CN114728650A - Air pressure control device for brake, air pressure control method and air pressure control program - Google Patents

Abstract

The air pressure control device is provided with: an air pressure circuit configured to supply air to a brake mechanism for providing a braking force to a wheel; and a control unit configured to control air pressure supplied from the air pressure circuit to the brake mechanism, wherein the control unit is configured to supply air to the brake mechanism to decelerate the vehicle based on a signal for emergency stop of the vehicle, and to reduce the air pressure supplied to the brake mechanism when the vehicle is at a predetermined speed or less.

Description

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

technical field

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

Background technique

When the driver is suddenly unable to continue safe driving during driving due to a sudden change in the physical condition of the driver of the vehicle, etc., as an emergency measure, there is a driver abnormality that stops the vehicle by the operation of a passenger other than the driver. Guidelines for responding to the system at times (for example, refer to Non-Patent Document 1). In addition, various braking systems and the like are proposed in accordance with this guideline.

prior art literature

Non-patent literature

Non-patent document 1: ドライバー 対応システム (deceleration stop type) basic design document, March, 2010, the Ministry of Land, Infrastructure, Transport and Tourism Bureau of Automobile Bureau Advanced Safety Automobile Promotion Seminar

SUMMARY OF THE INVENTION

Invention to solve problem

In addition, in the above-described braking system, when the vehicle is to be stopped urgently, it is required to stop quickly but safely. That is, it is required to suppress the load applied to the occupant during the emergency stop of the vehicle.

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 during an emergency stop of the vehicle.

solution to the problem

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 braking mechanism for applying braking force to wheels; and a control unit configured to control the supply of air from the air pressure circuit to the braking mechanism The supplied air pressure is controlled, wherein the control unit is configured to supply air to the braking mechanism based on a signal for causing an emergency stop of the vehicle to decelerate the vehicle, and to perform the deceleration of the vehicle when the vehicle becomes a predetermined speed or less Decompression of the air pressure supplied to the braking mechanism.

According to the above configuration, the braking force is weakened by reducing the air pressure supplied to the braking mechanism when the vehicle becomes equal to or lower than the predetermined speed during deceleration, so that the acceleration change (jerkiness) at the moment when the vehicle comes to a complete stop can be reduced. Small. Therefore, it is possible to suppress the load applied to the occupant at the time of the emergency stop of the vehicle.

In the above-described air pressure control device, the control unit may be configured to increase the decompressed air pressure to a predetermined value or more after a predetermined time has elapsed since the vehicle became equal to or lower than the predetermined speed.

According to the above configuration, the vehicle stops after a predetermined time has elapsed since the vehicle reached a predetermined speed or less. Therefore, the braking force of the braking mechanism is increased by increasing the air pressure supplied to the braking mechanism to a predetermined value or more, thereby increasing the braking force of the braking mechanism. The vehicle can be prevented from moving from a stopped state.

In the above-described air pressure control device, the control unit may be configured to increase the air pressure supplied to the brake mechanism to a level after a predetermined time has elapsed since the air pressure became equal to or lower than the lower limit pressure through the decompression. above the specified value.

According to the above configuration, the vehicle is stopped after a predetermined time has elapsed from the time when the pressure becomes equal to or lower than the lower limit pressure. Therefore, the braking force of the braking mechanism can be increased by increasing the air pressure supplied to the braking mechanism to a predetermined value or more. Keep the vehicle from moving from a standstill.

In the above-described air pressure control device, the control unit may be configured so that the air pressure supplied to the braking mechanism is equal to or higher than the upper limit pressure during the deceleration of the vehicle. The air pressure is fixed to the upper limit pressure.

According to the above configuration, when the vehicle decelerates to a certain extent during deceleration, the braking force of the braking mechanism can be made constant by making the air pressure supplied to the braking mechanism constant, thereby suppressing abruptness of the speed. The change.

In the above-described air pressure control device, the control unit may be configured to determine the air pressure to be supplied to the brake mechanism at predetermined time intervals.

According to the above configuration, since the air pressure to be supplied to the braking mechanism is determined every predetermined time, the amount of calculation can be reduced compared to the case where the air pressure to be supplied to the braking mechanism is determined at any time.

In the above-described 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 braking operation is performed.

According to the above configuration, the brake valve is normally supplied with air to the braking mechanism in accordance with the driver's braking operation, but when the driver is abnormal, the air pressure circuit is controlled by the control unit not by the brake valve to supply air to the brake mechanism. The mechanism supplies air, whereby the vehicle can be brought to an emergency stop.

In the above-described air pressure control device, the control unit may be configured to apply the brake to the brake when an abnormality signal indicating an abnormality based on an operation of an occupant switch is acquired as a signal for emergency stop of the vehicle. The mechanism supplies air pressure that creates a slow brake. According to the above-described configuration, if the occupant is suddenly braked immediately after the operation of the occupant switch, the occupant is panicked, and therefore, it is possible to call attention by causing the brake mechanism to perform the slow braking first.

In the above air pressure control device, the air pressure circuit may be configured to include a first port connected to an air tank of the vehicle, and a second port connected to a brake valve that outputs an air pressure signal when a braking operation is performed A second port, and a third port connected to a braking mechanism that applies a braking force to a wheel based on the air pressure signal, communicate with the second port in a first communication state in which air is supplied from the second port to the third port. Switching between a second communication state in which the first port supplies air to the third port, and the control unit is configured to change the air pressure circuit from the first communication state based on a signal for causing an emergency stop of the vehicle Switch to the second connected state.

According to the above configuration, the first communication state in which air is supplied from the second port to the third port by connecting the brake valve to the braking mechanism is switched to the air tank being connected to the braking mechanism and being supplied from the first port to the third port The second communication state of the air. Therefore, the braking force can be generated by automatically supplying air from the air tank to the braking mechanism.

According to one aspect of the present disclosure, an air pressure control method of an air pressure control device is provided. The air pressure control device includes: an air pressure circuit configured to supply air to a braking mechanism for applying braking force to wheels; and a control unit configured to control the supply of air from the air pressure circuit to the braking mechanism The supply air pressure is controlled. The air pressure control method includes: a deceleration step of decelerating the vehicle by supplying air to the braking mechanism based on a signal for causing an emergency stop of the vehicle; and an air pressure reduction step of decelerating the vehicle. The air pressure supplied to the braking mechanism is reduced when the vehicle becomes a predetermined speed or less.

According to the above method, when the vehicle becomes a predetermined speed or less during deceleration, the braking force is weakened by reducing the air pressure supplied to the braking mechanism, thereby reducing the acceleration change (jerk) at the moment when the vehicle comes to a complete stop. Small. Therefore, it is possible to suppress the load applied to the occupant at the time of the emergency stop of the vehicle.

