JP3264128B2 - Parking brake safety device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a parking brake safety device provided to secure the safety of a parked vehicle, and more particularly to a parking brake safety device used for a vehicle having an air brake.

[0002]

2. Description of the Related Art Conventionally, in vehicles such as automobiles, brake assist devices have been developed which can reduce the troublesome operation of a driver to brake. Such a conventional brake assist device is a device in which a computer detects when the vehicle stops due to a brake operation, and holds the brake fluid pressure when the brake pedal is depressed even when the driver releases his / her foot from the brake pedal. This allows the driver to keep the vehicle stationary without continuing to depress the brake pedal. When the driver puts the clutch in the engaged state, the operation of the above-described brake assist device is released, and normal traveling can be performed.

A specific description of such a device is as follows. For example, an actuator is provided on a hydraulic oil supply path of a brake of a vehicle so as to maintain a brake fluid pressure. Is continued for a predetermined time, and thereafter, when it is detected that the driver has released his / her foot from the brake pedal, air pressure or the like is supplied to the actuator to maintain the braking force.

[0004] This eliminates the need to continue to depress the brake pedal during traffic congestion or signal waiting, thereby reducing physical and mental fatigue. In addition, the vehicle can easily start on a slope and the like, and furthermore, when a rear-end collision occurs, the damage can be minimized and the accident can be prevented from spreading.

[0005]

However, such a conventional brake assist device is configured to maintain a constant brake fluid pressure during operation. For example, a vehicle parked on a slope or the like starts to move. In such a case, the braking force was not actively increased to stop the movement of the vehicle.

Japanese Patent Application Laid-Open No. 64-67452 discloses a technique in which the vehicle is stopped when the vehicle starts moving despite the engine being stopped. The parking brake lever is forcibly increased to stop the vehicle, and if the vehicle is starting to move due to a failure of the parking brake system, it is not possible to stop the vehicle even if the parking brake is increased. There is a problem that can not be. Also,
There is also a problem that this device does not operate when the vehicle is parked with the engine running.

Japanese Patent Application Laid-Open No. 63-258247 discloses a technique which enables the braking force holding device to be released smoothly and safely. It doesn't stop this from happening. Further, Japanese Utility Model Laid-Open No. 2-126966 discloses a technique in which a pressure holding means capable of holding a brake pressure is provided to hold a braking force of a vehicle. It was not something that would stop the vehicle inside if it started moving.

Further, Japanese Patent Application Laid-Open No. 6-8808 discloses that
When starting on a slope, there is disclosed a device that assists the vehicle starting by setting the accelerator opening based on slope information of the slope and distance information to an object behind the vehicle (mainly the vehicle). In the technology, when a parked vehicle starts moving, it cannot be stopped actively. The present invention has been made in view of such a problem, and in a vehicle equipped with an air brake, regardless of the presence or absence of rotation of an engine, a braking force is actively increased when a parked vehicle starts to move. It is an object of the present invention to provide a parking brake safety device capable of stopping a vehicle.

[0009]

According to a first aspect of the present invention, there is provided a parking brake safety device according to the present invention, in a vehicle equipped with a parking brake, which operates a service brake operating member to operate a brake at a required pressure. Air for master
A brake actuating air supply system for supplying the Sunda, is connected to the brake actuation air supply system, an auxiliary air supply passage using air source of the air supply system for operating the brake,
The auxiliary air supply path is provided with a solenoid valve capable of opening and closing the auxiliary air supply path and opening to the atmosphere. The solenoid valve includes a first valve body for opening and closing the auxiliary air supply path, A second valve body for opening and closing an open air path communicating with the auxiliary air supply path, a magnetic plunger connected to the first valve body and the second valve body, and a solenoid capable of reciprocatingly driving the plunger; A first magnet for holding the position of the plunger at a first position when the plunger is driven in one direction by the solenoid, and a second magnet for holding the position of the plunger at a second position when the plunger is driven in another direction by the solenoid. A parking brake operating state detecting unit configured to include a magnet and detecting an operating state of the parking brake; a vehicle speed detecting unit detecting a vehicle speed; When a predetermined vehicle speed is detected based on the detection results of the gear and vehicle speed detecting means, even though the parking brake is operating, the auxiliary air supply passage is turned on, and the high-pressure air is supplied through the auxiliary air supply passage. the
A first control means for controlling the solenoid valve is provided so as to supply the solenoid valve to the master cylinder .

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the first magnet and the second magnet of the solenoid valve are each configured as a permanent magnet. It is characterized by. According to a third aspect of the present invention, in addition to the configuration of the first aspect, the solenoid of the solenoid valve includes a first solenoid that drives the plunger in one direction; It is characterized by comprising a second solenoid portion which is arranged coaxially with respect to one solenoid portion and drives the plunger in the other direction.

According to a fourth aspect of the present invention, in addition to the structure of the first aspect, the parking brake safety device is provided in the auxiliary air supply passage upstream of the solenoid valve and provided on the downstream side. A check valve is provided which allows only air to flow to the air. According to a fifth aspect of the present invention, there is provided a parking brake safety device according to the present invention, in addition to the configuration of the first aspect, wherein high pressure air is supplied to the brake operating air supply system through the auxiliary air supply path by the first control means. Under the supply state, when a predetermined condition including at least a condition that the parking brake is inactive is detected, the solenoid valve is opened to open the auxiliary air supply path to the atmosphere through the open air path. Second to control
It is characterized in that control means is provided.

[0012]

In the parking brake safety device according to the first aspect of the present invention, based on the detection results from the parking brake operating state detecting means and the vehicle speed detecting means, a predetermined value can be obtained even though the parking brake is operating. When the vehicle speed is detected, the solenoid of the solenoid valve is excited by the first control means, and the first valve element for opening and closing the auxiliary air supply path and the second valve for opening and closing the open air path communicating with the auxiliary air supply path. The plunger connected to the valve is driven in one direction. Thereafter, the plunger made of a magnetic material is held at the first position by the first magnet.

Thus, high-pressure air is supplied to the master cylinder of the air supply system for brake operation through an auxiliary air supply path connected to the air supply system for brake operation,
The parking brake safety device is activated. In the above-described parking brake safety device according to the second aspect of the present invention, since the first magnet and the second magnet of the solenoid valve are each a permanent magnet, when the energization to the solenoid is cut off, the plunger is switched to the permanent magnet. The state is maintained by the magnetic force.

In the parking brake safety device according to the third aspect of the present invention, the plunger is driven in one direction by the first solenoid portion among the solenoids of the solenoid valve, and is coaxial with the first solenoid portion. The plunger is driven in the other direction by the second solenoid disposed. In the above-described parking brake safety device according to the present invention, only the flow of air from the upstream side to the downstream side is permitted by the check valve provided in the auxiliary air supply path upstream of the solenoid valve. Prevent air backflow.

In the parking brake safety device according to the fifth aspect of the present invention, at least the high pressure air is supplied to the brake operating air supply system through the auxiliary air supply path by the first control means. When a predetermined condition including a condition that the parking brake is inactive is satisfied, the plunger is driven by the second control means in a direction different from the driving direction by the first control means. And
The magnetic material plunger is held at the second position by the second magnet. Thereby, the auxiliary air supply passage is opened to the atmosphere through the open air passage, and the operation of the parking brake safety device is released.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS A parking brake safety device as an embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic control block diagram showing the overall configuration of a control system, and FIG. FIG. 3 is a schematic cross-sectional view of a solenoid valve as a main part thereof.
(A) is a schematic diagram for simply explaining the structure of the solenoid valve, (b) is a schematic diagram for explaining the operation at the time of its operation, and (c) is a schematic diagram for explaining the operation at the time of its release. FIG. 4 is a schematic control block diagram focusing on the abnormality detection function, FIG. 5 is a schematic configuration diagram focusing on the abnormality detection function, and FIG. 6 is a flowchart for simply explaining the operation thereof. 7, FIG. 7 is a time chart for explaining the operation, FIG. 8 is a schematic logic circuit diagram showing the abnormality detection start condition, and FIG. 9 is a flowchart for simply explaining the operation of the abnormality detection function. .

