CN114096446B - Air pressure control device, air pressure circuit, and brake control system - Google Patents

Abstract

Provided are an air pressure control device, an air pressure circuit, and a brake control system that are easy to handle even in the case of an abnormality in post-installation of a conventional vehicle. The pressure control module (20) is provided with: an air pressure circuit (22) having a first port (P1), a second port (P2), and a third port (P3), wherein the first port (P1) is connected to an air tank of a vehicle, the second port (P2) is connected to a brake valve that outputs an air pressure signal when a brake operation is performed, the third port (P3) is connected to a brake mechanism that applies a braking force to a wheel based on the air pressure signal, and the air pressure circuit (22) switches between a first communication state in which air is communicated from the second port (P2) to the third port (P3) and a second communication state in which air is communicated from the first port (P1) to the third port (P3); and a sub ECU (32) that switches the air pressure circuit (22) from the first communication state to the second communication state based on an abnormality signal indicating that the driver is abnormal.

Description

Air pressure control device, air pressure circuit and brake control system

Technical Field

The present disclosure relates to an air pressure control device, an air pressure circuit and a brake control system.

Background technique

The following system guidelines have been formulated (for example, see Non-Patent Document 1): when the driver is unable to continue driving safely due to a sudden change in the driver's physical condition, the vehicle is stopped as an emergency measure by an operation of a passenger other than the driver. In addition, various braking systems have been proposed in accordance with the guidelines.

Prior art literature

Non-patent literature

Non-patent document 1: Driver Abnormal Response System (Deceleration Stop Type) Basic Design Document (Driver Abnormal Response System (Deceleration Stop Type) Basic Design Document), March 2016, Advanced Safety Automobile Promotion Seminar, Automobile Bureau, Ministry of Land, Infrastructure, Transport and Tourism

Summary of the invention

Problem that the invention aims to solve

Most of the proposed brake systems are assumed to be applied to new vehicles equipped with EBS (Electronically controlled Brake System). Therefore, the actual situation is that the application of the system that controls the command system for the brake mechanism by air pressure is delayed in responding to abnormal conditions, especially in vehicles that are already in use (existing vehicles).

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 abnormal situations that can be easily installed even in an existing vehicle.

Solutions for solving problems

In one embodiment, an air pressure control device for solving the above-mentioned problem comprises: an air pressure circuit having a first port, a second port and a third port, the first port being connected to an air tank of the vehicle, the second port being connected to a brake valve that outputs an air pressure signal when a braking operation is performed, the third port being connected to a brake mechanism that applies a braking force to a wheel based on the air pressure signal, the air pressure circuit switching between a first connection state in which air is supplied from the second port to the third port and a second connection state in which air is supplied from the first port to the third port; and a control unit switching the air pressure circuit from the first connection state to the second connection state based on an abnormality signal indicating an abnormality of the driver.

The air pressure control device may include: a housing for accommodating the control unit; and a main body on which the first port, the second port, and the third port, and a flow path connecting the ports are provided, and the main body is connected to the housing.

The air pressure control device may include: 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 a second control unit that controls the air pressure circuit so that the detection value of the pressure sensor approaches the target pressure.

Regarding the above-mentioned air pressure control device, it may be that the first control unit calculates the target pressure in a manner that makes the deceleration of the vehicle approach a first target deceleration within a specified period after the abnormal signal is input, and calculates the target pressure in a manner that makes the deceleration of the vehicle approach a second target deceleration after the specified period has passed, and the absolute value of the second target deceleration is greater than the absolute value of the first target deceleration.

Regarding the above-mentioned air pressure control device, the air pressure circuit may include: an air pressure-driven air pressure driven valve, which is connected to the air tank; an electromagnetic valve, which is used to apply air pressure to the air pressure driven valve; and a direction switching valve, which allows the flow of air from the side with higher pressure between the second port side and the air pressure driven valve side, and the air pressure driven valve can switch between a supply state of supplying air to the direction switching valve side and an exhaust state of exhausting air from the direction switching valve side according to the air pressure applied by the electromagnetic valve.

Regarding the above-mentioned air pressure control device, the solenoid valve can be composed of an intake solenoid valve and an exhaust solenoid valve, wherein the intake solenoid valve connects a passage for applying air pressure to the air pressure driven valve, and the exhaust solenoid valve can exhaust the air in the passage.

In another embodiment, the air pressure circuit for solving the above-mentioned problem is an air pressure circuit driven based on an abnormal signal indicating an abnormality of the driver, and comprises: an air pressure-driven air pressure driven valve connected to an air tank of the vehicle; an electromagnetic valve for applying air pressure to the air pressure driven valve; and a direction switching valve which allows the flow of air with higher pressure from a port side connected to a brake valve that outputs an air pressure signal when a braking operation is performed and a side of the air pressure driven valve, wherein the air pressure driven valve switches between a supply state of supplying air from the air tank to the direction switching valve side and an exhaust state of exhausting air from the direction switching valve side according to the air pressure applied by the electromagnetic valve.

