JP3445328B2 - Control device for automotive braking system - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a braking device in an automobile, which is provided with a retarder device and an exhaust brake device.

[0002]

2. Description of the Related Art An automatic transmission is generally mounted on a large-sized vehicle mainly for freight transportation in order to reduce driving fatigue. Furthermore, an auxiliary braking force is provided for the large-sized vehicle. A retarder device or an exhaust brake device is provided as a device for doing so. As a control device for a braking device that uses a combination of these, there is, for example, one disclosed in Japanese Patent Application Laid-Open No. 58-75404. In this control device, in order to select the usage mode of the retarder device and the exhaust brake device, a changeover switch is provided, and a mode in which the retarder device and the exhaust brake device are individually operated individually and a mode in which these are operated simultaneously are provided. It is switched to obtain the desired deceleration.

[0003]

However, in the above-described conventional control device for the braking device, in order to obtain an appropriate vehicle deceleration, an appropriate mode is first selected by the changeover switch and the deceleration transition is observed again. It is necessary to operate the changeover switch to another mode position. Therefore, the operation is complicated, and there is a problem that it is practically difficult to adjust to an optimum braking force because the mode selection is not easy to determine and the operation is complicated. Therefore, in view of the above-mentioned conventional problems, it is an object of the present invention to provide a control device for a braking device in a vehicle equipped with a retarder device and an exhaust brake device, in which desired deceleration is automatically realized by a simple operation. To do.

[0004]

Therefore, the present invention is a control device for a braking device in a vehicle equipped with a retarder device and an exhaust brake device and equipped with an automatic transmission, wherein the automatic transmission has a lockup mechanism. Demand detection means for detecting the driver's deceleration request, deceleration setting means for setting the required deceleration, actual deceleration detection means for detecting the actual deceleration of the vehicle, and driving by the request detection means Difference between the requested deceleration and the actual deceleration when a deceleration request from the driver is detected.
The larger the retarder device,
Lock-up of the transmission and automatic transmission, the retarder and
Air brake device, retarder device and shifter of automatic transmission
And the retarder device, exhaust brake device, and shift
The braking means deciding means for deciding the combination in the order of down, and the retarder device, the exhaust brake device or the automatic transmission decided by the braking means deciding means are actuated ,
The actual deceleration is the required deceleration when operating the tarder device.
Control the braking force of the retarder device in the direction that matches the degree
It has a possible braking means operating means.

[0005]

When the deceleration request of the driver is detected by the request detection means, the retarder device in the braking means determination means is based on the difference between the requested deceleration level set by the deceleration setting means and the actual deceleration. A braking means such as an exhaust brake device to be combined with the lockup or downshift of the automatic transmission is selected and determined. As a result, a fine and optimal auxiliary braking force is applied mainly to the retarder device, and a good braking feeling can be obtained. The braking force of the retarder device that the actual deceleration matches the required deceleration.
By controlling the direction, the required deceleration can be easily approached.

[0006]

FIG. 1 shows an embodiment of the present invention. The output of the automatic transmission 3 connected to the engine 1 is transmitted to the differential gear 6 of the drive axle 5 by the propeller shaft 4. The automatic transmission 3 has its transmission mechanism section 1
1, a hydraulic control device 12 and a shift control unit 13 for driving the drive unit 1. The shift control unit 13 includes a microcomputer and sends a control command to the hydraulic control device 12 based on an engine load such as a throttle opening and a vehicle speed signal from the vehicle speed sensor 15. The hydraulic control device 12 is connected to the select lever 8 and realizes a required shift speed based on the selected position and the control command from the shift control unit 13.

An electromagnetic retarder device 7 is attached to the propeller shaft 4. The retarder device 7 includes an electromagnetic coil in a stator provided between rotors, and applies a braking force to the rotation of the rotor by a magnetic field generated by an eddy current generated in the rotor. By adjusting the coil current, the magnitude of the eddy current can be changed and the braking force on the rotor can be controlled.

As the exhaust brake device 20, an exhaust pipe 21 connected to the engine 1 is provided with a butterfly valve 22.
Is provided. The butterfly valve 22 is connected to a rod 26 extending from a piston 25 of the operating cylinder 24, and drives the operating cylinder 24 to open and close the exhaust pipe 21. The operating cylinder 24 is connected to the air tank 27 by a conduit 28, and a solenoid valve 29 provided in the conduit 28.
The air pressure supply to the operating cylinder 24 is controlled by.