The brake device shown in FIG. 2 is a service brake using air pressure as a control pressure (such a service brake is referred to as an air-over-hydraulic type brake, hereinafter simply referred to as an air brake). Is mainly composed of the air brake and a parking brake (parking brake) not shown.

The air brake includes a brake air supply system (hereinafter simply referred to as an air supply system) for supplying brake operation air at a required pressure in response to operation of a brake pedal (service brake operation member) 4. , Which receives brake operating air from the air supply system 6 and is connected to a front brake fluid pressure supply system and a rear brake fluid pressure supply system (both not shown). The master cylinders 5A and 5B operate to generate a braking force on the vehicle.

That is, as shown in FIG. 2, a brake valve 80 is provided in the air supply system 6 of the service brake.
Also, an air tank 81 as an air source is connected,
When the driver depresses the brake pedal 4, the brake valve 8
0 is opened and the high-pressure air in the air tank 81 is released. Thereby, the high-pressure air is supplied to the air supply path 8.
2, 83 and the master cylinders 5A, 5B via a magnet valve 7 described later.

When the master cylinders 5A and 5B operate under the action of the high pressure air, the hydraulic pressure of the brake oil in the front and rear brake hydraulic pressure supply systems is increased, and the service brake is activated. The members (the brake shoes and the brake pads) are operated to generate a braking force on the vehicle. By the way, the brake device shown in FIG. 2 is provided with a slope start assist device 50 and a parking brake safety device 60, and these devices 5
The wheels 0 and 60 interact with each other to facilitate the vehicle to start on a slope and to ensure the safety of a parked vehicle.

The hill start assist device 50 will be described first. The hill start assist device 50 operates when the vehicle is stopped by depressing the brake pedal 4 shown in FIG. When it is detected that the vehicle has stopped by stepping on the brake pedal 4 for a predetermined time or more,
By switching the magnet valves 7 provided in the air supply paths 82 and 83 of the air supply system 6,
This is such that high-pressure air in the air supply system 6 on the downstream side is contained so that the braking force is maintained even when the driver releases his / her foot from the brake pedal 4.

By the way, the above-described slope start assist device 50 is used.
The magnet valve 7 is controlled by a controller 9 as control means. As shown in FIG. 2, the controller 9 includes an operation switch 10, an adjustment switch 11, a clutch pedal stroke sensor (clutch sensor) 12, a vehicle speed sensor (vehicle speed detecting means) 13,
Neutral switch (shift position detecting means) 14, stop lamp switch (or service brake operating member operating state detecting means) 15, parking switch (parking brake operating state detecting means) 16, door switch 17, and key as engine operating state detecting means The switch 18 is connected, and the operation of the magnet valve 7 is controlled based on detection information from each of these sensors.

Here, the operation switch 10 is an on / off switch disposed around the driver, and when the operation switch 10 is turned on, the hill start assist device 5 is turned on.
When the operation switch 10 is turned off, the hill start assist device 50 does not operate. The adjustment switch 11 is connected to the hill start assist device 50.
This is a switch for adjusting the timing of releasing the operation of the magnet valve 7.

The clutch pedal stroke sensor (clutch sensor) 12 is a sensor that detects when the driver steps on a clutch pedal (not shown) and outputs an ON signal, and a vehicle speed sensor (vehicle speed detecting means). ) 13
Is a power cutoff switch 6 for a vehicle speed sensor as a cutoff means.
4 (see FIG. 1) is an active type vehicle speed detecting means for detecting the vehicle speed by receiving the power supply from the battery 68.

The neutral switch 14 is provided as shift position detecting means for detecting the shift position of the transmission. The neutral switch 14 outputs an ON signal only when the shift position of the transmission is in the neutral position. Has become. The stop lamp switch 15 is provided as a service brake operating member operating state detecting means. That is, the stop lamp switch 15
Is for detecting the operation state of the brake pedal (that is, the service brake operating member) 4. When the driver depresses the brake pedal 4, this is detected, and an ON signal is also output.

A parking switch (parking brake operating state detecting means) 16 is a switch for detecting an operating state of a parking brake operating member (that is, a parking brake lever, not shown). The operation state of the parking brake is detected based on the position. Door switch 1
Reference numeral 7 denotes a sensor capable of detecting the open / closed state of the door on the driver's seat side of the vehicle. A key switch (engine operating state detecting means) 18 detects whether the engine (not shown) is operating (when the engine is on) or the engine. Is not operating (when the engine is off)
This is a sensor that detects

Further, as shown in FIG.
Is connected to an alarm lamp 20 and an alarm buzzer 21. The alarm lamp 20 and the alarm buzzer 21 are configured to issue an alarm to the driver when the operation state of the slope start assist device 50 and the state of the vehicle satisfy predetermined conditions. This will be described later. Then, in the controller 9, each of the sensors 10 to 18 described above is provided.
Based on the detection information, an on / off control signal for the magnet valve 7 is set and output to the magnet valve 7.

Next, the parking brake safety device 60 according to the present invention will be described. This parking brake safety device 60 stops the vehicle under predetermined conditions,
When the vehicle starts moving even though the driver has not performed any operation, the vehicle operates to stop the vehicle. That is, the parking brake safety device 60 detects the movement of the vehicle naturally due to the action of gravity or the like, for example, when the vehicle is parked on a slope without sufficiently pulling the parking brake lever, and detects this to increase the brake fluid pressure. The rear wheel brake is mechanically activated by increasing the pressure.

For this reason, as shown in FIG. 2, an air tank 81 is provided between the downstream side of the magnet valve 7 and the rear side master cylinder 5B in the air supply path 83 on the rear wheel side.
An auxiliary air supply path 84 capable of supplying high-pressure air from the air is provided. In the auxiliary air supply path 84, a check valve 87 and a solenoid valve (valve mechanism) 90 are provided from the upstream side.
By controlling the zero operating state, the braking force of the vehicle is automatically increased.

The above-described check valve 87 is a check valve that allows only high-pressure air from the air tank 81 to flow downstream as shown in the figure. Here, the structure of the solenoid valve 90 will be described with reference to FIG. 3A. The solenoid valve 90 mainly includes a first valve body 91, a second valve body 92, and a plunger 9 made of a magnetic material.
3, a solenoid 99, a first magnet 96 and a second magnet 97.

The solenoid valve 90 has an air inlet 9 for receiving pressurized air from an air tank 81.
8A, an air supply port 98B for supplying the pressurized air to the master cylinder 5B, and an air discharge port 98C for releasing the air supplied to the master cylinder 5B to the atmosphere. The air intake 98A and the air supply port 9
8B is opened and closed by a first valve body 91, and a passage between the air supply port 98B and the air discharge port 98C is opened and closed by a second valve body 92. ing.

The first valve element 91 and the second valve element 92 are connected to a plunger 93, and the first valve element 91 and the second valve element 92 are operated according to the movement of the plunger 93. It is supposed to. Incidentally, a solenoid 99 is provided around the plunger 93. The solenoid 99 includes a first solenoid (first solenoid unit) 94 and a second solenoid (second solenoid unit) 9.
5, the first solenoid 94, the second solenoid 94,
The solenoid 95 is provided coaxially with the plunger 93.

A first magnet 96 and a second magnet 97 are provided below and above the plunger 93, respectively. The first magnet 96 and the second magnet 97 are permanent magnets. When the first solenoid 94 is energized, the magnetic plunger 93 is driven downward in the drawing. At this time, the magnetic material plunger 93 maintains its state by the magnetic force of the first magnet 96, and the plunger 93 remains in the state shown in FIG. 3 (b) even when the first solenoid 94 is de-energized. Such a downward state is maintained.