In another embodiment, a braking control system of a vehicle for solving the above-mentioned problem comprises: a braking control circuit, which controls a braking drive unit that applies braking force to a wheel based on a braking operation of a driver; a detection unit, which is used to detect an abnormality of the driver; an abnormal braking control circuit, which controls the braking drive unit when the driver is abnormal, and the abnormal braking control circuit includes a circuit different from the braking control circuit; and a control unit, which operates the abnormal braking control circuit in such a way that the vehicle decelerates at a specified deceleration based on an abnormal signal indicating an abnormality of the driver output from the detection unit.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram showing the overall configuration of an air pressure brake system including an air pressure control device according to an embodiment.

FIG. 2 is a perspective view showing the appearance of the air pressure control device according to the embodiment.

FIG. 3 is a front view showing the appearance of the air pressure control device according to the embodiment.

FIG. 4 is a plan view showing the appearance of the air pressure control device according to the embodiment.

FIG. 5 is a side view showing the left side of the appearance of the air pressure control device according to the embodiment.

FIG. 6 is a side view showing the right side of the appearance of the air pressure control device according to the embodiment.

FIG. 7 is a bottom view showing the appearance of the air pressure control device according to the embodiment.

FIG. 8 is a rear view showing the appearance of the air pressure control device according to the embodiment.

FIG. 9 is a schematic diagram of the abnormality response system according to the embodiment.

FIG. 10 is a circuit diagram of an air pressure circuit in a first communication state in which the brake valve and the brake mechanism are communicated with each other according to the embodiment.

11 is a circuit diagram of the air pressure circuit of FIG. 10 in a second communication state in which the air tank is communicated with the brake mechanism.

FIG. 12 is a flowchart showing a processing procedure of the abnormality handling system according to the embodiment.

FIG. 13 is a flowchart showing the processing procedure of the abnormality handling system according to the embodiment.

FIG. 14 is a schematic diagram showing a part of an air pressure brake system including an air pressure control device according to a modification of the air pressure control device.

FIG. 15 is a schematic diagram showing a part of an air pressure brake system including an air pressure control device according to a modification example of the air pressure control device.

16 is a perspective view showing the appearance of an air pressure control device in a modified example in which the air pressure control device includes a housing composed of a first housing member and a second housing member.

FIG. 17 is a front view showing the appearance of the air pressure control device of FIG. 16 .

FIG. 18 is a plan view showing the appearance of the air pressure control device of FIG. 16 .

FIG. 19 is a side view showing the left side of the appearance of the air pressure control device of FIG. 16 .

FIG. 20 is a side view showing the right side of the appearance of the air pressure control device of FIG. 16 .

FIG. 21 is a bottom view showing the appearance of the air pressure control device of FIG. 16 .

FIG. 22 is a rear view showing the appearance of the air pressure control device of FIG. 16 .

Detailed ways

Hereinafter, an embodiment of an air pressure control device and an air pressure circuit provided in the air pressure control device will be described. In addition, the air pressure control device is provided in an air pressure brake system mounted in a vehicle such as a bus.

As shown in FIG. 1 , the air pressure brake system 11 mounted on the vehicle 10 is a full air brake system that is a command system for controlling the brake mechanism by air pressure and has an air pressure driven brake mechanism. The air pressure brake system 11 is provided with an air tank 12 for storing compressed air generated by a compressor (not shown). The air tank 12 includes 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, and the second tank 12B is a tank for storing compressed air for applying a braking force to the rear wheels of the vehicle 10. In addition, the third tank 12C is a tank for storing compressed air used for other purposes. The first tank 12A is connected to the front pressure chamber 13A of the brake valve 13, and the second tank 12B is connected to the rear pressure chamber 13B of the brake valve 13. In addition, the first tank 12A and the second tank 12B are connected to the air horn device 14B via the protection valve 14A.

In addition, the brake valve 13 is connected to a pair of relay valves 15 via a pair of air pipes 18. When the driver operates the brake pedal 13C of the brake valve 13, an air pressure signal is output from the brake valve 13 to the relay valve 15. In addition, each relay valve 15 is connected to the air tank 12 via an air pipe not shown. When 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. The 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 braking force on the wheel due to the air being supplied. The ABS control valve 16 and the brake chamber 17 constitute an air pressure driven brake mechanism.

In the case where the system for responding to an abnormality in which the vehicle stops by the operation of a passenger other than the driver is installed in the air pressure brake system 11 of an existing vehicle (existing vehicle), a pressure control module (PCM: Pressure Control Module) 20 is provided in the middle of the air piping 18 of the command system connecting the brake valve 13 and the relay valve 15. 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. The pressure control module 20 corresponds to an air pressure control device. In addition, the pressure control module 20 is provided between the brake valve 13 and the relay valve 15, so the pressure control module 20 can also be installed in the air pressure brake system 11 having a brake mechanism other than the air pressure driven type.

