JPS5918054A - Brake controlling device for automobile - Google Patents

Abstract

PURPOSE:To maintain stopping condition and provide deceleration corresponding to brake input by utilizing a electronic system antilock device to provide an operational condition sensor and a deceleration sensor such as speed change lever. CONSTITUTION:Hydraulic pressure from a pressure source 9 is introduced to an actuator 13 through a controlling valve 12 while being also introduced to modulators 6, 7 to perform anti-locking control by a microprocessor 10. A microprocessor 24 permits the actuator 13 to produce hydraulic pressure generating predetermined deceleration on the basis of signals from a pedal input sensor 24 and maintain the effectiveness of a brake constant. Also, on the basis of signals from operational condition sensors provided on a speed change lever 21 and a clutch pedal 23 is judged the intension of a driver to stop a vehicle to generate hydraulic pressure and maintain the stopping condition of the vehicle.

Description

[Detailed Description of the Invention] (a) Field of Industrial Application This invention relates to a brake control device for an automobile equipped with an electronic anti-lock device, and particularly when the automobile is in a stopped state and the driver has no intention to continue stopping. This invention relates to a brake control device that automatically applies the brakes in certain cases.

(b) Play during braking of conventional technology automobiles. If the force applied to the key pedal is excessive, there is a risk that the wheels will lock and the vehicle will lose its directional stability and maneuverability.Therefore, there is a known technology to prevent this risk by installing an anti-lock device. An electronic anti-lock device has also been proposed.

The electronic anti-lock device described above includes at least one wheel rotation sensor, an electronic information processing device such as a microprocessor that determines whether a wheel is locked based on a signal from the sensor, and issues an anti-lock control command; It consists of a modulator that performs anti-lock control using pressure such as oil/pressure, air pressure, vacuum pressure, etc.

On the other hand, when operating a car's brakes, a temporary stop is achieved by operating the brake pedal, but conventional braking devices are structured so that the brake pedal is kept depressed while the car is stopped. The structure is such that when various operating conditions such as the friction coefficient of the friction member change, the effectiveness of the brake for a constant pedal depression force changes.

e9 Problem to be Solved by the Invention As mentioned above, in the conventional brake control device, it is necessary to keep pressing the brake while the vehicle is stopped, and if the foot is removed from the pedal during that time, the brake is released.
Due to the slope of the road or the creep phenomenon in torque converter vehicles, a dangerous situation occurs in which the vehicle starts moving slowly without the driver noticing (hereinafter referred to as the first problem).

In addition, with conventional brake control devices, the effectiveness of the brakes changes depending on changes in driving conditions, so it is necessary to change the pedal force according to the changes, and it takes a considerable amount of time to become proficient at such brake pedal operations. Requires experience (
(hereinafter referred to as the second problem).

B) Means for Solving the Problems The structure of the first invention for solving the above first problem utilizes the above-mentioned electronic anti-lock device, and includes a driving force pressure source and a wheel rotation sensor used in the device. It is configured to share an electronic information processing device such as a microprocessor.

In addition to the configuration of the first invention, the configuration of the second invention for solving the second problem is such that the above-mentioned information processing device can always obtain a constant effect with a constant pedal force regardless of changes in driving conditions. It is configured to be controlled by.

That is, the configuration of the first invention is to provide an actuator that generates pressure acting on a brake fluid pressure generator using pressure such as hydraulic pressure, pneumatic pressure, or vacuum pressure, and an actuator for the actuator, in a vehicle having an electronic anti-lock device as described above. The pressure control valve, gear shift lever, accelerator pedal,
A sensor is provided to detect the operating state of a drive operating device such as a clutch pedal, and the detection signals from each of the sensors are input to an electronic information processing device such as a macroprocessor of the anti-lock device, and the information processing device detects the wheels of the anti-lock device. Only when the driver's intention to continue stopping is confirmed by a combination of detection signals from the operating state detection sensors of each of the drive operating devices while the rotation sensor detects the stopped state of the wheels, the information processing device The control valve is configured to output a control signal to the control valve to generate brake fluid pressure sufficient to maintain the stopped state of the vehicle.

Further, the configuration of the second invention includes, in addition to the configuration of the first invention, a detection sensor for brake control input (pedal depression force);
A vehicle deceleration detection sensor is provided, and during normal brake operation, the detection signals from these sensors are manually input to the information processing device, and the device sends a control signal to the control valve to obtain a predetermined deceleration. It is configured to output.

(Embodiment of the First Invention) The attached drawings show a first embodiment of the brake side combined wheel brake according to the present invention in a vehicle having a conventional electronic anti-lock device.
．． 1.2.2 is connected to two piping systems 3, 3, and the front wheel brakes 1, 1 are connected to the hydraulic pressure from the mask cylinder 4 directly, respectively, and the rear wheel brakes 2, 2 are connected to the blown ratio valve. 5.