When the plunger 93 is driven downward to maintain that state, the first valve 91
As a result, the air inlet 98A communicates with the air supply port 98B, and the second valve body 92 shuts off the connection between the air outlet 98B and the air outlet 98C. Pressurized air from the air inlet 98
A, the air is supplied to the master cylinder 5B via the air supply port 98B.

Therefore, in this case, the parking brake safety device 60 is in a state where a large braking force is acting on the vehicle. When the second solenoid 95 is energized, the plunger 93 is driven upward in the figure, contrary to the above. At this time, the plunger 93 made of a magnetic material maintains its state by the magnetic force of the second magnet 97. Even if the second solenoid 95 is no longer energized, the plunger 93 remains in the state shown in FIG. It is configured to be held in an upward state as shown.

When the plunger 93 is driven upward to maintain that state, the first valve body 91 shuts off the air between the air inlet 98A and the air supply port 98B. Air supply port 98B by two valve element 92
A passage between the air cylinder and the air discharge port 98C is opened, so that air from the master cylinder 5B side is released to the atmosphere through the air supply port 98B and the air discharge port 98C. . Of course, at this time, the pressurized air from the air tank 81 is not supplied to the master cylinder 5B.

Therefore, in this case, the parking brake safety device 60 does not operate (or the parking brake safety device 60 is released).

The controller 9 controls the operation of the parking brake safety device 60 by controlling the operation of the solenoid valve 90 based on the detection information from the sensors 10 to 18 described above. It is. As shown in FIG. 2, a double check valve 8 is provided between the solenoid valve 90 and the master cylinder 5B.
9 are provided. This double check valve 89
Is a select high valve that opens the path with the higher air pressure of the two air pressure supply paths and closes the other path with the lower air pressure. The high-pressure air supplied from the auxiliary air supply path 84 is supplied to the master cylinder 5B via the double check valve 89.

Now, as described above, the slope start assist device 50 and the parking brake safety device 60 in the brake device are used.
In both cases, the operation is controlled by the controller 9. Hereinafter, the overall configuration of the control system of the brake device will be described with reference to FIG.

As shown in FIG. 1, the controller 9 as a control means controls the operation of the slope start assist device 50 for controlling the operation of the slope start assist device 50 and the operation of the parking brake safety device 60. And a parking brake safety device control means 61 are provided. Then, the slope start assist device control means 51 includes the operation start controller 5.
2, an operation release controller 53, an operation alarm controller 54, and drivers 55 and 56 are provided. The parking brake safety device control means 61 includes an operation start controller (first control means) 62 and an operation release controller (second control means). 63, timer (timer means) 65, driver 6
It has 6,67.

First, the slope start assist device control means 51 will be described. The operation start controller 52 controls the start of the operation of the slope start assist device 50, and the operation release controller 53 controls the release of the operation. The operation alarm controller 54 is a control unit for performing an alarm for the operation. The above-described magnet valve 7, the alarm lamp 20, and the alarm buzzer 21 are connected to the slope start assist device control means 51, and these magnet valves are controlled based on control signals output from the drivers 55 and 56. 7, the operation of the alarm lamp 20 and the alarm buzzer 21 are controlled.

That is, as shown in FIG. 1, the operation start controller 52 of the slope start assist device control means 51 includes:
Among the sensors 10 to 18 described above, the clutch sensor 1
2, a vehicle speed sensor 13, a neutral switch 14, and a stop lamp switch 15 are connected. When the following three vehicle states are detected by the respective sensors 12 to 15 in the operation start controller 52, the vehicle starts on a slope. A control signal for operating the device 50 is set.

1. When the stop lamp switch 15 detects that the brake pedal 4 has been depressed for a predetermined time (for example, 1 second) or more. 2. The vehicle speed = 0 by the vehicle speed sensor 13 (ie, the vehicle is stopped)
Is detected. 3. It is detected that the clutch pedal is depressed by the clutch sensor 12, or the neutral switch 1
4. When it is detected that the gear position is in the neutral position.

If all of the above three conditions (1) to (3) are satisfied, the operation start controller 52 assumes that the driver is maintaining the vehicle in a stopped state, and the hill start assistance A control signal for operating the device 50 is set, and this control signal is output from the driver 55 to the magnet valve 7. As a result, the magnet valve 7 provided on the air supply system 6 is turned on, and high-pressure air from the air tank 81 is sealed between the master cylinders 5A and 5B and the magnet valve 7.

Therefore, the master cylinders 5A and 5B are kept operating regardless of the on / off state of the brake valve 80, and the brake fluid pressure is increased in the front and rear brake fluid pressure supply systems 40A and 40B. In this state, the braking force is maintained. This keeps the vehicle stationary. As described above, when the slope start assist device 50 is operated, the vehicle is stopped even when the brake pedal 4 is not continuously depressed when the vehicle is stopped on a slope or during a traffic jam, so that driver fatigue is reduced. Because

The operation switch 10 is also connected to the operation start controller 52. By turning off the operation switch, the control signal set by the operation start controller 52 can be canceled. ing. On the other hand, the clutch sensor 12, the neutral switch 14, and the parking switch 16 are connected to the operation release controller 53. The operation release controller 53 performs the following operations based on the detection information from the sensors 12, 14, and 16. When any one of the two states is detected, a control signal for canceling the operation of the slope start assist device 50 is set.

4. When the neutral switch 14 detects that the gear of the transmission has been operated to a position other than neutral, and when the clutch sensor 12 detects that the clutch pedal has been released. 5. When the operation of the parking brake lever is detected by the parking switch 16.

In the case of 4. above, the operation release controller 53 determines that the driver is about to start the vehicle and sets a control signal for releasing the operation of the slope start assist device 50. In this case, the release signal is output from the driver 55 to the magnet valve 7. In the case of 5, since the vehicle is kept stopped by the parking brake, the deactivation controller 53 determines that it is not necessary to stop the vehicle by enclosing the high-pressure air, and assists in starting the slope. The control signal for canceling the operation of the device 50 is set. In this case, when the other predetermined condition is satisfied, the above-described parking brake safety device 60 operates to surely keep the vehicle in a stopped state. This case will be described later.

As described above, when any one of the above conditions 4 and 5 is satisfied, the operation release signal set by the operation release controller 53 is transmitted to the driver 55.
Is output to the magnet valve 7, whereby the magnet valve 7 is switched off. Therefore, when starting the vehicle, the driver can start the vehicle by operating the accelerator pedal and the clutch pedal without operating the brake pedal 4, so that the driver can easily start the vehicle particularly on a hill. The vehicle can be started.

When the parking brake is actuated (case 5), the vehicle is often stopped for a relatively long period of time. It eliminates unnecessary load on the computer. The operation release controller 5
An adjustment switch 11 is also connected to 3, and by operating the adjustment switch 11, the operation release timing of the slope start assist device 50 can be adjusted.

Next, the operation alarm of the slope start assist device 50 will be described. The parking switch 16, the door switch 17 and the key switch 18 are connected to the operation release controller 53, and the operation of the slope start assist device 50 is performed. When it is detected that the driver has performed any of the following operations, the controller 9 activates an alarm lamp 20 and an alarm buzzer 21 to warn the driver.

6. When the parking switch 16 and the door switch 17 detect that the door has been opened without pulling the parking brake lever. 7. When the stop of the engine is detected by the parking switch 16 and the key switch 18 without the parking brake lever being pulled. In the case of 6. above, the deactivation controller 53 determines that the driver is about to leave the vehicle without operating the parking brake, sets an alarm signal, and sets the alarm lamp 20 and the alarm buzzer from the driver 56. The alarm signal is output to the output terminal 21. This activates the alarm lamp 20 and the alarm buzzer 21 to call the driver's attention.

In addition to the cases described in 6. and 7. above, when it is detected that an abnormality has occurred in the slope start assist device 50, the alarm lamp 20 and the alarm buzzer 21 are operated in the same manner as described above. , To alert the driver. In this way, by providing the vehicle with the slope start assist device 50, when the start and the stop are frequently repeated,
The driver's fatigue can be greatly reduced, and the vehicle can start on a slope safely and reliably.