Next, the pressure control module 20 including its appearance will be described with reference to FIGS. 2 to 8 . As shown in FIGS. 2 to 6 , the pressure control module 20 includes a housing 210 for accommodating a control device, etc. The housing 210 is formed, for example, of a resin. The housing 210 is connected to a main body 211 that forms a flow path, etc. The main body 211 is formed, for example, of aluminum and can be manufactured by a casting method such as aluminum die casting. A port connection portion 212 connected to various ports is provided on the main body 211. A pair of second ports P2 that are respectively connected to the front air supply path 37 and the rear air supply path 38 of the brake valve 13 are provided on the first surface 213 of the port connection portion 212.

A pair of third ports P3 connected to the front signal supply path 24A and the rear signal supply path 24B are provided on the second surface 214 of the port connection portion 212, which is perpendicular to the first surface 213 provided with the second port P2. A first port P1 connected to the first supply path 23 supplied with compressed air from the air tank 12 is provided near the third port P3.

As shown in Fig. 7, a discharge portion 58 containing a silencer is provided on the lower side of the main body 211. In addition, as shown in Fig. 8, a protrusion 215 protruding from the main body 211 is provided on the back of the main body 211. In addition, a connection portion 216 is provided on the lower surface of the housing 210, and the connection portion 216 is used to connect the control device etc. accommodated in the housing 210 to the cable of the electrical system for the external power supply or the vehicle network.

As described above, the pressure control module 20 is a unit obtained by integrating the control device and the flow path for controlling the air pressure circuit. When the pressure control module 20 is installed in the vehicle 10, the protrusion 215 is fixed at a predetermined position of the vehicle body. In addition, the first port P1 is connected to the piping connected to the air tank 12, the second port P2 is connected to the piping connected to the brake valve 13, and the third port P3 is connected to the relay valve 15. In addition, the cable of the electrical system is connected to the connecting portion 216. That is, the main component installed in the air pressure brake system 11 in order to deal with abnormalities can be only the pressure control module 20.

The air pressure circuit of the pressure control module 20 will be described in detail with reference to FIG9 . The pressure control module 20 includes an air pressure circuit 22 and a sub-ECU (Electronic Control Unit) 32. The pressure control module 20 and the main ECU 31 together constitute an abnormality response system 50. The main ECU 31 may be disposed outside the housing 210 or may be accommodated in the housing 210.

The main ECU 31 and the sub-ECU 32 are respectively equipped with a computing unit, a communication interface unit, a volatile storage unit, and a non-volatile storage unit. The computing unit is a computer processor that controls the air pressure brake system 11 according to the control program stored in the non-volatile storage unit (storage medium). The computing unit can also implement at least a part of the processing executed by itself through circuits such as ASIC. The control program can be executed by one computer processor or by multiple computer processors. In addition, the main ECU 31 and the sub-ECU 32 are connected to the vehicle network such as CAN (Controller Area Network) 33 to send and receive various information to each other.

When the operation switch 51 and the release switch 52 are turned on, the on signals outputted from them are inputted into the main ECU 31. The operation switch 51 and the release switch 52 are switches assumed to be operated by the driver and are arranged near the driver's seat. When the operation switch 51 is turned on, the abnormality response system 50 is operated. The release switch 52 is a switch for stopping the operation of the abnormality response system 50 when the abnormality response system 50 is erroneously started or the like.

When the passenger seat operation switch 53 is turned on, the on signal outputted from the passenger seat operation switch 53 is inputted into the main ECU 31. The passenger seat operation switch 53 is a switch that is assumed to be operated by a passenger other than the driver. The passenger seat operation switch 53 is provided at a position other than the driver's seat, and is provided at a position that can be operated by a passenger other than the driver.

The main ECU 31 obtains vehicle speed information indicating the vehicle speed from the vehicle speed sensor 55 via the CAN 33. When the abnormal response system 50 starts to work, the main ECU 31 calculates the air pressure of the air pressure brake system 11 in such a way that the deceleration obtained from the vehicle speed information is close to the target deceleration as the target value, and indicates the calculated air pressure to the sub-ECU 32. The target deceleration can be changed by updating the data stored in the storage unit such as the main ECU 31. For example, in the case where the vehicle 10 is a shared bus, it is assumed that there are passengers in a standing state in the vehicle, so the absolute value of the target deceleration is made small. In addition, in the case where the vehicle 10 is a high-speed bus with all passengers seated, the absolute value of the target deceleration can be made larger than that of a shared bus. In addition, the target deceleration can also be changed according to the weight and length of the vehicle 10.

Furthermore, when the abnormality response system 50 is activated, the main ECU 31 outputs an instruction signal to the in-cabin device 56 and the out-cabin device 57. The in-cabin device 56 is, for example, an accelerator interlock mechanism that makes the accelerator pedal unable to be operated. When an abnormality occurs, the main ECU 31 operates the accelerator interlock mechanism. In addition, as the in-cabin device 56, a notification buzzer, a notification light, etc. may also be set in the vehicle. For example, when an abnormality occurs, the main ECU 31 outputs a sound from the notification buzzer and turns on or flashes the notification light. The out-cabin device 57 is, for example, an air horn device 14B, a hazard light, a brake light, etc. For example, when an abnormality occurs, the main ECU 31 drives the protection valve 14A, etc. to supply air to the air horn device 14B to generate a warning sound, and turns on or flashes the hazard light and the brake light.