According to one aspect of the present disclosure, an air pressure control program of an air pressure control device is provided. The air pressure control device includes: an air pressure circuit configured to supply air to a braking mechanism for applying braking force to wheels; and a control unit configured to control the supply of air from the air pressure circuit to the braking mechanism The supply air pressure is controlled. When the air pressure control program operates in the computer of the air pressure control device, the air pressure control device executes a deceleration step of supplying air to the braking mechanism based on a signal for causing an emergency stop of the vehicle. deceleration of the vehicle; and an air pressure reduction step of reducing the air pressure supplied to the brake mechanism when the vehicle becomes a predetermined speed or less during the deceleration.

According to the above routine, the braking force is weakened by reducing the air pressure supplied to the braking mechanism when the vehicle becomes less than or equal to the predetermined speed during deceleration, so that the acceleration change (jerk) at the moment when the vehicle comes to a complete stop can be reduced. Small. Therefore, it is possible to suppress the load applied to the occupant at the time of the emergency stop of the vehicle.

According to one aspect of the present disclosure, a non-transitory computer-readable medium for storing an air pressure control program is provided. The air pressure control program causes the air pressure control device to execute a deceleration step and an air pressure reduction step when operating in a computer of an air pressure control device, and the air pressure control device includes an air pressure circuit configured to supplying air to a braking mechanism for applying braking force to wheels; and a control unit configured to control the air pressure supplied from the air pressure circuit to the braking mechanism, wherein in the deceleration step and deceleration of the vehicle by supplying air to the braking mechanism based on a signal for causing an emergency stop of the vehicle, and in the air pressure reducing step, when the vehicle becomes equal to or lower than a predetermined speed during the deceleration Air pressure supplied to the braking mechanism is reduced.

Description of 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 of the air pressure control device.

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

FIG. 3 is a schematic diagram of an abnormality response system according to the embodiment.

4 is a circuit diagram of a first communication state in which the brake valve and the brake mechanism are communicated as the air pressure circuit of the embodiment.

5 is a circuit diagram of a second communication state in which the air pressure circuit of the embodiment communicates the air tank and the brake mechanism.

FIG. 6 is a flowchart showing a processing procedure of the abnormality response system of the embodiment.

FIG. 7 is a graph showing a control example of the abnormality response system according to the embodiment.

FIG. 8 is a flowchart showing a processing procedure of the abnormality response system according to the embodiment.

FIG. 9 is a graph showing a modification of the control example of the abnormality response system.

10 is a schematic diagram showing a part of an air pressure braking system including an air pressure control device according to a modification of the air pressure control device.

11 is a schematic diagram showing a part of an air pressure braking system including an air pressure control device according to a modification of the air pressure control device.

Detailed ways

An embodiment of an air pressure control device and an air pressure circuit provided in the air pressure control device will be described with reference to FIGS. 1 to 8 . In addition, the air pressure control device is provided in an air pressure brake system mounted on a vehicle such as a bus.

As shown in FIG. 1 , an air pressure braking system 11 mounted on a vehicle 10 is a command system that controls a braking mechanism using air pressure, and is a full air brake system including an air pressure-driven braking mechanism. . The air pressure brake system 11 includes an air tank 12 for storing compressed air generated by a compressor (not shown). The gas 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 that stores compressed air for applying a braking force to the front wheels of the vehicle 10 . The second tank 12B is a tank that stores compressed air for applying a braking force to the rear wheels. In addition, the third tank 12C is a tank for storing compressed air used in other applications. The first tank 12A is connected to the rear pressure chamber 13B of the brake valve 13 , and the second tank 12B is connected to the front pressure chamber 13A 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 the relay valve 15 via the air pipe 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, the relay valve 15 is connected to the air tank 12 through an air pipe not shown. When an air pressure signal is input from the brake valve 13 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 piping. A large amount of compressed air supplied to the relay valve 15 is supplied to the brake chamber 17 via an ABS (Anti-lock Brake System) control valve 16 . The brake chamber 17 generates a braking force on the wheels by being supplied with air. The ABS control valve 16 and the brake chamber 17 constitute an air pressure-driven brake mechanism.

When the system is installed in the air pressure brake system 11 of the vehicle in use (existing vehicle), the system is installed in the air pressure brake system 11 of the vehicle in use (existing vehicle), and the brake valve 13 is connected to the command system. A pressure control module (PCM: Pressure Control Module) 20 is provided in the middle of the air piping 18 to which the relay valve 15 is connected. The pressure control module 20 has: a first port P1 connected to the air tank 12 (third air tank 12C); a second port P2 connected to the brake valve 13; and a third port P3 connected to a relay valve including a relay valve 15. The brake mechanism is connected. The pressure control module 20 corresponds to an air pressure control device. In addition, since the pressure control module 20 is provided between the brake valve 13 and the relay valve 15, it can also be attached to the air pressure brake system 11 having a brake mechanism other than the air pressure drive type.

Next, with reference to FIG. 2, the structure including the external appearance of the pressure control module 20 is demonstrated.

As shown in FIG. 2 , the pressure control module 20 includes a case 210 for accommodating a control device and the like. The case 210 is formed of resin, for example. The main body 211 in which the flow channel and the like are formed is connected to the casing 210 . The main body 211 is formed by casting methods such as aluminum die casting, for example. A port connection portion 212 for connecting various ports is provided in the main body 211 . A pair of second ports P2 are provided on the first surface 213 of the port connection portion 212 .

A pair of third ports P3 are provided on a second surface 214 of the port connecting portion 212 that is perpendicular to the first surface 213 on which the second ports P2 are provided. A first port P1 is provided in the vicinity of the third port P3 , and the first port P1 is connected to a first supply path 23 for supplying compressed air from the air tank 12 .

A discharge portion 58 in which a silencer is accommodated is provided on the lower side of the main body 211 . Moreover, the main body 211 is provided with the protrusion part 215 which protrudes toward the back surface side. In addition, a connecting portion (not shown) is provided on the lower surface of the casing 210 for connecting a control device and the like housed in the casing 210 to an external power source or a cable of an electrical system for an in-vehicle network.

As described above, the pressure control module 20 is a unit obtained by integrating the control device for controlling the air pressure circuit with the flow path. When the pressure control module 20 is mounted on the vehicle 10 , the protruding portion 215 is fixed to a predetermined position on the vehicle body. In addition, the first port P1 is connected to the piping connected to the gas 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 connection part. That is, the pressure control module 20 may only be the main component to be attached to the air pressure brake system 11 in order to cope with the abnormality.

3, the air pressure circuit of the pressure control module 20 will be described in detail.

The pressure control module 20 includes an air pressure circuit 22 and a sub-ECU (Electronic Control Unit) 32 . The pressure control module 20 constitutes an abnormality response system 50 together with the main ECU 31 . The main ECU 31 may be provided outside the casing 210 or may be accommodated in the casing 210 .

The main ECU 31 and the sub-ECU 32 respectively include an arithmetic unit, a communication interface unit, a volatile storage unit, and a nonvolatile storage unit. The computing unit is a computer processor, and controls the air pressure brake system 11 in accordance with a control program stored in a nonvolatile storage unit (storage medium). The arithmetic unit may realize at least a part of the processing performed by itself by a circuit (circuitry) such as an 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 an in-vehicle network such as a CAN (Controller Area Network) 33, and transmit and receive various kinds of information between them. In addition, the air pressure control program is included in the control program. In addition, the main ECU 31 performs control based on the air pressure control method. In addition, the air pressure control program may also be stored in a non-transitory computer-readable medium.