Next, the parking brake safety device control means 61 will be described. As described above, the parking brake safety device control means 61 includes an operation start controller 62 as first control means and an operation start controller 62 as second control means. An operation release controller 63, a timer (timer means) 65, and drivers 66 and 67 are provided. The above-mentioned operation start controller 62 is a control unit for controlling the start of operation of the parking brake safety device 60, and the operation release controller 63 is a control unit for releasing the operation.

As shown in FIGS. 1 and 2, the parking brake safety device control means 61 includes a parking brake lamp 33 which is turned on when the parking brake is activated.
Is connected. The operation of the solenoid valve 90 and the parking brake lamp 33 is controlled based on control signals output from drivers 66 and 67 provided in the parking brake safety device control means 61.

Here, the parking brake safety device control means 6
The first operation start controller 62 will be described. This operation start controller 62 outputs a control signal for operating the parking brake safety device 60 when a predetermined vehicle speed is detected even though the parking brake is operating. To be set. More specifically, as shown in FIG. 1, a vehicle speed sensor 13, a neutral switch 14, a parking switch 16, and a key switch 18 are connected to the operation start controller 62. 14,
When any one of the following vehicle statuses 8 and 9 is detected from 16 and 18, the solenoid valve 90 is controlled to supply air pressure to the master cylinder 5B.

8. Despite the fact that the parking switch 16 has detected that the parking brake is being operated, the vehicle speed sensor 13 has detected a predetermined vehicle speed and the key switch 18 has been operating the engine. When it is detected and the neutral switch 14 detects that the shift position is the neutral position. 9. Although the parking switch 16 detects that the parking brake is operating, the vehicle speed sensor 13 detects a predetermined vehicle speed, and the key switch 18 detects that the engine is not operating. When

In the cases of 8. and 9., the operation start controller 62 determines that the vehicle has naturally started to move due to a slope such as a slope even though the vehicle is stopped by the parking brake. A control signal for operating the parking brake safety device 60 is output from the driver 66 to the solenoid valve 90.

As a result, the first of the solenoid valve 90
When the solenoid 94 is excited and the first valve body 91 connects the air inlet 98A and the air supply port 98B, the high-pressure air from the air tank 81 is supplied to the auxiliary air supply path 8
4 to the master cylinder 5B. And
The master cylinder 5B operates in response to the high-pressure air, and the braking force of the vehicle is increased by increasing the brake fluid pressure, so that the vehicle is automatically stopped.

Therefore, the parking brake safety device 60 can ensure the safety of the vehicle when the vehicle starts moving naturally when parking on a slope or the like. At this time, a signal for blinking the parking brake lamp 33 is output from the driver 67 to output the parking brake safety device 60.
Is informed to the driver that is operating.

In the case of the above item 9, the key switch 1
When it is detected by 8 that the engine is not operating, the timer 65 is triggered and the timer 65 starts counting. When the timer 65 detects that a predetermined time (for example, one hour) has elapsed in a state where the vehicle has stopped, the power switch 64 for the vehicle speed sensor is turned off in response to a time-up signal from the timer 65. The power supply to the vehicle speed sensor 13 is cut off. At this time,
The system power switch 64A is turned off by a time-up signal from the timer 65.

As a result, the monitoring state of the vehicle by the operation start controller 62 is released. Also, in this case,
The blinking signal of the parking brake lamp 33 from the driver 67 is also turned off to notify the driver that the operation of the parking brake safety device 60 has been turned off. When the timer 65 detects that the vehicle has been stopped for a predetermined period of time after the engine has been deactivated, the power supply to the vehicle speed sensor 13 is cut off, and the parking brake safety device The control means 61 is turned off for the following reason.

That is, since the vehicle speed sensor 13 is an active vehicle speed sensor which always requires electric power, it is considered that if the operation start controller 62 is kept on during long-time parking, the battery will run out. It is. If it is not detected that the vehicle has begun to move within the predetermined time, that is, if the vehicle has been stopped for one hour in this example, the parking brake has been sufficiently operated. This is because it is considered that the safety of parking is secured.

In the timer 65, while the engine is operated by the key switch 18, the timer 65 is reset by timer reset means (not shown). Further, the operation start controller 62
Is connected to the operation switch 10 as well as the operation start controller 52 of the slope start assist device control means 51. By turning off this operation switch, the control signal set by the operation start controller 62 is also canceled. You can do it.

On the other hand, the parking brake safety device control means 61
The stop lamp switch 15 and the parking switch 16 are connected to the operation release controller 63 of the above.
Based on the detection information from 5 and 16, the following 10. and 11.
When any one of the vehicle states is detected, a control signal for releasing the operation of the parking brake safety device 60 is set.

10. When the parking switch 16 detects the release operation of the parking brake lever continuously for a predetermined number of times (for example, twice). 11. When the parking switch 16 detects the release operation of the parking brake lever and the stop lamp switch 15 detects the depression of the brake pedal (that is, the operation operation of the service brake).

In other words, in order for the parking brake safety device 60 to be activated, it is necessary to activate the parking brake as described in detail in the above paragraphs 8 and 9; The prerequisite is to release the parking brake as shown in Figs. Here, when the parking brake safety device 60 is released, when the parking brake release operation is performed a plurality of times successively so that the driver consciously performs the release, the above-mentioned 10. will be described. The parking brake safety device 60 is released.

That is, when the vehicle starts moving on a slope or the like, the parking brake safety device 60 operates to stop the vehicle instead of the parking brake.
It is preferable to activate the parking brake again.
Then, if the parking brake can be reliably operated by operating the parking brake again, it is desired to release the operation of the parking brake safety device 60.

However, in such a case, in order to operate the parking brake again, it is conceivable to first return the brake lever once and then pull the brake lever again strongly. Then, if the operation of the parking brake safety device 60 is released with the brake lever once returned in this way, the vehicle starts moving again. Therefore, in the parking brake safety device 60, in order to prevent this, the operation of the parking brake safety device 60 is not released only by the release of the parking brake operation, and the parking brake safety device 60 is operated again when the parking brake is activated again. The operation of the brake safety device 60 is released.

Thus, even if the driver unconsciously releases the parking brake, the parking brake safety device 60 is not released, and the safety of the vehicle during parking is ensured. If the vehicle speed is detected when the vehicle speed is detected when the parking brake is operating and the engine is operating and the shift position is in the neutral position, or when the parking brake is operating and the engine is not operating. The parking brake safety device 60 is in a standby state in which the safety device 60 operates (the above 8. and 9.). In this standby state, as long as the vehicle speed is not detected, one release operation of the parking brake is performed. Then, the monitoring state (standby state) of the parking brake safety device 60 is released to allow normal traveling.

In the case of 11. above, the operation release controller 63 determines that the driver is about to start the vehicle, and releases the operation of the parking brake safety device 60. . And these 10.
In the case of 11., an operation release signal is set by the operation release controller 63, and the driver 66 outputs this operation release signal to the solenoid valve 90. In this case, the second solenoid 95
Is excited, the air inlet 98A and the air supply port 98B are shut off, and the air supply port 98B and the air discharge port 98C communicate with each other.

Then, the supply of the high-pressure air from the air tank 81 to the master cylinder 5B is stopped, and the high-pressure air acting on the master cylinder 5B is released from the air discharge port 9
It is released to the atmosphere via 8C and the braking force of the vehicle is released. By the way, the parking brake safety device 60 described above is a so-called emergency device provided to stop the parked vehicle when it starts moving, and the parking brake safety device 60 is used during normal vehicle use. It rarely works frequently.