The sub-ECU 32 is housed in the housing 210 of the pressure control module 20 and is used to control 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 connected to a front air supply path 37 and a rear air supply path 38. The front air supply path 37 is connected to the brake chamber 17 provided for the front wheel via the relay valve 15, and the rear air supply path 38 is connected to the brake chamber 17 provided for the rear wheel.

A relay valve 25 is connected to 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 the discharge portion 58 having a muffler. In addition, the relay valve 25 has a pilot port 25B. The pilot port 25B is connected to the branch path 26 branched from the first supply path 23. When the air pressure applied from the branch path 26 to the pilot port 25B is a specified pressure such as atmospheric pressure, the relay valve 25 is in an exhaust state in which the first supply path 23 is cut off due to the force of the force spring or the like. When 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 cut off. In addition, when the relay valve 25 is in the exhaust state, the first part of the first supply path 23, which is the downstream side of the relay valve 25, is connected to the discharge portion 58, and the compressed air is discharged from the first part of the first supply path 23. As a result, the pressure of the first part of the first supply path 23 becomes a specified 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 greater than a predetermined pressure such as atmospheric pressure, the relay valve 25 is in a supply state in which the first supply path 23 is connected against the force of the force spring or the like. 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 connected to the front air supply path 37 and the rear air supply path 38. In addition, when the pressure on the outlet side (secondary side) of the relay valve 25 is too high, it becomes an exhaust state in which the connection state of the first supply path 23 is cut off.

The branch passage 26 has a first end connected to the first supply passage 23 and a second end connected to the discharge portion 58. An intake valve 27 and an exhaust valve 28 are provided in the middle of the branch passage 26. The intake valve 27 and the exhaust valve 28 are electromagnetic valves, which are driven by the sub-ECU 32. The intake valve 27 is provided at a position upstream (close to the air tank 12) of the exhaust valve 28 in the branch passage 26. The intake valve 27 switches its action according to the on/off (driven/non-driven) of the power supply from the sub-ECU 32 via the wiring 27A. The intake valve 27 is in a closed position to close the branch passage 26 in a non-driven state in which the power supply is turned off. In addition, the intake valve 27 is in an open position to open the branch passage 26 in a driven state in which the power supply is turned on.

The exhaust valve 28 is a solenoid valve that switches its action according to the on/off (driven/non-driven) of the power supply from the sub-ECU 32 via the wiring 28A. The exhaust valve 28 is in an open position connected to the branch path 26 in a non-driven state with the power supply disconnected. In addition, the exhaust valve 28 is in a closed position blocking the branch path 26 in a driven state with the power supply connected. That is, when the intake valve 27 is in a closed position in a non-driven state, the exhaust valve 28 opens the portion downstream of the intake valve 27 and the signal supply path 29 to the atmosphere. In addition, the exhaust valve 28 in this driven state makes the portion of the branch path 26 upstream of the intake valve 27 and the portion of the first supply path 23 upstream of the relay valve 25 at atmospheric pressure.

In addition, a first pressure sensor 35 and a signal supply path 29 for supplying an air pressure signal to the relay valve 25 are connected between the intake valve 27 and the exhaust valve 28 in the branch path 26. 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.

In addition, 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, namely, double check valves 36A and 36B. The double check valve 36A is connected to the third supply path 30, the front signal supply path 24A connected to the front pressure chamber 13A of the brake valve 13, and the front air supply path 37 for generating braking force on the front wheel. The double check valve 36A allows the supply of compressed air from one of the third supply path 30 and the front signal supply path 24A, that is, the one with higher pressure, and cuts off the supply of compressed air from the other, that is, the one with lower pressure. 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 the third supply path 30, the rear signal supply path 24B connected to the rear pressure chamber 13B of the brake valve 13, and the rear air supply path 38 for applying 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 higher pressure, and cuts off the supply of compressed air from the other, that is, the one with lower pressure.

Next, the operation of the pressure control module 20 will be described with reference to Figures 10 and 11. Figure 10 shows the air pressure circuit 22 when the operation switch 51 and the passenger seat operation switch 53 are not turned on. In Figure 10, the air pressure circuit 22 is in the first communication state in which the brake valve 13 is connected to the brake mechanism to supply air from the second port P2 to the third port P3.