When the driver's seat operation switch 51 and the release switch 52 are turned on, the main ECU 31 inputs the turn-on signal output from these. 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 near the driver's seat. When the driver's seat operation switch 51 is turned on, the system 50 is actuated in response to an abnormality. The release switch 52 is a switch for stopping the operation of the abnormality countermeasure system 50 when the abnormality countermeasure system 50 is erroneously activated or the like. In addition, the ON signal output by the ON operation of the driver's seat operation switch 51 corresponds to a signal for making an emergency stop of the vehicle.

In addition, when the passenger seat operation switch 53 is operated to be ON, the main ECU 31 inputs the ON signal output from them. The passenger seat operation switch 53 is a switch assumed 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 a passenger other than the driver. In addition, the ON signal output by the ON operation of the passenger seat operation switch 53 corresponds to a signal for making an emergency stop of the vehicle.

The main ECU 31 acquires acceleration information from the acceleration sensor 54 via the CAN 33 . The main ECU 31 acquires vehicle speed information directly from the vehicle speed sensor 55 . When the abnormality response system 50 starts to operate, the main ECU 31 calculates the target air pressure of the air pressure braking system 11 so that the deceleration obtained from the vehicle speed approaches the target deceleration as the target value, and provides the sub-ECU 32 Indicates the calculated target air pressure. The target deceleration can be changed by updating data stored in a storage unit such as the main ECU 31 . For example, when the vehicle 10 is a public bus, it is assumed that there are standing passengers in the vehicle, and therefore, the absolute value of the target deceleration is made small. In addition, when the vehicle 10 is an express bus in which all passengers are seated, the absolute value of the target deceleration may be made larger than that of a public bus. In addition, the target deceleration can also be changed according to the weight and vehicle length of the vehicle 10 .

Then, when the emergency response system 50 is activated, the main ECU 31 outputs an instruction signal to the in-vehicle device 56 and the out-of-vehicle device 57 . The in-vehicle device 56 is, for example, an accelerator interlock mechanism that disables the operation of the accelerator pedal. When the emergency response system 50 is activated, the main ECU 31 operates the accelerator interlock mechanism. In addition to this, as the in-vehicle device 56, a notification buzzer installed in the vehicle interior, a notification lamp installed in the vehicle interior, and the like may be provided. For example, when the emergency response system 50 is activated, the main ECU 31 outputs a sound from a notification buzzer and lights or blinks a notification lamp. The vehicle exterior device 57 is, for example, the air horn device 14B (see FIG. 1 ), a hazard indicator light, a stop light, and the like. For example, when the emergency 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, generates a warning sound, and lights or blinks hazard lamps and stop lamps.

The sub-ECU 32 is housed in the housing 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 gas 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 on the front wheel via the relay valve 15, and the rear air supply path 38 is connected to the brake chamber 17 provided in the front wheel. The brake chambers 17 of the rear wheels are connected. The pair of third ports P3 are connected to the front air supply path 37 and the rear air supply path 38, 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 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 passage 26 to the pilot port 25B is a predetermined pressure such as atmospheric pressure, the first supply path 23 is cut off due to the urging force of the urging spring or the like. When the relay valve 25 is in the exhaust state, the airflow 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 downstream side of the relay valve 25 in the first supply path 23 communicates with the discharge portion 58 , and the compressed air on the downstream side of the relay valve 25 in the first supply path 23 is discharged to a predetermined pressure such as atmospheric pressure.

On the other hand, when the air pressure applied from the branch passage 26 to the pilot port 25B reaches a driving pressure higher than a predetermined pressure such as atmospheric pressure, the relay valve 25 resists the urging force of an urging spring or the like, and becomes the first supply path. 23 Connected supply status. 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 communicates with the front air supply path 37 and the rear air supply path 38 . In addition, when the pressure on the outlet side (secondary side) is too high, the relay valve 25 shuts off the communication state of the first supply path 23 and becomes the exhaust state.

One end portion of the branch passage 26 is connected to the first supply path 23 , and the other end portion is 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 solenoid valves and are driven by the sub-ECU 32 . The intake valve 27 is provided at a position upstream (closer to the air tank 12 ) than the exhaust valve 28 in the branch passage 26 . The operation of the intake valve 27 is switched by switching the power supply on and off (driving/non-driving) from the sub-ECU 32 via the wiring 27A. The intake valve 27 is in a closed position that closes 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 the open position to open the branch passage 26 in the drive state in which the power is turned on.

The exhaust valve 28 is a solenoid valve whose operation is switched by on/off (driving/non-driving) of the power supply from the sub-ECU 32 via the wiring 28A. The exhaust valve 28 is in the open position of the communication branch 26 in a non-driven state in which the power supply is cut off. In addition, the exhaust valve 28 is in a closed position in which the branch passage 26 is closed in a drive state in which the power is turned on. That is, when the intake valve 27 is in the closed position in the 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 is driven so that the upstream side of the intake valve 27 in the branch passage 26 and the upstream side of the relay valve 25 in the first supply passage 23 are 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 in the middle of the intake valve 27 and the exhaust valve 28 in the branch passage 26 . The first pressure sensor 35 detects the pressure between the intake valve 27 and the exhaust valve 28 in the branch passage 26 , and outputs it 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 . One of the double check valves 36A is connected to the third supply path 30 , the front signal supply path 24A, and the front air supply path 37 , the front signal supply path 24A is connected to the front pressure chamber 13A of the brake valve 13 , and the front air supply path 37 is used for to generate braking force on the wheels in front. The double check valve 36A allows the supply of compressed air from the third supply path 30 and the front signal supply path 24A with the higher pressure, and blocks the supply of compressed air from the lower pressure. 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 the third supply path 30 , the rear signal supply path 24B, and the rear air supply path 38 . The rear signal supply path 24B is connected to the rear pressure chamber 13B of the brake valve 13 , and the rear air supply path 38 is connected to the rear pressure chamber 13B of the brake valve 13 . The rear wheels apply the braking force. The double check valve 36B allows the supply of compressed air from the third supply path 30 and the rear signal supply path 24B with the higher pressure, and blocks the supply of compressed air from the lower pressure. The pair of second ports P2 are connected to the front signal supply path 24A and the rear signal supply path 24B, respectively.