As described above, when the opportunity to operate the parking brake safety device 60 is small, the parking brake safety device 6
Even if there is any abnormality in 0, it is difficult to detect this abnormality unless a regular function check is performed. Further, if the parking brake safety device 60 has failed for some reason, it must be detected and reported to the occupant when the parking brake safety device 60 is to be activated (that is, the parking brake is not sufficiently effective. When the parked vehicle starts moving), the vehicle cannot be stopped, and the reliability of the parking brake safety device 60 may be impaired.

Therefore, the present device is provided with a function of periodically and automatically diagnosing the parking brake safety device 60 and detecting an abnormality of the parking brake safety device 60. FIG. 5 is a schematic configuration diagram focusing on the abnormality detection function of the present apparatus. As shown in FIG. 5, on the auxiliary air supply path 84 downstream of the solenoid valve 90, specifically, The auxiliary air supply passage 8 is provided between the solenoid valve 90 and the double check valve 89.
An auxiliary air supply path pressure detecting means (hereinafter, referred to as a pressure switch) 100 capable of detecting the pressure in the pressure sensor 4 is provided.

The pressure switch 100 is an on / off switch that outputs an on signal when the pressure in the auxiliary air supply passage 84 becomes equal to or higher than a predetermined pressure.
The ON signal is set to be output at a low pressure of about 5 kgf / cm ² . This is because some residual pressure may remain when the inside of the auxiliary air supply passage 84 is opened to the atmosphere. When the air pressure is completely released, the pressure switch 100 is turned off. That is, the setting is sensitive to air pressure.

Since the pressure switch 100 is for detecting the presence or absence of air pressure acting on the master cylinder 5B through the auxiliary air supply passage 84 and the double check valve 89, it is actually shown in FIG. Is provided near the double check valve 89. In the vicinity of the air tank 81, an air source pressure detecting means (hereinafter, referred to as a low pressure alarm switch) 105 capable of detecting the pressure in the air tank 81 is provided. The low pressure alarm switch 105 is a sensor generally used for detecting the pressure of the air tank 81 in a vehicle equipped with an air brake.

The pressure switch 100 and the low pressure alarm switch 105 are both connected to the controller 9 as control means. FIG. 4 is a schematic control block diagram that focuses on the abnormality detection function of the present apparatus. As shown in FIG. In addition to the control unit 61 and the parking brake safety device control unit, a simulation signal output unit 110 and an auxiliary air supply path pressure abnormality detection unit (hereinafter simply referred to as a pressure abnormality detection unit) 115 for detecting the abnormality are provided.

Here, the simulation signal output means 110
Outputs a signal (simulation signal) for performing a test operation on the solenoid valve 90 periodically (for example, about once a month). The pressure abnormality detecting means 115 is a simulation signal output means 1
When a simulation signal is output to the solenoid valve 90 by 10, a pressure abnormality in the auxiliary air supply path 84 is detected based on the pressure in the auxiliary air supply path 84 detected by the pressure switch 100.

Further, the controller 9 provides the pressure abnormality detecting means 115 with the pressure abnormality of the auxiliary air supply passage 84.
That is, when the abnormality of the parking brake safety device 60 is detected,
Alarm generating means 120 for generating an alarm at a predetermined timing
Is connected. Hereinafter, the procedure of this abnormality detection will be briefly described. First, the simulation signal output means 110 is set to perform a periodical abnormality detection.
Parking brake safety device control means 61 in controller 9
It is determined whether or not the parking brake safety device 60 is under the control of the parking brake safety device control means 61 on the basis of the information from.

Here, the parking brake safety device control means 6
When the parking brake safety device 60 is not operated and is not in the operation standby state, the pressure in the air tank 81 is set to a predetermined value based on the pressure information from the low pressure alarm switch 105. (For example, 5kg
f / cm ² ). If the pressure in the air tank 81 is equal to or more than a predetermined value, the simulation signal output means 110 outputs a simulation signal to the solenoid valve 90.

This simulation signal is composed of a first simulation signal and a second simulation signal. First, after the first simulation signal is output, the second simulation signal is output. I have. When this simulation signal is input, the solenoid valve 90 performs an abnormality detection operation.
When the simulation signal of is input, the solenoid valve 9
0 performs the first test operation, and when the second simulation signal is input, performs the second test operation.

The abnormality detecting means 115 uses the output information from the pressure switch 100 during the first test operation and the output information from the pressure switch 100 during the second test operation to determine whether the parking brake safety device 60 The abnormality detection means 115 outputs an ON signal from the pressure switch 100 during the first test operation, and outputs an ON signal from the pressure switch 100 during the second test operation. Is not output (that is, when the pressure switch 100 is in the off state), it is determined that the parking brake safety device 60 is normal.

Here, the first test operation of the solenoid valve 90 will be described. The first simulation signal output from the simulation signal output means 110 is a signal for driving the plunger 93 of the solenoid valve 90 downward. If the solenoid valve 90 is normal,
When the first simulation signal is input, the plunger 93 is driven downward (first test operation), and the air inlet 98A and the air supply port 98B should communicate with each other for a predetermined time.

Then, the pressurized air from the air tank 81 is supplied to the master cylinder 5B via the auxiliary air supply path 84 and the double check valve 89, and air leakage and the like in the auxiliary air supply path 84 If there is no abnormality, an ON signal is output from the pressure switch 100. Therefore, when the ON signal is output from the pressure switch 100 during the first test operation, the abnormality detection means 115 determines that there is no abnormality during the first test operation.

On the other hand, if the plunger 93 is stuck or air leaks due to breakage of the auxiliary air supply path 84, the ON signal is not output from the pressure switch 100 in response to the first simulation signal. So
In this case, it is determined that the parking brake safety device 60 has an abnormality, and the alarm generating means 120 is operated.

Next, a second test operation of the solenoid valve 90 by the input of the second simulation signal will be described.
If the solenoid valve 90 is normal and the plunger 93 is driven upward (second test operation), the air inlet 98A and the air supply port 98B are moved upward. It should be shut off, and the air supply port 98B and the air discharge port 98C should communicate.

As a result, the pressurized air between the double check valve 89 and the solenoid valve 90 is released to the atmosphere through the air discharge port 98C, and the pressure in the auxiliary air supply path 84 is reduced. The ON signal is not output from 100 (that is, the pressure switch 100 is turned off). Therefore, when the ON signal is not output from the pressure switch 100 during the above-described second test operation, the abnormality detection means 115 determines that there is no abnormality during the second test operation.

On the other hand, if the plunger 93 is stuck, the air supply port 98B and the air discharge port 98C are not communicated even when the second simulation signal is input. Residual pressure switch 1
00 outputs an ON signal. Therefore, in this case, it is determined that there is an abnormality, and the alarm generating means 120 is operated.

As described above, the abnormality detecting means 115 determines that the parking brake safety device 60 is normal only when no abnormality is found in both the first test operation and the second test operation. When an abnormality is detected in at least one of the first test operation and the second test operation, the alarm generation means 120 is immediately activated to notify the abnormality of the parking brake safety device 60. It is.

Since the parking brake safety device according to one embodiment of the present invention is configured as described above, the parking brake safety device 60 operates according to, for example, a flowchart shown in FIG. Here, the flowchart shown in FIG. 6 will be briefly described. First, when the stop of the vehicle 1 is detected by the vehicle speed sensor 13 in step S1, the process proceeds to step S2, and the operation of the parking brake is detected by the parking switch 16.

When the vehicle speed sensor 13 detects that the vehicle 1 has started moving in step S3, the engine is in operation by the key switch 18 and the shift position is in the neutral position by the neutral switch 14 in step S4. Is detected, or the operation condition that the key switch 18 detects that the engine is not operating (the transmission shift position is arbitrary) is satisfied in step S5, the solenoid valve is determined in step S6. 90 is switched to increase the brake fluid pressure on the rear wheel side.