As shown in FIG. 10 , when the operation switch 51 and the passenger seat operation switch 53 are not turned on, the sub-ECU 32 sets the intake valve 27 and the exhaust valve 28 to non-driving. In this case, the intake valve 27 is in a closed position, and the exhaust valve 28 is in an open position. As a result, since the exhaust valve 28 is in an open position, the pressure of the portion downstream of the intake valve 27 in the branch path 26 becomes a prescribed pressure such as atmospheric pressure. Therefore, since the air pressure applied to the pilot port 25B also becomes a prescribed pressure, the relay valve 25 is in an exhaust state. When the relay valve 25 is in an exhaust state, the compressed air in the portion downstream of the relay valve 25 in the third supply path 30 and the first supply path 23 is discharged from the discharge portion 58, and the pressure of the third supply path 30 becomes a prescribed pressure. In addition, when the brake pedal 13C is stepped on, etc., 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 of the front signal supply path 24A and the rear signal supply path 24B becomes higher than the pressure of the third supply path 30, so the double check valves 36A and 36B cut off the flow of air from the third supply path 30 to the front air supply path 37 and the rear air supply path 38, respectively. As a result, an air pressure signal is supplied from the front signal supply path 24A to the front air supply path 37, and an air pressure signal is supplied from the rear signal supply path 24B to 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, a braking force is applied to the wheel. In addition, the air pressure circuit including the front signal supply path 24A and the rear signal supply path 24B corresponds to a brake control circuit.

FIG. 11 shows the air pressure circuit 22 when at least one of the operation switch 51 and the passenger seat operation switch 53 is turned on. In FIG. 11, the air pressure circuit 22 is in the second communication state in which the air tank 12 is connected to the brake mechanism to supply air from the first port P1 to the third port P3. When at least one of the operation switch 51 and the passenger seat operation switch 53 is turned on, the sub-ECU 32 receives the pressure instruction sent 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 portion between the intake valve 27 and the exhaust valve 28 of the branch path 26 via the first supply path 23. When the pressure of the portion between the intake valve 27 and the exhaust valve 28 of the branch path 26 reaches the driving pressure, the pressure is applied to the relay valve 25 via the pilot port 25B, thereby the relay valve 25 is in the supply state. Thus, compressed air is supplied to the third supply passage 30 via the first supply passage 23 and the relay valve 25 .

When compressed air is supplied to the third supply path 30, the pressure of the third supply path 30 becomes higher than the pressure of the front signal supply path 24A and the rear signal supply path 24B. Therefore, the double check valve 36 allows air to flow from the third supply path 30 to the front air supply path 37 and the rear air supply path 38, and cuts off the flow of air from the front signal supply path 24A to the front air supply path 37 and the flow of air from the rear signal supply path 24B to the rear air supply path 38. In addition, the air pressure circuit including the flow path (the first supply path 23, the branch path 26, etc.) connecting the intake valve 27, the exhaust valve 28, and the relay valve 25 and the third supply path 30 corresponds to the abnormal braking control circuit.

As described above, by providing the pressure control module 20 between the brake valve 13 and the relay valve 15, when the operation switch 51 and the passenger seat operation switch 53 are turned on, the air pressure driven command system is switched from the system via the brake valve 13 to the system directly supplying air from the air tank 12. Therefore, even if the air pressure signal from the brake valve 13 is not input to the relay valve 15, the brake chamber 17 can be operated to generate a braking force.

In addition, 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 controls the driving or non-driving of the intake valve 27 and the exhaust valve 28 so that the pressure detected by the first pressure sensor 35 is within a predetermined range. In addition, when the main ECU 31 sends a pressure instruction to the sub-ECU 32 so that the pressure is increased in stages to slowly stop the vehicle 10, the sub-ECU 32 determines whether the pressure detected by the second pressure sensor 39 has reached the first pressure threshold. When the sub-ECU 32 determines that the detected pressure has not reached the first pressure threshold, 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, the sub-ECU 32 makes the intake valve 27 and the exhaust valve 28 non-driven to set the relay valve 25 to the cut-off state. Then, the sub-ECU 32 waits for the next pressure instruction from the main ECU 31.

Next, the process of the abnormal response process performed by the main ECU 31 will be described with reference to Figures 12 and 13. The process shown in Figure 12 is a process for controlling the air system, and the process is started when the operation switch 51 or the passenger seat operation switch 53 is operated and the operation signal sent from these switches is input to the main ECU 31. In addition, the main ECU 31 is based on the premise that the vehicle speed information is obtained from the vehicle speed sensor 55 at a predetermined timing.

12 , when receiving an operation signal, the main ECU 31 determines whether the passenger seat operation switch 53 is 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 passenger seat operation switch 53 .

When the main ECU 31 determines that the passenger seat operation switch 53 has been operated (step S1: "Yes"), it indicates the pressure required for slow braking to the sub-ECU 32 (step S2). Slow braking is braking with a small absolute value of deceleration or braking for a short time, and it is possible to return to normal driving when the switch 52 is released shortly thereafter. The main ECU 31 obtains the target deceleration for slow braking stored in its own storage unit, compares the target deceleration with the deceleration obtained from the acquired vehicle speed information, and calculates the target air pressure. Then, the main ECU 31 sends the calculated target air pressure to the sub-ECU 32 as a pressure indication. Based on the pressure indication, the sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 as described above (refer to Figure 11).

