braking mechanism is controlled to execute the slow braking step.

According to the above program, the braking force is weakened by reducing the electric power supplied to the braking mechanism when the vehicle falls below a predetermined speed during deceleration, and the acceleration change (jerk) at the moment when the vehicle completely stops. Can be reduced. Therefore, it is possible to suppress the load applied to the occupants when the vehicle makes an emergency stop.

According to one aspect of the electric brake, a non-temporary computer-readable medium for storing the electric control program is provided. The electric control program includes an electric circuit configured to supply electric power to a brake mechanism that applies braking force to wheels, and a control unit configured to control electric power supplied from the electric circuit to the brake mechanism. When operating in the computer of the electric control device including the above, the electric control device is supplied with electric power to the brake mechanism based on a signal for urgently stopping the vehicle to decelerate the vehicle, and the deceleration is performed. When the vehicle inside becomes equal to or lower than a predetermined speed, the electric power supplied to the braking mechanism is controlled to perform slow braking.

10 ... Vehicle, 11 ... Pneumatic braking system, 12 ... Air tank, 13 ... Brake valve, 13A ... Front pressure chamber, 13B ... Rear pressure chamber, 13C ... Brake pedal, 14A ... Protection valve, 14B ... Air horn device, 15 ... Relay valve , 16 ... ABS control valve, 17 ... brake chamber, 18 ... air piping, 20 ... pressure control module, 21 ... case, 21A ... port connection, 21D ... protrusion, 22 ... pneumatic circuit, 23 ... first supply path, 24A ... front signal supply path, 24B ... rear signal supply path, 25 ... relay valve, 25A ... outlet, 25B ... pilot port, 26 ... branch path, 27 ... intake valve, 27A ... wiring, 28 ... exhaust valve, 28A ... wiring, 29 ... signal supply path, 30 ... third supply path, 31 ... main ECU, 32 ... sub ECU, 33 ... CAN, 35 ... first pressure sensor, 36, 36A, 36B ... double check valve, 37 ... Front air supply path, 38 ... Front air supply path, 39 ... Second pressure sensor, 39 ... Pressure sensor, 50 ... Abnormal response system, 51 ... Driver's seat operation switch, 52 ... Release switch, 53 ... Audience seat operation switch, 54 ... Acceleration sensor, 55 ... Vehicle speed sensor, 56 ... Vehicle interior device, 57 ... Vehicle exterior device, 58 ... Discharge section, 100-104 ... Brake booster, 105 ... ABS control valve, P1 ... 1st port, P2 ... 2nd port , P3 ... 3rd port.

Claims

A pneumatic circuit configured to supply air to the braking mechanism that applies braking force to the wheels,
A control unit configured to control the air pressure supplied from the air pressure circuit to the brake mechanism is provided.
The control unit supplies air to the brake mechanism based on a signal for urgently stopping the vehicle to decelerate the vehicle, and is supplied to the brake mechanism when the vehicle becomes equal to or lower than a predetermined speed. An air pressure control device that is configured to reduce the air pressure.
The air pressure control device according to claim 1, wherein the control unit is configured to increase the air pressure after decompression to a predetermined value or more after a lapse of a predetermined time from the time when the vehicle becomes the predetermined speed or less.
The air pressure control according to claim 1, wherein the control unit is configured to increase the air pressure supplied to the brake mechanism to a predetermined value or more after a lapse of a predetermined time from the time when the air pressure becomes equal to or lower than the lower limit pressure due to the decompression. apparatus.
The control unit is configured to keep the air pressure supplied to the brake mechanism constant at the upper limit pressure when the air pressure supplied to the brake mechanism becomes equal to or higher than the upper limit pressure during deceleration of the vehicle. The air pressure control device according to any one of Items 1 to 3.
The air pressure control device according to any one of claims 1 to 4, wherein the control unit is configured to determine the air pressure supplied to the brake mechanism at predetermined time intervals.
Any one of claims 1 to 5, wherein the pneumatic circuit is configured to supply air to the brake mechanism in place of a brake valve that supplies air to the brake mechanism when a brake operation is performed. The air pressure control device according to.
The control unit is configured to supply air pressure for slow braking to the brake mechanism when an abnormal signal indicating an abnormality due to an operation of an occupant switch is acquired as a signal for urgently stopping the vehicle. The air pressure control device according to any one of 6 to 6.
The pneumatic circuit includes a first port connected to an air tank of a vehicle, a second port connected to a brake valve that outputs an pneumatic signal when a brake operation is performed, and a braking mechanism that applies braking force to wheels based on the pneumatic signal. A first communication state in which air is supplied from the second port to the third port and a second communication state in which air is supplied from the first port to the third port. Configured to switch,
The control unit is configured to switch the pneumatic circuit from the first communication state to the second communication state based on a signal for urgently stopping the vehicle according to any one of claims 1 to 7. The pneumatic control device described.
A pneumatic circuit configured to supply air to the braking mechanism that applies braking force to the wheels,
A method for controlling air pressure of an air pressure control device including a control unit configured to control the air pressure supplied from the air pressure circuit to the brake mechanism.
A deceleration step in which air is supplied to the brake mechanism to decelerate the vehicle based on a signal for urgently stopping the vehicle.
An air pressure control method comprising an air pressure reduction step of reducing the air pressure supplied to the brake mechanism when the vehicle during deceleration falls below a predetermined speed.
Pneumatic control program
A pneumatic circuit configured to supply air to the braking mechanism that applies braking force to the wheels,
When operating in a computer of an air pressure control device including a control unit configured to control the air pressure supplied from the air pressure circuit to the brake mechanism, the air pressure control device is based on a signal for making an emergency stop of the vehicle. A deceleration step that supplies air to the brake mechanism to decelerate the vehicle,
An air pressure control program that executes an air pressure reduction step of reducing the air pressure supplied to the brake mechanism when the vehicle during deceleration falls below a predetermined speed.