Then, in step S7, step S6
In response to the increase in the brake fluid pressure in the above, the rear wheel brake 3 is operated, and the parking brake lamp 33 is operated in step S8 to notify the driver of the operation of the parking brake safety device 60. Here, the operation of the solenoid valve 90 (step S6 in FIG. 6) will be described. In this case, first, an ON signal (operation signal) is set to the solenoid valve 90 by the operation start controller (first control means) 62, and the driver This operation signal is output for a predetermined time via 66.

Then, the first solenoid 94 of the solenoid valve 90 is excited by this operation signal, and the plunger 93 is driven downward. Accordingly, as shown in FIG. 3B, the first valve body 91 also moves downward similarly to the plunger 93, and the communication between the air intake 98A and the air supply port 98B is established, and the air tank 81 Pressurized air is supplied to the master cylinder 5B.

Then, the service brake by the parking brake safety device 60 is operated by the pressurized air to stop the vehicle. Also, after the predetermined time has elapsed, even if the power supply to the first solenoid 94 is stopped, the plunger 93 receives the magnetic force from the first magnet 96, which is a permanent magnet, so that the state shown in FIG. Is maintained, and the operation of the service brake is continued.

A check valve 87 is interposed in the auxiliary air supply path 84, and a double check valve 89 is interposed in a connection portion between the auxiliary air supply path 84 and the air supply path 83 on the rear wheel side. Therefore, the high-pressure air acts on the master cylinder 5B without fail. In other words, only air flow from the air tank 81 side to the master cylinder 5B side is permitted by the check valve 87, so that backflow of high-pressure air is prevented and the double check valve 8
9, the auxiliary air supply path 84 and the rear wheel side air supply path 8
3, the supply path of the higher working pressure of the high-pressure air is opened, so that the high-pressure air surely acts on the master cylinder 5B.

As a result, even if the service brake on the rear wheel is activated and the parked vehicle starts moving, a large braking force is applied, and the vehicle can be safely stopped.

As described above, at this time, a signal for blinking the parking brake lamp 33 is output from the driver 67 to notify the driver that the parking brake safety device 60 is operating. On the other hand, the operation release of the parking brake safety device 60 will be described. In this case, an off signal (operation release signal) is set to the solenoid valve 90 by the controller (second control means) 62, and the operation release signal is transmitted via the driver 67. Is output for a predetermined time.

Then, in response to the operation release signal, the second solenoid 95 of the solenoid valve 90 is excited, and the plunger 93 is driven upward. As a result, FIG.
As shown in (c), the first valve body 91 moves upward,
The space between the air inlet 98A and the air supply port 98B is shut off, and the air supply port 98B and the air discharge port 98C are communicated by the second valve body 92, so that the auxiliary air supply path 8
The supply of pressurized air from 4 to the master cylinder 5B is cut off, and the air acting on the master cylinder 5B is released to the atmosphere via the air discharge port 98C.

As a result, the operation of the service brake by the parking brake safety device 60 is released. Also, even after the predetermined time has elapsed, even if the energization of the second solenoid 95 is stopped, the plunger 93 is moved by the magnetic force of the second magnet 97, which is a permanent magnet, as shown in FIG. ), The service brake operation release state by the parking brake safety device 60 is maintained.

Further, since both the first magnet 96 and the second magnet 97 are constituted by permanent magnets, the plunger 93
Is as shown in the time chart of FIG. For example, when the second solenoid 95 is operated (t1) while the plunger 93 is at the lower side, the plunger 93 is driven to the upper side. Is maintained.

When the first solenoid 94 is operated (t2) while the plunger 93 is at the upper side, the plunger 93 is driven to the lower side, but the first solenoid 94 is driven.
Even when the current supply is stopped, the state where the plunger 93 is driven downward by the first permanent magnet 96 is maintained.
By the way, the parking brake safety device 6 using the solenoid valve 90 as described above in the vehicle brake device as described above.
By providing both the zero and the slope start assist device 50, the following effects can be obtained.

That is, when the vehicle is temporarily stopped at a traffic light or in a traffic jam, the slope start assist device 50 is operated to maintain the braking force even when the brake pedal 4 is released, thereby reducing driver fatigue. And the vehicle can easily start on a slope. On the other hand, when the vehicle is parked and stopped by operating the parking brake, the parking brake safety is determined when the engine is operating and the shift position is the neutral position, or when the engine is not operating and the shift position is arbitrary. The device 60 operates.

Thus, when the vehicle starts moving even though no operation is performed on a slope or the like, high-pressure air is supplied from the air tank 81 to the master cylinder 5B,
The service brake of the vehicle is activated, and the safety of the parked vehicle is ensured. When the depression of the brake pedal 4 is detected, it is determined that the driver is about to perform a start operation, and the parking brake safety device 60 is released. This is executed by outputting an operation release signal to the solenoid valve 90 to release the high-pressure air to the atmosphere. This allows
The driver can drive the vehicle as usual.

As described above, in a vehicle equipped with an air brake, an auxiliary air supply path 84 is provided in the brake operation air supply system 6 and the auxiliary air supply path 84 is opened and closed on the auxiliary air supply path 84. With the simple configuration of providing the solenoid valve 90 that can perform both the opening and the release of the atmosphere, there is an advantage that the parking brake safety device 60 can be mounted on the vehicle with a small mechanism. Also,
Thus, there is also an advantage that the parking brake safety device 60 can be mounted on a vehicle with almost no increase in cost and weight.

Further, since the first solenoid 94 and the second solenoid portion 95 are coaxially arranged, there is an advantage that the solenoid valve 90 can be reduced in size.

When the parking brake safety device 60 is operated when the engine is off, the timer 65 is triggered and the counting is started. When it is detected by the timer 65 that a predetermined time (for example, one hour) has elapsed while the vehicle is stopped, it is determined that the parking brake safety device 60 is sufficiently operated and parking safety is ensured. Then, the vehicle speed sensor power switch 64 and the system power switch 64A are turned off, and the vehicle speed sensor 1
3 and the parking brake safety device control means 61 are turned off. In this case, the blinking signal of the parking brake lamp 33 from the driver 67 is also turned off to notify the driver that the monitoring by the controller 9 has been released.

As a result, unnecessary power consumption by the vehicle speed sensor 13 can be suppressed, and the running out of the battery can be prevented. Further, in the timer 65, while the engine is being operated by the key switch 18, the timer 65 is reset by timer reset means (not shown), so that the predetermined time is reliably counted only when the engine becomes inoperative. be able to.

Further, when the parking brake safety device 60 operates, the parking brake lamp 33 blinks based on the output signal from the driver 67, so that the parking brake safety device 60 can reliably inform the driver of the operation. it can. Further, even when the parking brake safety device 60 is in operation, the parking brake safety device 60 is also released when the release operation of the parking brake lever is detected a predetermined number of times (for example, twice). This is because the driver determines that the vehicle has been parked safely by consciously operating the parking brake consciously, whereby unnecessary operation of the parking brake safety device 60 is released, and The burden can be reduced.

The parking switch (parking brake operating state detecting means) 16 detects the operating state of the parking brake from the operating position of the parking brake lever (parking brake operating member), so that the parking brake can be easily and reliably operated. The condition can be detected. Another advantage is that the operating state of the parking brake can be detected at low cost.

In the present apparatus, the parking brake safety device 60 is periodically and automatically diagnosed by the abnormality detection function of the parking brake safety device 60. FIG. It becomes as shown in. That is, it is detected that the parking brake has been applied, other devices have not failed, the wheels are stopped,
The wheel is not locked, the ignition switch is turned off, and a predetermined period of time (here, 3
0 days) or more, and after a predetermined time (for example, 90 minutes) has elapsed after the monitoring of the vehicle by the operation start controller 62 is released.
When all the conditions that the low-pressure alarm switch is turned off (that is, the pressure in the air tank is equal to or higher than a predetermined value) are satisfied, abnormality detection (periodic check) is started.

The abnormality detection operation will be briefly described with reference to the flowchart shown in FIG. 9. First, a pressurization check is performed in step SA1. This pressurization check is the first test operation described above, and the air tank 8
It is checked whether pressurized air has been supplied from 1 to the auxiliary air supply path 84. If no abnormality is found in the pressurization check, the process proceeds to step SA2.