At the time when the main ECU 31 sends the pressure indication to the sub-ECU 32, it determines whether a predetermined time has passed since the time when the vehicle 10 starts to decelerate or the time when the predetermined response signal is received from the sub-ECU 32 (step S3). The predetermined time is the time required for the driver to operate the release switch 52 when the driver mistakenly operates the passenger seat operation switch 53 despite being in a normal state. If the predetermined time has not passed (step S3: No), the main ECU 31 continues to slow down the brake while indicating the air pressure corresponding to the vehicle speed to the sub-ECU 32 (step S2).

On the other hand, when the main ECU 31 determines that the prescribed time has passed (step S3: "Yes"), it indicates the pressure required for the main brake to the sub-ECU 32 (step S4). The main brake refers to the brake used to decelerate the vehicle 10 at a deceleration whose absolute value is greater than the absolute value of the deceleration of the slow brake and finally stop it. The main ECU 31 obtains the target deceleration for the main brake stored in its own storage unit, and compares the target deceleration with the deceleration obtained from the acquired vehicle speed information to calculate the target air pressure. Then, the main ECU 31 sends the calculated target air pressure to the sub-ECU 32 as a pressure indication. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure indication (refer to Figure 11).

When the main brake is executed, the main ECU 31 determines whether the abnormal response is completed (step S5). The abnormal response can be determined to be completed when the vehicle 10 stops and the emergency brake is working, or when the ignition switch is turned off, or at other times. When the main ECU 31 determines that the abnormal response is not completed (step S5: "No"), it continues the main brake while indicating the air pressure corresponding to the vehicle speed to the sub-ECU 32 (step S4). When the main ECU 31 determines that the abnormal response is completed (step S5: "Yes"), it ends the abnormal response processing.

In addition, independently of the abnormal response of the air system, the main ECU 31 operates the in-vehicle device 56 and the out-vehicle device 57 at a predetermined timing such as the timing of starting the main brake. This can notify the occupants of the vehicle 10 of the abnormality and also 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. 13. The process shown in Fig. 13 is assumed to be started when the operation switch 51 or the passenger seat operation switch 53 is operated and the operation signal is input to the main ECU 31.

As shown in FIG. 13 , the main ECU 31 determines whether the release switch 52 is operated (step S20). When the main ECU 31 determines that the operation signal is input from the release switch 52 (step S20: Yes), it sends a brake release instruction to the sub-ECU 32 (step S21). The sub-ECU 32 that receives the release instruction switches the intake valve 27 and the exhaust valve 28 to non-actuated states, thereby cutting off the supply of air from the air tank 12 to the brake chamber 17.

On the other hand, when the main ECU 31 determines that the operation signal is not input from the release switch 52 (step S20: No), it determines whether the abnormality response is completed (step S22). When the main ECU 31 determines that the abnormality response is not completed (step S22: No), it returns to step S20. On the other hand, when the ECU 31 determines that the abnormality response is completed (step S22: Yes), it ends the release process.

Next, the effects of this embodiment will be described.

(1) The sub-ECU 32 switches the air pressure 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 abnormality of the driver. Therefore, in the event of an abnormality such as a change in the physical condition of the driver, air can be automatically supplied from the air tank 12 to the brake chamber 17 to generate a braking force. In addition, regardless of whether the brake mechanism of the vehicle is an air pressure driven type or a hydraulic driven type, the pressure control module 20 can be easily retrofitted to the air pressure brake system 11 by connecting the air piping corresponding to each port P1 to P3 of the pressure control module 20.

(2) The pressure control module 20 includes a housing 210 for housing the sub-ECU 32, and a main body 211, in which the first port P1, the second port P2, and the third port P3, as well as a flow path connecting these ports, are provided, and the main body 211 is connected to the housing 210. That is, since the pressure control module 20 is a unit in which the air pressure circuit 22 and the sub-ECU 32 are integrated, it can be easily installed on an already used vehicle.

(3) The pressure control module 20 includes a main ECU 31 that obtains the vehicle speed and compares the deceleration obtained from the vehicle speed information with the target deceleration to calculate the target pressure. In addition, the pressure control module 20 includes a sub-ECU 32 that controls the air pressure circuit 22 so that the detection pressure of the first pressure sensor 35 and the second pressure sensor 39 approaches the target pressure. In this way, the air pressure of the air pressure circuit 22 is controlled in accordance with the target deceleration, so that the target deceleration can be changed according to the type of vehicle such as a shared bus or a highway bus, and detailed abnormal response can be performed in consideration of the type of vehicle, the number of passengers, etc.

(4) When the passenger seat operating switch 53 is turned on, slow braking can be performed within a specified period after an abnormal signal is input, and main braking with a larger deceleration can be performed after the specified period. Thus, even if the passenger seat operating switch 53 is operated by mistake, the abnormal response can be released within the specified period by operating the release switch 52.