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

As shown in FIG. 4 , when the driver seat operation switch 51 and the passenger seat operation switch 53 are not turned on, the sub-ECU 32 deactivates 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, the portion downstream of the intake valve 27 in the branch passage 26 becomes a predetermined pressure such as atmospheric pressure because the exhaust valve 28 is in the open position. Therefore, since the air pressure applied to the pilot port 25B also becomes a predetermined pressure, the relay valve 25 is in the exhaust state. When the relay valve 25 is in the exhaust state, the portion of the first supply path 23 downstream of the relay valve 25 and the compressed air in the third supply path 30 are discharged from the discharge portion 58 , and the pressure of the third supply path 30 is discharged. become the prescribed pressure. Then, when the brake pedal 13C is depressed or the like, 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 the pressure in the third supply path 30 , so the double check valves 36A and 36B cut off the air supply path 37 from the third supply path 30 to the front, respectively. and the airflow of the rear air supply path 38 . Then, the air pressure signal is supplied from the front signal supply path 24A to the front air supply path 37 , and the 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, the braking force is applied to the wheels. Further, the air pressure circuit including the front signal supply path 24A and the rear signal supply path 24B corresponds to the brake control circuit.

FIG. 5 shows the air pressure circuit 22 when at least one of the driver 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 when at least one of the driver's seat operation switch 51 and the passenger's seat operation switch 53 is turned on. 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 in the air tank 12 is supplied to the branch passage 26 between the intake valve 27 and the exhaust valve 28 via the first supply passage 23 . When the pressure in the branch passage 26 between the intake valve 27 and the exhaust valve 28 reaches the driving pressure, the pressure is applied to the relay valve 25 via the pilot port 25B, whereby the relay valve 25 is brought into a supply state. Thereby, 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 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 the airflow from the third supply path 30 to the front air supply path 37 and the rear air supply path 38, and blocks the airflow from the front signal supply path 24A to the front air supply path 37 and the rear signal supply The path 24B supplies the airflow of the path 38 to the rear air. In addition, the air pressure circuit including the flow paths (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 correspond to Brake control loop when abnormal.

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, an air pressure-driven command system The system is switched from a system via the brake valve 13 to a system in which air is directly supplied from the air tank 12 . Therefore, even if the air pressure signal from the brake valve 13 is not input, the brake chamber 17 can be actuated to generate the braking force.

In addition, the sub-ECU 32 acquires the detection pressure from the first pressure sensor 35 and the second pressure sensor 39 at a predetermined timing. For example, when maintaining the relay valve 25 in the supply state, the sub-ECU 32 sets 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. Driven or undriven. In addition, when the main ECU 31 sends a pressure instruction to the sub-ECU 32 to gradually increase the pressure to stop the vehicle 10 slowly, the sub-ECU 32 determines whether or not 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 value, the intake valve 27 and the exhaust valve 28 are driven 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 deactivates the intake valve 27 and the exhaust valve 28 and sets the relay valve 25 for exhaust state. Then, the sub-ECU 32 waits for the next pressure instruction from the main ECU 31 . Further, the desired air pressure is supplied to the third supply path 30 by driving the relay valve 25 with the air pressure of the control signal supply path 29 by the intake valve 27 and the exhaust valve 28 .

Next, referring to FIGS. 6 to 8 , a description will be given of the procedure of processing in the event of an abnormality performed by the main ECU 31 . The process shown in FIG. 6 is a process of controlling the air system, and it is assumed that the process starts when the driver seat operation switch 51 or the passenger seat operation switch 53 is operated and the main ECU 31 inputs the operation signals transmitted from these switches. In addition, it is assumed that the main ECU 31 receives 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 indicated by the solid line, the pressure Pa of the air supplied to the brake chamber 17 is indicated by the thick line, and the deceleration a is indicated by the one-dot 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 passenger 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 passenger's 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 process proceeds to step S4. Here, the stage until time t1 when the passenger seat operation switch 53 is operated is referred to as the "system standby section S0".

On the other hand, when the main ECU 31 determines that the passenger seat operation switch 53 has been operated (step S1: YES), the main ECU 31 instructs the sub-ECU 32 the slow braking pressure Pa1 required for the slow braking (step S2). Slow braking refers to braking in which the absolute value of deceleration is 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 afterward. Then, the slow braking pressure is sent to the sub-ECU 32 . The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction, and supplies the supply to 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, the main ECU 31 determines whether or not the slow braking has elapsed based on the elapsed time from the time when the pressure instruction is sent to the sub-ECU 32, the time when the vehicle 10 starts to decelerate, or the time when the sub-ECU 32 receives a predetermined response signal time T1. This 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 although the driver is in a normal state. Then, when determining that the slow braking time T1 has not elapsed (step S3: NO), the main ECU 31 instructs the sub-ECU 32 the slow braking pressure Pa1 and continues the slow braking (step S2). Here, the stage from the time t1 to the time t2 when the slow braking time T1 has elapsed is referred to as the "attention-calling 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. The main braking is a braking that decelerates the vehicle 10 at a deceleration larger than the absolute value of the deceleration of the slow braking, and finally stops the vehicle 10 . The main ECU 31 acquires the target deceleration for the main braking stored in its own storage unit, and calculates an increase in the predetermined pressure ΔPa2 and a decrease in the predetermined pressure ΔPa4 in comparison with the deceleration obtained from the acquired vehicle speed. Then, the calculated air pressure is sent 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 ). In addition, the following steps after step S4 correspond to a "deceleration step" 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 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 sent from the main ECU 31, and supplies the pressure to the brake chamber 17 so that the determined target pressure becomes the target pressure.

Next, 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 by increasing the predetermined pressure ΔPa2, the main ECU 31 determines whether or not the increased supply pressure is equal to or greater than the upper limit pressure Pa3. Then, when determining that the supply pressure is lower than the upper limit pressure Pa3 (step S5: NO), the main ECU 31 proceeds to step S4 and supplies the supply pressure obtained by increasing the predetermined pressure ΔPa2 every predetermined time ΔT2. Here, the stage from the time t2 to the time t3 when the upper limit pressure Pa3 is equal to or higher than the upper limit pressure Pa3 is referred to as the "braking force generation section Ph2". In addition, in Non-Patent Document 1, there is an upper limit of deceleration at the time of emergency stop, and when it exceeds the upper limit of deceleration (eg, 2.45 m/ss), it is necessary to exhaust the supply pressure to lower the upper limit pressure Pa3 or to interrupt deceleration.

On the other hand, when determining that the supply pressure is equal to or higher than the upper limit pressure Pa3 (step S5: YES), the main ECU 31 fixes the supply pressure to the upper limit pressure Pa3 (step S6). That is, by fixing the supply pressure to the upper limit pressure Pa3, the main ECU 31 keeps the braking force of the brake chamber 17 constant, thereby suppressing abrupt changes 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 sent from the main ECU 31, and supplies the pressure to the brake chamber 17 so that the determined target pressure becomes the target pressure.