In step SA2, the solenoid valve 9
0 is held for a predetermined time (for example, 30 seconds) in a pressure check state (that is, a first test operation state) to perform a holding check. In this holding check, it is checked whether the pressure in the auxiliary air supply path 84 does not decrease within the above-mentioned predetermined time. That is, if the pressure switch 100 continues to output the ON signal within the predetermined time, it is determined that there is no abnormality. In practice, the holding check and the pressurization check are executed as one check by setting the solenoid valve 90 to the first test operation state.

If there is no abnormality in step SA2, the flow advances to step SA3 to perform a release check. In step SA3, the solenoid valve 90 is set to the second test operation state, and it is checked whether the pressurized air from the auxiliary air supply path 84 has been reliably released to the atmosphere. And
If no abnormality is found in step SA3,
Assuming that the parking brake safety device 60 is normal, the abnormality detection operation is completed.

If an abnormality is detected in any of steps SA1 to SA3, the process proceeds to step SA4,
By driving the solenoid valve 90, the auxiliary air supply path 84 is opened to the atmosphere for a predetermined time (for example, 1.5 seconds).
Then, the process proceeds to step SA5 to perform a fail determination, and then returns. The abnormality detection of the parking brake safety device 60 is specifically performed as follows. That is, the simulation signal output means 110
Then, when it is time to perform regular abnormality detection,
Parking brake safety device control means 61 in controller 9
It is determined whether or not the parking brake safety device 60 is under the control of the parking brake safety device control means 61 based on the information from.

The parking brake safety device control means 6
If it is not under the control of the low pressure alarm switch 1
It is determined whether the pressure in the air tank 81 is equal to or more than a predetermined value (for example, 5 kgf / cm ² ) based on the pressure information from 05. If the pressure in the air tank 81 is equal to or more than a predetermined value, the simulation signal output means 110 outputs the first and second simulation signals to the solenoid valve 90, and these simulation signals are input to the solenoid valve 90. Then, the first and second test operations are performed as the abnormality detection operation.

Then, the abnormality detecting means 115 detects the parking brake safety device 60 based on the output information from the pressure switch 100 during the first test operation and the output information from the pressure switch 100 during the second test operation. Diagnose if there is any abnormality. That is, the abnormality detection means 115
In this case, only when the pressure switch 100 outputs an ON signal during the first test operation and the pressure switch 100 does not output an ON signal during the second test operation (ie, when the pressure switch 100 is in the OFF state), the parking brake is activated. It is determined that there is no abnormality in the safety device 60.

Here, when the first simulation signal is input to the solenoid valve 90 in order to detect the abnormality of the parking brake safety device 60, if there is no abnormality in the solenoid valve 90, the plunger 93 is driven downward, The air inlet 98A and the air supply port 98B communicate with each other for a predetermined time (first test operation). Then, pressurized air from the air tank 81 is supplied to the master cylinder 5B via the auxiliary air supply path 84 and the double check valve 89, and an ON signal is output from the pressure switch 100.

Therefore, when an ON signal is output from the pressure switch 100 during the first test operation, the abnormality detecting means 115 determines that there is no abnormality during the first test operation. When the second simulation signal is input to the solenoid valve 90, if there is no abnormality in the solenoid valve 90, the plunger 93 is driven upward. Thus, the air inlet 98A and the air supply port 98B are shut off, and the pressurized air between the double check valve 89 and the solenoid valve 90 is released to the atmosphere via the air discharge port 98C (second air). Test operation).

Therefore, the pressure in the auxiliary air supply path 84 decreases, and the ON signal is not output from the pressure switch 100 (that is, the pressure switch 100 is turned off). In such a case, the abnormality detecting means 115 determines that the parking brake safety device 60 has no abnormality during the second test operation. Then, the abnormality detecting means 115
It is determined that the parking brake safety device 60 is normal only when no abnormality is found during both the test operation and the second test operation.

In other words, if one of the first test operation and the second test operation is normal, but the other is abnormal, it is determined that the parking brake safety device 60 is abnormal. is there. If an abnormality is detected during both the first test operation and the second test operation, it is naturally determined that the parking brake safety device 60 has an abnormality. That is, the first
If the plunger 93 is stuck during the test operation, or if air leakage occurs due to breakage of the auxiliary air supply path 84, etc., the ON signal is not output from the pressure switch 100 in response to the first simulation signal. Is
When it is determined that the parking brake safety device 60 has an abnormality, the alarm generation means 120 is operated.

Also, at the time of the second test operation, if the plunger 93 is stuck, the air supply port 98B and the air discharge port 9B will not work even if the second simulation signal is input.
8C is not communicated, air pressure remains in the auxiliary air supply path 84, and the pressure switch 100 outputs an ON signal. Therefore, in this case, it is determined that there is an abnormality, and the alarm generating means 120 is operated.

As described above, when an abnormality is detected in at least one of the first test operation and the second test operation, the occupant immediately activates the alarm generating means 120 so that the occupant can use the parking brake safety device 60. It is possible to know the abnormality. In the present apparatus, a pressure switch 100 is provided in the auxiliary air supply path 84, and such a periodic abnormality detection can be performed with a simple configuration of adding control software without substantially increasing the cost. There is an advantage that you can.

Further, by providing the pressure switch 100 in the auxiliary air supply path 84, it is possible to judge an abnormality during a normal operation in addition to the periodic diagnosis described above. For example, when the ignition ON signal is input from the key switch 18 and the stop lamp switch 15 detects that the brake pedal 4 is not depressed in a state where the operation of the parking brake safety device 60 is released,
An ON signal from the pressure switch 100 is output for a predetermined time (for example, 2
If the output is longer than (seconds), the controller 9 determines that a failure has occurred.

This is because the auxiliary air supply path 84 has not been operated in the above-described case.
Is acting on the master cylinder 5B. In addition, when the parking brake safety device 60 is operating and the pressure in the air tank is detected to be normal, the pressure switch 100
Is turned off, the controller 9 again determines that a failure has occurred.

As described above, the provision of the pressure switch 100 in the auxiliary air supply path 84 makes it possible to easily determine the failure in normal operation.

The auxiliary air supply path 84 and the solenoid valve 90 need not always be provided in the rear wheel side air supply system 6. For example, the auxiliary air supply path 84 and the solenoid valve 90 may be provided in the front wheel side air supply system 6, specifically the front wheel side air supply path. Magnet valve 7 at 82
May be provided between the downstream side and the front wheel side master cylinder 5A. Further, it goes without saying that the present invention can be applied to a vehicle having a pure air brake that directly operates a brake operating member by high-pressure air, in addition to the above-described air-over-hydraulic brake.

[0127]

As described above in detail, according to the parking brake safety device of the present invention, in a vehicle equipped with a parking brake, the required pressure is reduced in response to the operation of the service brake operating member. Master air for brake operation
A brake actuating air supply system for supplying to the cylinder, is connected to the brake actuation air supply system, an auxiliary air supply passage using air source of the air supply system for operating the brake, the said auxiliary air supply passage A solenoid valve for opening and closing the auxiliary air supply path and opening to the atmosphere, the solenoid valve communicating with a first valve body for opening and closing the auxiliary air supply path and the auxiliary air supply path A second valve body for opening and closing the open-to-atmosphere path, a plunger made of a magnetic material connected to the first and second valve bodies, a solenoid capable of reciprocating the plunger, and the plunger by the solenoid A first magnet that holds the position of the plunger at a first position during one-way driving, and a second magnet that holds the position of the plunger at a second position when the plunger is driven in the other direction by the solenoid. A parking brake operating state detecting means for detecting an operating state of the parking brake; a vehicle speed detecting means for detecting a vehicle speed; and a detection result of the parking brake operating state detecting means and the vehicle speed detecting means. Based on this, when a predetermined vehicle speed is detected even though the parking brake is operating, the auxiliary air supply path is turned on to supply high-pressure air to the master cylinder through the auxiliary air supply path. With the configuration in which the first control means for controlling the solenoid valve is provided, when the vehicle starts to move at the time of parking, the device is activated and the braking force by the service brake is automatically increased, so that the vehicle is reliably stopped. This has the effect of ensuring the safety of the vehicle . Also, the apparatus is basically due to the extremely simple structure that to the brake actuation air supply system providing an auxiliary air supply passage and a solenoid valve, be mounted on a vehicle the apparatus compact mechanism There is an advantage that can be. In addition, there is also an advantage that cost and weight are hardly increased.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the first and second magnets of the solenoid valve are each configured as a permanent magnet. Accordingly, there is an advantage that the plunger can maintain its state by the magnetic force of the permanent magnet even when the power supply to the solenoid is cut off, and the operating state of the solenoid valve can be maintained with a small amount of power.