Anti-lock control modulators 6.6 each having a valve device corresponding to each of the above-mentioned brakes 1.1.2.2;
7.7 is provided to connect each modulator to a driving pressure source 9. These modulators 6.6, 7.7 control the respective pressures of the brakes 1, 1, and 2°20 in response to antilock control command signals generated by the microprocessor 10.

Further, each wheel is provided with a wheel rotation sensor 11, and a detection signal of wheel rotation from each sensor 11 is input to the microprocessor 10. In the microprocessor 10, locking is detected when a wheel begins to lock, such as when the deceleration of one wheel becomes extremely large compared to other wheels, or when a wheel rotation abnormality occurs due to locking.

This invention performs brake control using the driving pressure source 9, wheel rotation sensor 11, and microprocessor 10 of the electronic anti-lock device configured as described above, and a control valve is provided on the output side of the microprocessor 10. 12
The driving pressure source 9 is connected to the input side of the control valve 12, and the output side is connected to the pressure chambers 14, 14' on the input side and output side of the actuator 13 by two passages.
is connected to. The actuator 13 is connected to the casing 1
A piston 16 is housed inside the shaft 5, and an input shaft 17 and an output shaft are connected to the piston 16. A brake pedal 19 is connected to the input shaft 17, and a brake pedal 19 is connected to the input shaft 17.
8 is connected to the mask cylinder 4. The output side of the mask cylinder 4 is connected to the aforementioned dual piping system 3.3.

On the other hand, an automobile's gear shift lever 21, accelerator pedal 22,
A drive operating device such as the clutch pedal 23 is provided with a sensor for detecting its operating state, and a detection signal from each of these sensors is input to the microprocessor 10.

In the microprocessor 10, when a specific combination of the presence or absence of detection signals from each of the drive operating devices 21, 22, and 23 is input while the wheel rotation sensor 11 is detecting the wheel stop state, It is determined that the driver intends to continue stopping. For example, if the driver sets the gear shift lever 21 to the neutral position when stopping, the accelerator pedal 22 is not depressed, or the clutch pedal 23 is sufficiently depressed, the driver's intention to continue stopping is determined. Since this is a state that occurs in certain cases, the combination of the presence or absence of a detection signal depending on the operation or non-operation of each of these devices forms the above-mentioned specific combination.

In this way, when it is determined that the driver intends to continue stopping the vehicle, the microprocessor 10 outputs a control signal to the control valve 12 to generate a brake pressure large enough to maintain the vehicle in a stopped state. However, the actuator 13 drives the mask cylinder 4 with a required pressure set by the control valve 12 to generate brake fluid pressure.

Note that, after making the above judgment, if the combination of the presence or absence of the detection signal changes and the driver's intention to continue stopping cannot be confirmed, the control signal from the microprocessor 10 is stopped.
Brake control thereafter returns to normal control.

(→ Embodiment of the second invention) In this embodiment, a brake control input detection sensor 24 and a vehicle deceleration detection sensor 2 are added to the apparatus of the embodiment of the first invention.
5 has been added.

Brake control input detection sensor 24 is actuator 1
It is incorporated between the piston 16 of No. 3 and the input shaft 17.

Furthermore, although the vehicle deceleration sensor 25 is shown to be detected by inertial force acting on a weight, instead of such a sensor, a microprocessor 10 that detects the vehicle speed detected by the wheel rotation sensor 11 described above may be used. It may also be determined by differentiating within.

Now, it is assumed that the relationship between the depression force F of the brake pedal 19 and the vehicle deceleration β is preferably as shown in graph 3 in FIG. 2, for example, and this relationship is inputted into the microprocessor 10 as data in advance and stored. The microprocessor 10 has a function of determining a desirable deceleration β3 corresponding to the pedal force Fa detected by the brake control input detection sensor 24 by referring to the above-mentioned stored data, and also a function of determining a desirable deceleration β3 corresponding to the pedal force Fa detected by the brake control input detection sensor 24, and a function of determining the desired deceleration β3 corresponding to the pedal force Fa detected by the brake control input detection sensor 24, and Speed and deceleration β above
It has a function of comparing the deceleration rate βa' with the desired deceleration rate β1, and a function of outputting a control signal to operate the control valve 12 so that the actual deceleration βa' approaches the desired deceleration β1.

Therefore, according to the above-described brake control device, stable brake effectiveness can be obtained that is not affected by various situations such as the number of passengers on board.

In addition, the desired effectiveness of the brake (βa/F in Figure 2)
There are individual differences in a), and in general, weak people have βa/Fa
However, for powerful people, increasing βa/i'a will actually make it more difficult to make fine adjustments to the brakes.