Next, the main ECU 31 determines whether or not the speed of the vehicle is equal to or lower than the predetermined speed Vth (step S7). That is, the main ECU 31 determines whether or not the speed of the vehicle becomes equal to or lower than the predetermined speed Vth after being reduced by the braking of the brake chamber 17 . The predetermined speed Vth is a speed at which the vehicle can be easily stopped in a short time, such as a low speed such as 10 to 20 km per hour, a speed immediately before stopping, or a lower limit value that can be measured by the vehicle speed sensor 55 . Then, when determining that the speed of the vehicle is greater than the predetermined speed Vth (step S7: NO), the main ECU 31 instructs the sub-ECU 32 to the upper limit pressure Pa3 and repeats the determination until the speed of the vehicle becomes equal to or lower than the predetermined speed Vth (step S7). . Here, the stage from the time t3 to the time t4 when the speed Vth becomes equal to or lower than the predetermined speed is referred to as the "fixed deceleration braking section Ph3".

On the other hand, when the main ECU 31 determines that the speed of the vehicle is equal to or lower than the predetermined speed Vth (step S7 : YES), the main ECU 31 reduces the supplied air pressure by the 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 sent from the main ECU 31, and supplies the pressure to the brake chamber 17 so that the determined target pressure becomes the target pressure. In addition, step S8 corresponds to the "air pressure reduction step" of reducing the air pressure supplied to the brake chamber 17 when the vehicle becomes equal to or lower than the predetermined speed Vth during deceleration.

Next, 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 by decreasing the predetermined pressure ΔPa4, the main ECU 31 determines whether or not the reduced supply pressure is equal to or lower than the lower limit pressure Pa4. In any case, when the main ECU 31 determines that the supply pressure is greater than the lower limit pressure Pa4 (step S9: NO), the process proceeds to step S8, and the supply is performed to decrease the predetermined pressure ΔPa4 every predetermined time ΔT4.

On the other hand, when determining that the supply pressure is equal to or lower than the lower limit pressure Pa4 (step S9: YES), the main ECU 31 fixes the supply pressure to the lower limit pressure Pa4 (step S10). That is, by fixing the supply pressure to the lower limit pressure Pa4, the main ECU 31 keeps the braking force of the brake chamber 17 constant, thereby suppressing abrupt changes 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 sent from the main ECU 31, and supplies the pressure to the brake chamber 17 so that the determined target pressure becomes the target pressure.

Next, 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 a time required until the vehicle stops, has elapsed. When the main ECU 31 determines that the stop determination time T4 has not elapsed (step S11: NO), the main ECU 31 instructs the sub-ECU 32 to the lower limit pressure Pa4 and repeats the determination until the stop determination time T4 elapses (step S11). In addition, the stop determination time T4 corresponds to a predetermined time. Here, the stage from the time t4 to the time t5 when the stop determination time T4 has elapsed after the time t4 reaches the lower limit pressure Pa4 is referred to as the "braking force relaxation zone Ph4". In addition, the stage after time t5 is referred to as "parking brake section Ph5".

On the other hand, when determining that the stop determination time T4 has elapsed (step S11: YES), the main ECU 31 fixes the supply pressure to 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 the supply 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 sent from the main ECU 31, and supplies the brake chamber 17 with the determined target pressure. In addition, the stop pressure Pa5 corresponds to a predetermined value.

Next, the main ECU 31 determines whether or not the response to the abnormality has ended (step S13). The response to abnormality may be determined to be terminated when the vehicle 10 is stopped and the parking brake is activated, or may be determined to be terminated when the ignition switch is turned off, or may be determined to be terminated at other timings. Then, when the main ECU 31 determines that the abnormality response has not been completed (step S13: NO), the main ECU 31 instructs the sub-ECU 32 to stop the pressure Pa5 and continues the abnormality response (step S4). On the other hand, when the main ECU 31 determines that the response to the abnormality is ended (step S13: YES), the main ECU 31 ends the processing of the response to the abnormality.

In addition, the main ECU 31 operates the in-vehicle device 56 and the out-of-vehicle device 57 at a predetermined timing such as the timing to start executing the main brake, unlike the response to an abnormality of the air system. Thereby, the occurrence of abnormality can be notified to the occupant of the vehicle 10 , and the attention of other vehicles traveling around the vehicle 10 can also be urged.

Next, with reference to FIG. 8, the procedure of the cancellation|release process in the case where the release switch 52 is operated is demonstrated. It is assumed that the processing shown in FIG. 8 starts 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 the release switch 52 has been operated (step S20). That is, the main ECU 31 determines whether or not an operation signal is input from the release switch 52 . Then, when it is determined that the release switch 52 has been operated (step S20: YES), the main ECU 31 transmits a brake release instruction to the sub-ECU 32 (step S21). The sub-ECU 32 that has received the release instruction deactivates the intake valve 27 and the exhaust valve 28 to cut off the supply of air from the air tank 12 to the brake chamber 17 side.

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

Next, the effects of this embodiment will be described.

(1) When the vehicle becomes equal to or lower than the predetermined speed Vth during the deceleration period, the braking force is weakened by reducing the air pressure supplied to the brake chamber 17, so that the acceleration change (jerkiness) at the moment when the vehicle comes to a complete stop can be made to stop. ) decreases. Therefore, it is possible to suppress the load applied to the occupant at the time of the emergency stop of the vehicle.

(2) The vehicle is stopped after a predetermined time has elapsed since the lower limit pressure Pa4 became equal to or lower than the lower limit pressure Pa4. Therefore, the pressure 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. The power is increased, so that the vehicle can be prevented from moving from a stopped state.

(3) When decelerating to a certain extent during the deceleration period, the braking force of the brake chamber 17 can be fixed by fixing the air pressure supplied to the brake chamber 17 to the upper limit pressure Pa3, and the braking force of the vehicle can be suppressed. Sharp changes in velocity V.

(4) The air pressure to be supplied to the brake chamber 17 is determined at every predetermined time ΔT2 and at every predetermined time ΔT4, so that the calculation amount can be reduced compared to the case where the air pressure to be supplied to the brake chamber 17 is determined at any time.

(5) Normally, the brake valve is made to supply air to the brake chamber 17 according to the driver's braking operation. However, when the driver is abnormal, the air pressure circuit is not controlled by the control unit to supply air to the brake chamber 17 when the driver is abnormal. By supplying air to the dynamic chamber 17, the vehicle can be stopped urgently.

(6) Since the occupant panics if the occupant is suddenly braked immediately after the occupant switch is operated, the brake chamber 17 is firstly braked slowly, thereby drawing attention.

(7) Switching from the first communication state in which the brake valve is connected to the brake chamber 17 and air is supplied from the second port to the third port, to the air tank connected to the brake chamber 17 and the air is supplied from the first port to the third port. The second communication state of the three-port supply air. Therefore, the braking force can be generated by automatically supplying air from the air tank to the braking chamber 17 .

(Other Embodiments)

The above-described embodiment can be modified and implemented as follows. The above-described embodiment and the following modifications can be implemented in combination with each other within a technically non-contradictory range.

In the above-described embodiment, the predetermined time ΔT2 and the predetermined time ΔT4 may be the same or different.

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

- In the above-described 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, the vehicle stops after the stop determination time T4 has elapsed since the predetermined speed Vth or less. Therefore, the brake chamber is stopped by increasing the air pressure supplied to the brake chamber 17 to the stop pressure Pa5 or more. The braking force of 17 is increased, so that the vehicle can be prevented from moving from a stopped state.