According to a third aspect of the present invention, in addition to the configuration of the first aspect, the solenoid of the solenoid valve is a first solenoid that drives the plunger in one direction. And a second solenoid portion arranged coaxially with the first solenoid portion and driving the plunger in the other direction, there is an advantage that the solenoid valve can be downsized. .

According to a fourth aspect of the present invention, in addition to the structure of the first aspect, the parking brake system is provided in the auxiliary air supply passage upstream of the solenoid valve. By providing a check valve that allows only the flow of air to the downstream side, there is an advantage that high-pressure air from an air source can be reliably supplied to the air supply system for brake operation.

According to a fifth aspect of the present invention, in addition to the structure of the first aspect, the first control means applies high-pressure air through the auxiliary air supply path to the brake operation. When a predetermined condition including at least a condition that the parking brake is inactive is detected in a state where the auxiliary air supply path is supplied to the auxiliary air supply path, the auxiliary air supply path is opened to the atmosphere through the open air path. , The second control means for controlling the solenoid valve is provided, during the operation of the parking brake safety device,
Even if the driver once releases the parking brake in order to strongly operate the parking brake, the parking brake safety device is not released, and the safety of the vehicle during parking can be reliably ensured.

[Brief description of the drawings]

FIG. 1 is a schematic control block diagram showing an overall configuration of a control system of a parking brake safety device as one embodiment of the present invention.

FIG. 2 is a schematic configuration diagram showing an overall configuration of a parking brake safety device as one embodiment of the present invention.

FIG. 3 is a schematic cross-sectional view of a solenoid valve as a main part of a parking brake safety device as one embodiment of the present invention, and FIG. 3 (a) is a schematic diagram for simply explaining the structure of the solenoid valve. , (B) is a schematic diagram for explaining the operation at the time of its operation, and (c) is a schematic diagram for explaining the operation at the time of its release.

FIG. 4 is a schematic control block diagram focusing on an abnormality detection function of the parking brake safety device as one embodiment of the present invention.

FIG. 5 is a schematic configuration diagram focusing on an abnormality detection function of the parking brake safety device as one embodiment of the present invention.

FIG. 6 is a flowchart for briefly explaining the overall operation of the parking brake safety device as one embodiment of the present invention.

FIG. 7 is a time chart for explaining the operation of the parking brake safety device as one embodiment of the present invention.

FIG. 8 is a schematic logic circuit diagram showing an abnormality detection start condition of the abnormality detection function of the parking brake safety device as one embodiment of the present invention.

FIG. 9 is a flowchart for briefly explaining the operation of an abnormality detection function of the parking brake safety device as one embodiment of the present invention.

[Explanation of symbols]

Reference Signs List 4 brake pedal (service brake operating member) 5A, 5B master cylinder 6 air supply system (brake operation air supply system) 7 switching valve (magnet valve) 9 controller as control means 10 operation switch 11 adjustment switch 12 clutch pedal stroke Sensor (or clutch sensor) 13 Vehicle speed sensor (active vehicle speed detecting means) 14 Neutral switch (shift position detecting means) 15 Stop lamp switch (service brake operating member operating state detecting means) 16 Parking switch (parking brake operating state detecting means) 17 Door switch 18 Key switch (engine operating state detecting means) 20 Alarm lamp 21 Alarm buzzer 33 Parking brake lamp 40A Front wheel side brake fluid pressure supply system 40B Rear wheel side brake fluid pressure supply System 50 Slope start assist device 51 Slope start assist device control means 52 Operation start controller 53 Operation release controller 54 Operation alarm controller 55, 56 Driver 60 Parking brake safety device 61 Parking brake safety device control means 62 Operation start controller (first control means) 63) Operation release controller (second control means) 64 Power supply cutoff switch for vehicle speed sensor (cutoff means) 64A System power switch 65 Timer means 66, 67 Driver 68 Battery 80 Brake valve 81 Air tank (air source) 82, 83 Air supply Route 84 Auxiliary air supply route 87 Check valve 89 Double check valve 90 Solenoid valve (valve mechanism) 91 First valve body 92 Second valve body 93 Plunger made of magnetic material 94 First solenoid (first solenoid unit) 95 2nd solenoid (2nd solenoid part) 96 1st magnet 97 2nd magnet 98A Air inlet 98B Air supply port 98C Air outlet 99 Solenoid 100 Pressure switch as auxiliary air supply path pressure detection means 105 Air source pressure detection Low pressure alarm switch as means 110 Simulated signal output means 115 Auxiliary air supply path pressure abnormality detection means 120 Alarm generation means

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-58-218458 (JP, A) JP-A-3-148356 (JP, A) JP-A-8-40226 (JP, A) 16626 (JP, U) (58) Field surveyed (Int. Cl. ⁷ , DB name) B60T 7/12 B60T 17/18

Claims (5)

(57) [Claims] 1. A brake-equipped air supply system for supplying a brake-operated air of a required pressure to a master cylinder in response to an operation of a service brake operating member in a vehicle equipped with a parking brake. An auxiliary air supply path connected to the supply system and using an air source of the air supply system for operating the brake; and the auxiliary air supply path can open and close the auxiliary air supply path and release the air to the atmosphere. A first valve element for opening and closing the auxiliary air supply path, a second valve element for opening and closing the open air path communicating with the auxiliary air supply path, A magnetic plunger connected to the first valve body and the second valve body, a solenoid capable of reciprocatingly driving the plunger, and a one-way drive of the plunger by the solenoid when the plunger is driven in one direction. And a second magnet for holding the position of the plunger at the second position when the solenoid is driven in the other direction by the solenoid. A parking brake operating state detecting means for detecting an operating state; a vehicle speed detecting means for detecting a vehicle speed; and a parking brake operating state based on the detection results obtained by the parking brake operating state detecting means and the vehicle speed detecting means. Nevertheless, when a predetermined vehicle speed is detected, first control means for controlling the solenoid valve so as to supply high-pressure air to the master cylinder through the auxiliary air supply path by turning on the auxiliary air supply path. A parking brake safety device, comprising: 2. A first magnet and a second magnet of the solenoid valve.
2. The parking brake safety device according to claim 1, wherein the magnets are each configured as a permanent magnet. 3. The solenoid of the solenoid valve includes a first solenoid for driving the plunger in one direction, and a second solenoid for being coaxially disposed with respect to the first solenoid and driving the plunger in the other direction. 2. The parking brake safety device according to claim 1, wherein the parking brake safety device is configured to include: 4. A check valve provided in the auxiliary air supply passage upstream of the solenoid valve and allowing only air to flow to the downstream side. Parking brake safety device. 5. At least a condition that the parking brake is inactive while the high pressure air is being supplied to the brake operating air supply system through the auxiliary air supply path by the first control means. 2. The apparatus according to claim 1, further comprising a second control unit that controls the solenoid valve so as to release the auxiliary air supply path to the atmosphere through the atmosphere release path when a predetermined condition is detected. Parking brake safety device.