Therefore, the above memorized data of deceleration-pedal force (e.g. 2nd
By having a structure in which the constant in graph (■) in the figure can be set arbitrarily, it is possible to obtain an effect that matches the driver's preference.

Furthermore, when applying braking while driving at a high speed, for example, the distance covered in a short period of time is large, so even if the braking effect is the same as at low speeds, the driver may feel that the braking is less effective. For such a case, for example, by creating a program that changes the setting of βr°a according to the traveling speed V detected by the speed sensor 25, as shown by the solid line or dotted line in FIG. It is also possible to obtain a certain level of effectiveness.

Furthermore, if the relationship between pedal force and deceleration is proportional (βa/'a constant), the driver may feel that the brake is not as effective in a large range of pedal force. As shown in , in the range where the pedal force F is large, β
By creating a program so that a/Fa becomes thicker, it is possible to obtain a sensually constant effect.

(g) Effects As described above, both the first and second inventions share the IS microprocessor, drive pressure source, and wheel rotation sensor, which are essential for automobiles equipped with electronic anti-lock devices, as common elements. By doing so, it is possible to provide a low-cost brake control device.

In addition, the first invention provides that as long as the driver has the intention to continue stopping,
Even if you take your foot off the brake pedal, the brakes are automatically applied, which is safe and has the effect of reducing the burden on the driver.

In addition to the effects of the first invention, the second invention has the effect that a constant pedal effort can always be used to obtain a constant effect regardless of changes in various driving conditions.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of an embodiment of the second invention.
The figure is a graph showing the relationship between brake pedal depression force F and vehicle deceleration β, and Figure 3 is a graph showing the relationship between the constant running speed ■ and brake effectiveness βa/
FIG. 4 is a graph showing the relationship between brake pedal depression force F and brake effectiveness pa/F'λ. 6.7... Modulator 9... Drive pressure source 10
... Microprocessor 11 ... Wheel rotation sensor 12 ... Control valve 13 ... Actuator 21.
... Gear shift lever 22 ... Accelerator pedal 23 ... Clutch pedal 24 ... Brake control input detection sensor 25 ... Vehicle deceleration detection sensor Patent applicant Sumitomo Electric Industries, Ltd. Agent
Sickle 1) Sentence 2 Figure 2 Figure 4 V

Claims (2)

[Claims] (1) At least one wheel rotation sensor, an electronic information processing device such as a microprocessor that determines whether the wheels are locked based on the signal from the sensor and issues anti-lock control commands, and hydraulic and pneumatic pressure based on the commands. In a vehicle equipped with an electronic anti-lock device consisting of a modulator that performs anti-lock control using pressure such as vacuum pressure, an actuator that generates pressure that acts on a brake fluid pressure generator using the above pressure, and the pressure that acts on the actuator. A control valve and a sensor for detecting the operating state of a drive operating device such as a gear shift lever, an accelerator pedal, and a clutch pedal are provided, and the detection signals from each of the sensors are input to the information processing device, and in the device, the wheel rotation sensor detects the wheel rotation. When a combination of signals from the operating state detection sensors of each of the drive operating devices is input in a combination that confirms the driver's intention to continue stopping while detecting the stopped state of the control valve, the information processing device A brake control device for an automobile, characterized in that the brake control device for an automobile outputs a control signal for generating brake fluid pressure sufficient to maintain a stopped state of the automobile. (2) At least one wheel rotation sensor, an electronic information processing device such as a microprocessor that determines whether the wheels are locked based on a signal from the sensor and issues an anti-lock control command, and a hydraulic and electrical system based on the command. In a vehicle equipped with an electronic anti-lock device consisting of a modulator that performs anti-lock control using pressure such as hydraulic pressure or vacuum pressure, an actuator that generates pressure that acts on a brake fluid pressure generator using the above pressure, and an actuator that acts on the actuator. A pressure control valve and a sensor for detecting the operating state of drive operating devices such as a gear shift lever, an accelerator pedal, and a clutch pedal are provided, and the detection signals from each of the sensors are input to the information processing device, and in the same device, the wheel rotation sensor is detected. When a combination of signals from the operating state detection sensors of each of the drive operating devices is inputted in a combination that can confirm the driver's intention to continue stopping, while the stopped state of the wheels is detected, the control is performed from the information processing device. A control signal is output to the valve to generate brake fluid pressure sufficient to maintain the stopped state of the vehicle, and a brake control input detection sensor and a vehicle deceleration detection sensor are also provided.During normal brake operation, these sensors are activated. A brake system for an automobile, characterized in that a detection signal obtained by the above is input to the information processing device, and the device outputs a control signal to a control valve so that a predetermined deceleration set in response to a brake control input is obtained. .