In the above-described embodiment, the stop pressure Pa5 is fixed after the stop determination time T4 has elapsed. However, the parking brake and the electric parking brake may be activated to maintain the vehicle in a stopped state.

In the above-described embodiment, when the passenger 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 slow braking time T1 may be set as the attention-calling time, and the pressure may not be supplied to the brake chamber 17 .

- In the above-described embodiment, the air pressure control device and the air pressure circuit are applied to the vehicle 10 that is fully air braked. Not limited to this, the air pressure control device and the air pressure circuit can also be applied to vehicles having other forms 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. In this braking mechanism, the pressure control module 20 is connected to the brake boosters 100 to 102 via the ABS control valve 16 . The brake boosters 100 to 102 are boosters for the front wheel, the rear left wheel, and the rear right wheel, and use air pressure to increase the hydraulic pressure of the hydraulic circuit to generate braking force on the wheels. In addition, as shown in FIG. 11 , the pressure control module 20 may be applied to a system 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. brake mechanism. Alternatively, the air pressure control device and the air pressure circuit can also be applied to brake mechanisms other than those shown in FIGS. 10 and 11 .

- In the above-described embodiment, the main body 211 is made of metal, but it may be formed of resin instead. For example, although the main body 211 is formed by a casting method, the main body 211 may be formed by combining members formed by press working or cutting processing instead of or in addition thereto.

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

In the above-described 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 passenger seat operation switch 53 via an in-vehicle network such as the CAN 33 . In addition to CAN33, networks such as FlexRay (registered trademark) and Ethernet (registered trademark) can also be used for the in-vehicle network.

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

In the above-described embodiment, the abnormality response system 50 includes the main ECU 31 and the sub-ECU 32 . Instead of or in addition to this, the main ECU 31 and the sub-ECU 32 may be constituted by one ECU or other control circuit having 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 other control power.

In the above-described embodiment, the emergency response system 50 may include a main switch (not shown) capable of turning on/off the function of the system. The operation of the driver's seat operation switch 51 , the release switch 52 , and the passenger seat operation switch 53 can be disabled, for example, by performing a predetermined operation on the main switch or controlling the main switch by a predetermined control device or the like.

In the above-described embodiment, the air pressure circuit 22 drives the air pressure-driven relay valve 25 via the intake valve 27 and the exhaust valve 28 . Instead, 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-described embodiment, the relay valve 25 may be omitted, and the signal supply path 29 and the third supply path may be directly connected. Even with such a configuration, the desired air pressure can be supplied to the third supply path 30 by controlling the air pressure of the signal supply path 29 by the intake valve 27 and the exhaust valve 28 .

In the above-described embodiment, the air pressure circuit 22 includes the double check valve 36 that switches the supply direction of air by the air pressure. Instead of the double check valve 36, a solenoid valve which is driven and non-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) the solenoid valve to switch the air supply direction.

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

- In the above-described embodiment, the response to abnormality is executed in accordance with the ON operation of the driver's seat operation switch 51 and the passenger seat operation switch 53 . Instead of or in addition to this, a biological detection device for detecting the fatigue state or the state of health of the driver can also be used. The biological detection device detects the driver's state using one or more parameters such as the position of the driver's face or head, posture, eye state such as eyelids or sight lines, pulse rate, heart rate, and body temperature. In this method, an abnormality signal is transmitted when the living body detection device detects that the driver is abnormal. Alternatively, the ECU mounted on the vehicle may compare the vehicle state with road information such as vehicle speed, operation of the accelerator pedal or the brake pedal, and transmit an abnormality signal when an abnormality in driving is detected.

In the above-mentioned embodiment, the air pressure control device is attached to the vehicle in use in which the braking command system is set to the air pressure circuit, but the air pressure control device may be attached to the vehicle equipped with the air pressure control device. EBS vehicles. In addition, the air pressure control device may be installed in a new car.

- In the above-described embodiment, the case where the air pressure control device is mounted on a vehicle such as a bus has been described. In addition to buses, vehicles may also be trucks, construction machinery, and the like. In addition, as a form other than this, the air pressure control device may be mounted on other vehicles such as passenger cars and railway vehicles.

· In a new car or an in-use vehicle in which the braking mechanism is controlled by a hydraulic circuit, an abnormality of the driver may occur, and thus the same problem exists. Therefore, the pressure control module 20 of the above-described embodiment can also be applied to a vehicle in which a command system for sending a command to a braking mechanism is realized by hydraulic pressure. Also in the hydraulic circuit, the pressure control module 20 operates in the same manner as in the above-described embodiment. In this aspect, the braking mechanism to be controlled may be a mechanism other than the braking chamber. In addition, a hydraulic circuit and an air pressure circuit are an example of the circuit which drives according to the pressure of a fluid.

• The present invention can also be applied to hydraulic brakes, not limited to air pressure brakes.

According to one aspect of the present hydraulic brake, a hydraulic control device is provided. The hydraulic control device includes: a hydraulic circuit configured to supply oil to a braking mechanism for providing braking force to wheels; and a control unit configured to supply hydraulic pressure to the braking mechanism from the hydraulic circuit The control unit is configured to supply oil to the braking mechanism based on a signal for causing an emergency stop of the vehicle to decelerate the vehicle, and to perform control to the braking mechanism when the vehicle becomes a predetermined speed or less. Decompression of hydraulic pressure supplied by the actuating mechanism.

According to the above configuration, the braking force is weakened by reducing the hydraulic pressure supplied to the braking mechanism when the vehicle becomes equal to or lower than the predetermined speed during deceleration, so that the acceleration change (jerkiness) at the moment when the vehicle comes to a complete stop can be reduced . Therefore, it is possible to suppress the load applied to the occupant at the time of the emergency stop of the vehicle.

In the above-described hydraulic pressure control device, the control unit may be configured to increase the depressurized hydraulic pressure to a predetermined value or more after a predetermined time has elapsed since the vehicle became equal to or lower than the predetermined speed.

According to the above configuration, the vehicle is stopped after a predetermined time has elapsed since the vehicle reached a predetermined speed or lower. Therefore, by increasing the hydraulic pressure supplied to the braking mechanism to a predetermined value or more, the braking force of the braking mechanism can be increased, thereby making it possible to increase the braking force of the braking mechanism. Keep the vehicle from moving from a standstill.

In the above-described hydraulic pressure 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 predetermined time has elapsed since the hydraulic pressure became equal to or lower than the lower limit pressure through the decompression. .

According to the above configuration, the vehicle stops after a predetermined time has elapsed since the pressure became lower than or equal to the lower limit pressure. Therefore, the braking force of the braking mechanism can be increased by increasing the hydraulic pressure supplied to the braking mechanism to a predetermined value or more, so that the braking force of the braking mechanism can be increased. The vehicle does not move from a standstill.

In the above-described hydraulic pressure control device, the control unit may be configured to fix the hydraulic pressure supplied to the braking mechanism when the hydraulic pressure supplied to the braking mechanism becomes equal to or greater than an upper limit pressure during deceleration of the vehicle. is the upper limit pressure.