(5) The air pressure circuit 22 is provided with a double check valve 36, which switches 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. Therefore, the pressure control module 20 can be applied to the air pressure brake system 11 whose command system is composed of the air pressure circuit. In addition, the command system of the air pressure brake system 11 can be controlled with less electric power.

The above-mentioned embodiment can be implemented by modification as follows. The above-mentioned embodiment and the following modified examples can be implemented in combination with each other within the range that there is no technical contradiction.

In the above embodiment, the air pressure control device and the air pressure circuit are applied to the vehicle 10 having a brake system with full air brake. Not limited to this, the air pressure control device and the air pressure circuit can also be applied to vehicles having other forms of brake systems. As shown in FIG. 14, the pressure control module 20 can be applied to the vehicle 10 having an air-over-hydraulic brake mechanism. The 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 respectively a booster for the front wheel, a booster for the left rear wheel, and a booster for the right rear wheel, and use air pressure to increase the hydraulic pressure of the hydraulic circuit, thereby generating braking force on the wheel. In addition, as shown in FIG. 15, the pressure control module 20 can also be applied to a brake mechanism having a brake booster 103 for the front wheel, a brake booster 104 for the rear wheel, and an ABS control valve 105 provided in the hydraulic circuit. Alternatively, the air pressure control device and the air pressure circuit can also be applied to brake mechanisms other than those shown in FIG. 14 and FIG. 15.

In the above embodiment, the main body 211 is made of metal, but the main body 211 may be made of resin instead. For example, the main body 211 is formed by casting, but the main body 211 may be formed by combining parts formed by stamping or cutting instead of or in addition to this.

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

As shown in Figs. 16 to 22, the pressure control module 20 may include a housing 210 composed of a first housing member 217 made of aluminum die casting and a second housing member 218 made of resin. The first housing member 217 and the main body 211 are formed integrally. In addition, the first housing member 217 and the second housing member 218 are connected to each other by a fastening member.

The main ECU 31 can receive an on signal or the like from the operation switch 51, the release switch 52, and the passenger seat operation switch 53 via an in-vehicle network such as the CAN 33. As the in-vehicle network, in addition to the CAN 33, a network such as FlexRay (registered trademark) or Ethernet (registered trademark) may be used.

In the above embodiment, the main ECU 31 acquires the vehicle speed information from the vehicle speed sensor 55, but the main ECU 31 may acquire the acceleration information from the acceleration sensor instead of or in addition to this. In other words, the vehicle speed information is information related to the vehicle speed, and may include information indicating the acceleration instead of or in addition to the information indicating the vehicle speed itself.

In the above embodiment, the abnormality response system 50 is provided with the main ECU 31 that performs the function of the first control unit and the sub-ECU 32 that performs the function of the second control unit. Alternatively, the main ECU 31 and the sub-ECU 32 may be configured by one ECU or one other control circuit that has the function of the first control unit and the function of the second control unit. Alternatively, these functions may be distributed among three or more ECUs or three or more other control circuits.

The abnormality response system 50 may also include a main switch (not shown) that can turn on/off the functions of the system. For example, the operation of the operating switch 51, the release switch 52, and the passenger seat operating switch 53 can be invalidated by performing a predetermined operation on the main switch or controlling the main switch by a predetermined control device.

The air pressure circuit 22 drives the air pressure driven relay valve 25 via the intake valve 27 and the exhaust valve 28. Alternatively, a solenoid valve may be provided in the first supply path 23 to open and close the first supply path 23.

The air pressure circuit 22 is provided with a double check valve 36 for switching the air supply direction by air pressure. Instead of the double check valve 36, an electromagnetic valve that is driven and non-driven by the sub-ECU 32 may be provided. When the operation switch 51 or the passenger seat operation switch 53 is turned on, the sub-ECU 32 drives (or non-drives) the electromagnetic valve to switch the air supply direction.

In the above-mentioned embodiment, it is assumed that the abnormal response is performed by turning on the operation switch 51 and the passenger seat operation switch 53. Alternatively or in addition, a biological detection device that detects the fatigue state or health state of the driver may be used. The biological detection device uses one or more parameters such as the position of the driver's face or head, posture, eyelid, line of sight and other eye conditions, pulse, heart rate, body temperature, etc. to detect the driving state of the driver. In this method, an abnormal signal is sent when the biological detection device detects that the driver is abnormal. Alternatively, the ECU mounted on the vehicle may compare the vehicle state such as the vehicle speed and whether the accelerator pedal or brake pedal is operated with the road information, and send an abnormal signal when an abnormal driving operation is detected.

In the above embodiment, the air pressure control device is retroactively installed in an existing vehicle that controls the brake command system with air pressure, but the air pressure control device may be retroactively installed in 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 is described as being mounted on a vehicle such as a bus. The vehicle may be a truck, a construction machine, or other vehicle other than a bus. In addition, the air pressure control device may be mounted on other vehicles such as a passenger car or a railway vehicle.