The solenoid valve 29 of the exhaust brake device and the retarder device 7 are controlled by the control unit 10. Signals from the exhaust brake switch 30, the throttle opening sensor 14, and the vehicle speed sensor 15 are input to the control unit 10.

The exhaust brake switch 30 is switchable between the OFF position and the first, second, and third positions, and the position signal selected for switching is input to the control unit 10. . Here, the first position is selected when it is desired to maintain the current vehicle speed of the vehicle. The second position is a position for obtaining a relatively weak deceleration, and the third position is a position for obtaining a relatively strong deceleration. These required decelerations are changed according to the vehicle speed, and are set as shown in FIG. 2, for example.

The control unit 10 normally activates the retarder device 7 when the exhaust brake switch 30 is turned on by selecting one of the first to third positions other than OFF, and at the same time, the exhaust brake switch 30 is activated.
Depending on the selected position, the exhaust brake device, the lock-up of the automatic transmission, or the shift-down of the shift speed are combined to operate. When operating the exhaust brake device, a signal for opening the solenoid valve 29 is output, air pressure is supplied to the operating cylinder 24, and the butterfly valve 22 of the exhaust pipe 21 is closed, thereby increasing the exhaust pressure and adding braking force. To operate. When the lockup of the automatic transmission and the shiftdown of the shift stage are executed, those execution commands are sent to the shift control unit 13.

3 and 4 show the control unit 10
The flow of the above control in FIG. First, in step 101, the position of the exhaust brake switch 30 is read, and in step 102, the throttle opening sensor 1
The signal from 4 is read. And step 103
At, it is checked whether there is a demand for deceleration.
That is, when the exhaust brake switch 30 is in a position other than OFF and the throttle opening is fully closed,
It is determined that there is a deceleration intention, that is, a deceleration request.

If there is a deceleration request, then step 10
4, the required deceleration Da for the current vehicle speed is calculated as shown in FIG. And step 10
After confirming the passage of a predetermined time set in advance in 5, the actual deceleration Dx is calculated in step 106 based on the signal from the vehicle speed sensor 15. Next, at step 107, the actual deceleration Dx and the required deceleration Da are compared, and it is checked whether there is a difference of a predetermined value β or more.

If the actual deceleration is less than or equal to the above, in step 108, as a braking means to be combined with the retarder device 7 according to the difference between the decelerations Dx and Da, the exhaust brake device, the lockup of the automatic transmission, or the gear shift. A combination of shift downs of stages is selected and determined. Here, as shown in FIG. 5, according to the value of (Da-Dx), only the retarder device operation is selected in the region S1, and the lockup combination of the automatic transmission is selected for the retarder device in the region S2. Further, in area S3, an exhaust brake device is used instead of lock-up, and further, downshift is selected in area S4, and exhaust brake device and downshift are selected in area S5.

Then, in step 109, a command is issued to operate the retarder device operation in addition to the above selected elements. After that, in step 110, after confirming the elapse of a predetermined time set in advance, step 1
At 11, the actual deceleration Dx is calculated again. In the next step 112, the value of (Da-Dx) is checked. When this is within the predetermined value α, the current state is maintained and the process returns to step 101 to prepare for the next deceleration request.

When the difference between Da and Dx exceeds the predetermined value α, the routine proceeds to step 113, in which the retarder device 7 is adjusted to adjust the braking force of the retarder device 7 in the direction of approaching the actual deceleration Dx and the required deceleration Da. The amount of current to be supplied is calculated, and the operating current is output from the control unit 10 to the retarder device 7. The previous step 103
If there is no deceleration request in the check of step 114, step 114
Then, the operation for deceleration such as the retarder device, the exhaust brake device, the lock-up of the automatic transmission, or the shift-down of the shift stage is released, and the operation is finished. Further, when there is a difference of the predetermined value β or more between the decelerations Dx and Da in step 107, the operation of all the elements is released and then the process returns to step 101.