According to the above configuration, when the vehicle decelerates to a certain extent during deceleration, the braking force of the braking mechanism can be made constant by making the hydraulic pressure supplied to the braking mechanism constant, thereby suppressing abrupt speed changes. Variety.

In the above-described hydraulic pressure control device, the control unit may be configured to determine the hydraulic pressure to be supplied to the brake mechanism at predetermined time intervals.

According to the above-described configuration, the hydraulic pressure to be supplied to the braking mechanism is determined at predetermined time intervals, so that the amount of calculation can be reduced compared to the case where the hydraulic pressure to be supplied to the braking mechanism is determined at any time.

In the hydraulic control device described above, 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 braking operation is performed.

According to the above configuration, the brake valve is normally supplied with oil to the brake mechanism according to the driver's braking operation. However, when the driver is abnormal, the hydraulic circuit is not controlled by the brake valve but by the control unit to supply the brake mechanism with oil. By supplying oil, the vehicle can be brought to an emergency stop.

In the above-described hydraulic pressure control device, the control unit may be configured to, when an abnormality signal indicating an abnormality based on an operation of an occupant switch is acquired as a signal for emergency stop of the vehicle, to the braking mechanism Supplies hydraulic pressure for slow braking. According to the above-described configuration, if the occupant is suddenly braked immediately after the operation of the occupant switch, the occupant is panicked, and therefore, it is possible to call attention by causing the brake mechanism to perform the slow braking first.

According to one aspect of the present hydraulic brake, there is provided a hydraulic control method of a hydraulic control device. The hydraulic control device includes: a hydraulic circuit configured to supply oil to a braking mechanism for providing braking force to wheels; and a control unit configured to supply hydraulic pressure to the braking mechanism from the hydraulic circuit Take control. The hydraulic pressure control method includes: a deceleration step of decelerating the vehicle by supplying oil to the brake mechanism based on a signal for causing an emergency stop of the vehicle; and a hydraulic pressure reduction step of decelerating the vehicle during the deceleration When the speed becomes equal to or lower than the predetermined speed, the hydraulic pressure supplied to the braking mechanism is reduced.

According to the above method, when the vehicle becomes a predetermined speed or less during deceleration, the braking force is weakened by reducing the hydraulic pressure supplied to the braking mechanism, thereby reducing the acceleration change (jerkiness) at the moment when the vehicle comes to a complete stop . Therefore, it is possible to suppress the load applied to the occupant at the time of the emergency stop of the vehicle.

According to one aspect of the hydraulic brake, a hydraulic control program of a hydraulic control device is provided. The hydraulic control device includes: a hydraulic circuit configured to supply oil to a braking mechanism for providing braking force to wheels; and a control unit configured to supply hydraulic pressure to the braking mechanism from the hydraulic circuit Take control. When the hydraulic pressure control program operates in the computer of the hydraulic pressure control device, the hydraulic pressure control device executes a deceleration step of supplying oil to the braking mechanism based on a signal for causing an emergency stop of the vehicle to perform the vehicle operation. and a hydraulic pressure reducing step of decreasing the hydraulic pressure supplied to the braking mechanism when the vehicle becomes a predetermined speed or less during the deceleration.

According to the above-described routine, when the vehicle becomes a predetermined speed or less during deceleration, the braking force is weakened by reducing the hydraulic pressure supplied to the braking mechanism, so that the acceleration change (jerkiness) at the moment when the vehicle comes to a complete stop can be reduced . Therefore, it is possible to suppress the load applied to the occupant at the time of the emergency stop of the vehicle.

According to one aspect of the hydraulic brake, a non-transitory computer-readable medium for storing a hydraulic control program is provided. When the hydraulic control program operates in a computer of a hydraulic control device, the hydraulic control device executes a deceleration step and a hydraulic pressure reduction step, and the hydraulic control device includes a hydraulic circuit configured to provide a hydraulic circuit for supplying power to a wheel. a brake mechanism supply oil for braking force; and a control unit configured to control hydraulic pressure supplied from the hydraulic circuit to the brake mechanism, wherein, in the deceleration step, based on an emergency stop of the vehicle oil is supplied to the braking mechanism to decelerate the vehicle, and in the hydraulic pressure reducing step, the supply of oil to the braking mechanism is reduced when the vehicle becomes lower than a predetermined speed during the deceleration of hydraulics.

• The present invention can also be applied to an electric brake.

According to one aspect of the electric brake of the present invention, an electric control device is provided. The electric control device includes: an electric circuit configured to supply electric power to a braking mechanism for applying a braking force to wheels; and a control unit configured to control the electric power supplied from the electric circuit to the braking mechanism wherein the control unit is configured to supply electric power to the braking mechanism based on a signal for causing an emergency stop of the vehicle to decelerate the vehicle, and to supply power to the braking mechanism when the vehicle reaches a predetermined speed or less Electricity to slow down.

According to the above configuration, when the vehicle becomes equal to or lower than the predetermined speed during deceleration, electric power is supplied to the braking mechanism to reduce the braking force, thereby reducing the acceleration change (jerk) at the moment when the vehicle comes to a complete stop. Therefore, it is possible to suppress the load applied to the occupant at the time of the emergency stop of the vehicle.

In the above electric control device, the control unit may be configured to increase the decompressed supply power to a predetermined value or more after a predetermined time has elapsed since the vehicle became equal to or lower than the predetermined speed.

According to the above-described configuration, the vehicle stops after a predetermined time has elapsed since the vehicle reached a predetermined speed or less. Therefore, the braking force of the braking mechanism can be increased by increasing the electric power supplied to the braking mechanism to a predetermined value or more, thereby making it possible to increase the braking force of the braking mechanism. Keep the vehicle from moving from a standstill.

In the above-mentioned electric control device, the control unit may be configured to increase the electric power supplied to the braking mechanism to a predetermined level after a predetermined time has elapsed since the braking force became equal to or less than the lower limit value due to the deceleration. value above.

According to the above configuration, the vehicle is stopped after a predetermined time has elapsed since the lower limit value or less. Therefore, the braking force of the braking mechanism can be increased by increasing the electric power supplied to the braking mechanism to a predetermined value or more, thereby making it possible to increase the braking force of the braking mechanism. Keep the vehicle from moving from a standstill.

In the above-described electric control device, the control unit may be configured to fix the braking force of the braking mechanism to a value equal to or greater than an upper limit value during the deceleration of the vehicle. Upper limit.

According to the above-described configuration, the braking force of the braking mechanism can be made constant when the vehicle decelerates to a certain degree during the deceleration period, and a sudden change in speed can be suppressed.

In the above-mentioned electric control device, the control unit may be configured to determine the electric power to be supplied to the braking mechanism at predetermined time intervals.