· Driver abnormality may also occur in new vehicles or used vehicles that control the brake mechanism through a hydraulic circuit, so the same problem exists. Therefore, the pressure control module 20 of the above embodiment can also be applied to a vehicle that controls the command system for the brake mechanism through hydraulic pressure. The pressure control module 20 in the hydraulic circuit also works in the same way as the above embodiment. In this method, the brake mechanism that is the control object can also be a mechanism other than the brake chamber. In addition, the hydraulic circuit and the air pressure circuit are examples of circuits that are driven by the pressure of the fluid.

ECU 31, 32 is not limited to a device that performs software processing on all the processes executed by itself. For example, ECU 31, 32 may also have a dedicated hardware circuit (such as an application-specific integrated circuit: ASIC) that performs hardware processing on at least a part of the processes executed by itself. That is, ECU 31, 32 can be configured as a circuit (circuitry) including the following devices: 1) one or more processors that act according to a computer program (software); 2) one or more dedicated hardware circuits that perform at least a part of various processes; or 3) a combination thereof. The processor includes a CPU, and a memory such as RAM and ROM, and the memory stores program codes or instructions configured to enable the CPU to execute processes. The memory, i.e., a computer-readable medium, includes all available media that can be accessed by a general-purpose or dedicated computer.

Description of Reference Numerals

10: vehicle; 11: air pressure brake 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: housing; 21A: port connection; 21D: protrusion; 22: air pressure circuit; 23: first supply path; 24A: front signal supply path; 24B: rear signal supply path; 25: relay valve; 25A: exhaust port; 25B: pilot port; 26: branch path; 27: intake valve; 27A: wiring; 2 8: 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 valves; 37: Front air supply path; 38: Rear air supply path; 39: Second pressure sensor; 50: Abnormal response system; 51: Operation switch; 52: Release switch; 53: Passenger seat operation switch; 55: Vehicle speed sensor; 56: In-cabin device; 57: Out-cabin device; 58: Exhaust section; 100-104: Brake booster; 105: ABS control valve; P1: First port; P2: Second port; P3: Third port.

Claims (5)

1. An air pressure control device comprising: an air pressure circuit having a first port, a second port, a third port, and a pressure sensor, the first port being connected to an air tank of a vehicle, the second port being connected to a brake valve that outputs an air pressure signal when a brake operation is performed, the third port being connected to a brake mechanism that applies a braking force to a wheel based on the air pressure signal, the air pressure circuit switching between 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; 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; 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 a second control unit configured to control the air pressure circuit so that the detection value of the pressure sensor approaches the target pressure, Among them, the first control unit calculates the target pressure in a manner that makes the deceleration of the vehicle approach a first target deceleration within a specified period after the abnormal signal is input, and calculates the target pressure in a manner that makes the deceleration of the vehicle approach a second target deceleration after the specified period has passed, and the absolute value of the second target deceleration is greater than the absolute value of the first target deceleration. 2. The air pressure control device according to claim 1, characterized in that it has: a housing for accommodating the control unit; and A main body is provided with the first port, the second port, the third port, and a flow path connecting the first port, the second port, and the third port, and the main body is connected to the housing. 3. The air pressure control device according to claim 1 or 2, characterized in that: The air pressure circuit comprises: An air pressure driven valve of an air pressure driven type, which is connected to the air tank; a solenoid valve for applying air pressure to the air pressure driven valve; and a directional switching valve that allows the flow of air from the second port side and the air pressure drive valve side at a higher pressure, The air pressure driven valve switches between a supply state for supplying air to the direction switching valve side and an exhaust state for exhausting air from the direction switching valve side according to the air pressure applied by the solenoid valve. 4. The air pressure control device according to claim 3, characterized in that: The solenoid valve includes an intake solenoid valve that communicates with a passage for applying air pressure to the air pressure driven valve, and an exhaust solenoid valve that can exhaust air in the passage. 5. An air pressure circuit driven based on an abnormality signal indicating an abnormality of a driver, the air pressure circuit comprising: Pressure Sensor; An air pressure actuated valve of an air pressure actuated type, which is connected to the air tank of the vehicle; a solenoid valve for applying air pressure to the air pressure driven valve; and a directional switching valve that allows the flow of air from a higher pressure side of a port side connected to a brake valve that outputs an air pressure signal when a brake operation is performed and a side of the air pressure driving valve, The air pressure driven valve switches between a supply state of supplying air from the air tank to the direction switching valve side and an exhaust state of exhausting air from the direction switching valve side according to the air pressure applied by the solenoid valve. The first control unit acquires vehicle speed information and compares the vehicle speed information with a target value to calculate a target pressure. The second control unit controls the air pressure circuit so that the detection value of the pressure sensor approaches the target pressure. Among them, the first control unit calculates the target pressure in a manner that makes the deceleration of the vehicle approach a first target deceleration within a specified period after the abnormal signal is input, and calculates the target pressure in a manner that makes the deceleration of the vehicle approach a second target deceleration after the specified period has passed, and the absolute value of the second target deceleration is greater than the absolute value of the first target deceleration.