The embodiment is configured as described above, and when there is a deceleration request, the retarder device is first activated, and other exhaust brake devices, automatic transmission lockups, or shifts are performed according to the required deceleration level. It is supposed to operate by combining down etc., and further fine adjustment is done by controlling the retarder device,
There is an effect that an optimum auxiliary braking force is applied and a good braking feeling is obtained. Besides, the driver closes the throttle by returning the accelerator pedal,
By simply selecting the required deceleration level with the exhaust brake switch, the fine control of the braking force is performed as described above.

Although the retarder device 7 is of an electromagnetic type in the embodiment, a permanent magnet type or fluid type retarder device may be used, and a multi-plate clutch type retarder device using a friction plate is also usable. Is also available. In these cases, an appropriate control parameter for controlling the braking force in each method such as the amount of current, the amount of throttled fluid, or the fluid pressure may be changed. Further, in the embodiment, the required deceleration is selected by the exhaust brake switch having a plurality of stages, but the present invention is not limited to this, and the level can be continuously variable by using, for example, a volume.

[0019]

As described above, according to the present invention, in a vehicle provided with a retarder device and an exhaust brake device, when there is a deceleration request, the retarder device is first activated, and the difference between the required deceleration level and the actual deceleration is obtained. Based on the above, other exhaust brake devices, automatic transmission lockups, downshifts, and other braking means should be sequentially combined to operate , and the braking force of the retarder device should be actually used.
Since the deceleration of is controlled in the direction that matches the required deceleration ,
There is an effect that a fine and optimal auxiliary braking force is applied and a good braking feeling is obtained.

[Brief description of drawings]

FIG. 1 is a diagram showing an embodiment of the present invention.

FIG. 2 is a diagram showing required deceleration.

FIG. 3 is a flowchart showing a control flow in a control unit.

FIG. 4 is a flowchart showing a control flow in a control unit.

FIG. 5 is a diagram showing an example of a combination of braking means.

[Explanation of symbols]

1 engine 3 automatic transmission 4 Propeller shaft 5 drive axle 6 differential gear 7 Retarder device 8 Select lever 10 control unit 11 Transmission mechanism 12 Hydraulic control device 13 Shift control unit 14 Throttle opening sensor 15 vehicle speed sensor 20 Exhaust brake device 21 Exhaust pipe 22 Butterfly valve 24 operating cylinders 25 pistons 26 rod 27 Air tank 28 pipelines 29 Solenoid valve 30 Exhaust brake switch 30

─────────────────────────────────────────────────── ─── Continuation of the front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) B60T 8 / 00,8 / 32-8/96 F16H 61 / 14,61 / 38 -61/64

Claims (4)

(57) [Claims] 1. A control device for a braking device in an automobile equipped with an automatic transmission, comprising a retarder device and an exhaust brake device, wherein the automatic transmission has a lock-up mechanism and detects a driver's deceleration request. Request detecting means, a deceleration setting means for setting a required deceleration, an actual deceleration detecting means for detecting an actual deceleration of the vehicle, and a deceleration request of the driver is detected by the request detecting means, The difference between the required deceleration and the actual deceleration becomes large.
Therefore, only the retarder device can be automatically converted to the retarder device.
Lockup of speed machine, retarder device and exhaust brake device
Position, downshift of retarder device and automatic transmission, and
Retarder device, exhaust brake device, and downshift, in that order
Determining the combination with the braking means determination unit, retarder device determined by said braking unit determining means actuates an exhaust brake device, or an automatic transmission, said litter
The actual deceleration becomes the required deceleration when operating
The braking force of the retarder device can be controlled in the same direction.
And a braking means actuating means of the vehicle. 2. The request detecting means sets the throttle opening degree.
The control device for a vehicle braking device according to claim 1, wherein the control device detects the fully closed state and determines that the fully closed state is a deceleration request . 3. The deceleration setting means switches between a plurality of stages.
Equipped with a switch, different levels are required for each stage
The deceleration is calculated, and the deceleration is calculated.
Alternatively, the control device of the vehicle braking device according to the above item 2. 4. The deceleration setting means is a switching switch.
The higher the vehicle speed, the greater the
Claims, characterized in that calculates a Motomegen speed
The control device for a vehicle braking device according to item 3 .