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

In the above-described electric control device, the control unit may be configured to, when an abnormality signal indicating an abnormality based on an operation of an occupant switch is acquired as a signal for emergency stop of the vehicle, to the braking mechanism Supplies power for slow braking. According to the above-described configuration, if the occupant is suddenly braked immediately after the operation of the occupant switch, the occupant is panicked, and therefore, it is possible to call attention by causing the brake mechanism to perform the slow braking first.

According to one aspect of the present electric brake, there is provided an electric control method of an electric control device. The electric control device includes: an electric circuit configured to supply electric power to a braking mechanism for applying a braking force to wheels; and a control unit configured to control the electric power supplied from the electric circuit to the braking mechanism . The electric control method includes: a deceleration step of decelerating the vehicle by supplying electric power to the braking mechanism based on a signal for causing an emergency stop of the vehicle; and a slow braking step of decelerating the vehicle during the deceleration When the speed becomes equal to or lower than the predetermined speed, the electric power supplied to the braking mechanism is controlled to perform slow braking.

According to the above method, the braking force is weakened by controlling the electric power supplied to the braking mechanism when the vehicle becomes a predetermined speed or less during deceleration, thereby reducing the acceleration change (jerk) at the moment when the vehicle comes to a complete stop. Therefore, it is possible to suppress the load applied to the occupant at the time of the emergency stop of the vehicle.

According to one aspect of this electric brake, there is provided an electric control program of an electric control device. The electric control device includes: an electric circuit configured to supply electric power to a braking mechanism for applying a braking force to wheels; and a control unit configured to control the electric power supplied from the electric circuit to the braking mechanism . When the electric control program is operated in the computer of the electric control device, the electric control device is caused to execute a deceleration step, and the electric power is supplied to the braking mechanism based on a signal for causing an emergency stop of the vehicle to perform the deceleration step. deceleration of the vehicle; and a slow braking step of controlling electric power supplied to the braking mechanism to perform slow braking when the vehicle becomes less than or equal to a predetermined speed during the deceleration.

According to the above routine, the braking force is weakened by reducing the electric power supplied to the braking mechanism when the vehicle becomes a predetermined speed or less during deceleration, so that the acceleration change (jerkiness) at the moment when the vehicle comes to a complete stop can be reduced . Therefore, it is possible to suppress the load applied to the occupant at the time of the emergency stop of the vehicle

According to one aspect of the electric brake, a non-transitory computer-readable medium storing an electric control program is provided. When the electric control program is operated in the computer of the electric control device, the electric control device executes the deceleration step and the slow braking step, and the electric control device includes an electric circuit configured to provide braking to the wheels. a powered braking mechanism supplies electric power; and a control unit configured to control the electric power supplied from the electric circuit to the braking mechanism, wherein in the deceleration step, based on a signal for causing an emergency stop of the vehicle to The braking mechanism supplies electric power to decelerate the vehicle, and in the slow braking step, the electric power supplied to the braking mechanism is controlled when the vehicle becomes a predetermined speed or less during the deceleration period. Slow braking.

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: discharge port; 25B: pilot port; 26: branch path; 27: intake air 27A: wiring; 28: valve for exhaust; 28A: wiring; 29: signal supply path; 30: third supply path; 31: main ECU; 32: sub-ECU; 33: CAN; 35: first pressure Sensors; 36, 36A, 36B: Double check valve; 37: Front air supply path; 38: Rear air supply path; 39: Second pressure sensor; 39: Pressure sensor; 50: Response system when abnormal; 51: Driver seat Operation switch; 52: Release switch; 53: Passenger seat operation switch; 54: Acceleration sensor; 55: Vehicle speed sensor; 56: In-vehicle device; 57: Out-of-vehicle device; 105: ABS control valve; P1: first port; P2: second port; P3: third port.

Claims (10)

1. An air pressure control device, comprising: an air pressure circuit configured to supply air to a braking mechanism for providing braking force to the wheels; and a control unit configured to control the air pressure supplied from the air pressure circuit to the braking mechanism, Here, the control unit is configured to supply air to the braking mechanism based on a signal for causing an emergency stop of the vehicle to decelerate the vehicle, and to supply air to the braking mechanism when the vehicle becomes a predetermined speed or less. decompression of the air pressure. 2. The air pressure control device according to claim 1, wherein The control unit is configured to increase the decompressed air pressure to a predetermined value or more after a predetermined time has elapsed since the vehicle became equal to or lower than the predetermined speed. 3. The air pressure control device according to claim 1, wherein The control unit is configured to increase the air pressure supplied to the braking mechanism to a predetermined value or more after a predetermined time has elapsed since the air pressure became equal to or lower than the lower limit pressure through the decompression. 4. The air pressure control device according to any one of claims 1 to 3, wherein The control unit is configured to fix the air pressure supplied to the braking mechanism to the upper limit pressure when the air pressure supplied to the braking mechanism becomes equal to or higher than the upper limit pressure during the deceleration of the vehicle. 5. 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 to be supplied to the braking mechanism at predetermined time intervals. 6. The air pressure control device according to any one of claims 1 to 5, wherein The air pressure 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 braking operation is performed. 7. The air pressure control device according to any one of claims 1 to 6, wherein The control unit is configured to supply, to the braking mechanism, air pressure for forming a slow braking when an abnormality signal indicating an abnormality based on an operation of an occupant switch is acquired as a signal for emergency stopping the vehicle. 8. The air pressure control device according to any one of claims 1 to 7, wherein The air pressure circuit includes a first port connected to an air tank of the vehicle, a second port connected to a brake valve that outputs an air pressure signal when a braking operation is performed, and a second port connected to the air pressure signal based on the air pressure signal. A third port connected to a braking mechanism that applies a braking force to a wheel is in a first communication state in which air is supplied from the second port to the third port and air is supplied from the first port to the third port to switch between the second connected states, The control unit is configured to switch the air pressure circuit from the first communication state to the second communication state based on a signal for causing an emergency stop of the vehicle. 9. An air pressure control method, which is an air pressure control method of an air pressure control device comprising: an air pressure circuit configured to supply air to a braking mechanism for providing braking force to a wheel; and a control unit configured to control the air pressure supplied from the air pressure circuit to the braking mechanism, the air pressure control method comprising: a deceleration step of decelerating the vehicle by supplying air to the braking mechanism based on a signal for causing an emergency stop of the vehicle; and The air pressure reducing step reduces the air pressure supplied to the braking mechanism when the vehicle becomes equal to or lower than a predetermined speed during the deceleration. 10. An air pressure control program for causing the air pressure control device to execute a deceleration step and an air pressure reduction step when operating in a computer of an air pressure control device, the air pressure control device comprising: an air pressure circuit, It is configured to supply air to a braking mechanism for providing braking force to wheels; and a control unit is configured to control the air pressure supplied from the air pressure circuit to the braking mechanism, wherein: In the deceleration step, air is supplied to the braking mechanism based on a signal for causing an emergency stop of the vehicle to decelerate the vehicle, In the air pressure reducing step, the air pressure supplied to the braking mechanism is reduced when the vehicle becomes equal to or lower than a predetermined speed during the deceleration.

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