Brake Control System

Abstract

To provide a pneumatic pressure control device for coping with an abnormality, which is easily retrofitted to even an existing vehicle, a pneumatic circuit and a brake control system.SOLUTION: A pressure control module 20 includes: a pneumatic circuit 22 that has a first port P1 connected to an air tank of a vehicle, a second port P2 connected to a brake valve outputting a pneumatic pressure signal when a braking operation is performed and a third port P3 connected to a brake mechanism applying braking force to a wheel on the basis of the pneumatic pressure signal and that enables switching between a first communication state for communicating air from the second port P2 to the third port P3 and a second communication state for communicating air from the first port P1 to the third port P3; and a sub ECU 32 that switches the pneumatic circuit 22 from the first communication state to the second communication state on the basis of an abnormal signal indicating an abnormality of a driver.SELECTED DRAWING: Figure 9

Description

[Technical Field]

[0001] This disclosure , B Rake control system. [Background technology]

[0002] Guidelines have been established for systems that allow a vehicle to be stopped by a passenger other than the driver as an emergency measure when the driver is suddenly unable to continue driving safely due to a sudden change in the driver's physical condition, etc. (See, for example, Non-Patent Document 1). Also, various brake systems and the like have been proposed in accordance with these guidelines. [Prior art documents] [Non-patent literature]

[0003] [Non-Patent Document 1] Basic Design Document for Driver Abnormality Response System (Deceleration / Stop Type), March 2016, Ministry of Land, Infrastructure, Transport and Tourism, Road Transport Bureau, Advanced Safety Vehicle Promotion Study Group Summary of the Invention [Problem to be solved by the invention]

[0004] Many of the brake systems that have already been proposed are intended for application to new vehicles equipped with an EBS (Electronically Controlled Brake System).As a result, there has been a delay in their application to vehicles that use air pressure to control the brake mechanism, particularly in response to abnormalities in vehicles that are already in use (existing vehicles).

[0005] The purpose of this disclosure is to provide an emergency response device that can be easily installed in a vehicle in use. Nobu To provide a rake control system. [Means for solving the problem]

[0006] In one embodiment, an air pressure control device that solves the above problem has a first port connected to a vehicle's air tank, a second port connected to a brake valve that outputs an air pressure signal when the brakes are applied, and a third port connected to a brake mechanism that applies braking force to the wheels based on the air pressure signal, and is equipped with an air pressure circuit that can be switched between a first communication state in which air is supplied from the second port to the third port and a second communication state in which air is supplied from the first port to the third port, and a control unit that switches the air pressure circuit from the first communication state to the second communication state based on an abnormality signal indicating an abnormality in the driver.

[0007] The air pressure control device may have a case that houses the control unit, and a body that is connected to the case and has the first port, the second port, the third port, and flow paths that connect these ports.

[0008] The air pressure control device may include a first control unit that acquires vehicle speed information and calculates a target pressure by comparing the vehicle speed information with a target value, and a second control unit that controls the air pressure circuit so that the detection value of the pressure sensor approaches the target pressure.

[0009] In the above-mentioned air pressure control device, the first control unit may calculate the target pressure so that the deceleration of the vehicle approaches a first target deceleration during a predetermined period after the abnormal signal is input, and may calculate the target pressure so that the deceleration of the vehicle approaches the second target deceleration, which has an absolute value greater than that of the first target deceleration, after the predetermined period has elapsed.

[0010] In the above-described air pressure control device, the air pressure circuit may include a pneumatically driven air valve connected to the air tank, a solenoid valve for applying air pressure to the air valve, and a directional control valve for allowing air to flow from either the second port side or the air valve side, whichever has a higher pressure, and the air pressure driven valve may switch between a supply state for supplying air to the directional control valve side and an exhaust state for discharging air from the directional control valve side, depending on the air pressure applied by the solenoid valve.

[0011] In the air pressure control device, the solenoid valve may comprise an intake solenoid valve that communicates with a passage for applying air pressure to the pneumatically driven valve, and an exhaust solenoid valve that can exhaust air from within the passage.

[0012] In another aspect, a pneumatic circuit that solves the above problem is a pneumatic circuit that is driven based on an abnormality signal that indicates an abnormality in the driver, and includes a pneumatically driven pneumatic valve connected to an air tank of a vehicle, a solenoid valve for applying air pressure to the pneumatic valve, and a directional control valve that allows air to flow from either a port side connected to a brake valve that outputs an air pressure signal when the brakes are applied, or the pneumatic valve side, whichever has a higher pressure, and the pneumatically driven valve switches between a supply state in which air is supplied from the air tank to the directional control valve side and an exhaust state in which air is discharged from the directional control valve side, depending on the air pressure applied by the solenoid valve.

[0013] In another aspect, a vehicle brake control system that solves the above problem includes a brake control circuit that controls a brake drive unit that applies braking force to a wheel based on a driver's brake operation, a detection unit that detects an abnormality in the driver, an abnormality brake control circuit that controls the brake drive unit when the driver is abnormal and includes a circuit separate from the brake control circuit, and a control unit that operates the abnormality brake control circuit so that the vehicle decelerates at a predetermined deceleration based on an abnormality signal that indicates an abnormality in the driver output from the detection unit. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a schematic diagram showing the overall configuration of a pneumatic brake system including a pneumatic control device according to an embodiment; [Figure 2] FIG. 2 is a perspective view showing the appearance of the air pressure control device of the embodiment. [Figure 3] FIG. 2 is a front view showing the appearance of the air pressure control device according to the embodiment. [Figure 4]FIG. 2 is a plan view showing the appearance of the air pressure control device according to the embodiment; [Figure 5] FIG. 2 is a left side view showing the appearance of the air pressure control device according to the embodiment; [Figure 6] FIG. 2 is a right side view showing the appearance of the air pressure control device of the embodiment. [Figure 7] FIG. 2 is a bottom view showing the appearance of the air pressure control device of the embodiment. [Figure 8] FIG. 2 is a rear view showing the appearance of the air pressure control device according to the embodiment. [Figure 9] FIG. 2 is a schematic diagram of the emergency response system according to the embodiment. [Figure 10] 3 is a circuit diagram of the air pressure circuit of the embodiment, in a first communication state in which the brake valve is connected to the brake mechanism. FIG. [Figure 11] 11 is a circuit diagram of the air pressure circuit of FIG. 10 in a second communication state in which the air tank is connected to the brake mechanism. FIG. [Figure 12] 4 is a flowchart showing a processing procedure of the emergency response system according to the embodiment. [Figure 13] 4 is a flowchart showing a processing procedure of the emergency response system according to the embodiment. [Figure 14] FIG. 10 is a schematic diagram showing a part of a pneumatic brake system including a pneumatic control device according to a modified example of the pneumatic control device. [Figure 15] FIG. 10 is a schematic diagram showing a part of a pneumatic brake system including a pneumatic control device according to a modified example of the pneumatic control device. [Figure 16] 10 is a perspective view showing the appearance of an air pressure control device in a modified example in which the air pressure control device has a case made up of a first case member and a second case member. FIG. [Figure 17] FIG. 17 is a front view showing the appearance of the air pressure control device of FIG. 16. [Figure 18] FIG. 17 is a plan view showing the appearance of the air pressure control device of FIG. 16. [Figure 19] FIG. 17 is a left side view showing the appearance of the air pressure control device of FIG. 16. [Figure 20] FIG. 17 is a right side view showing the appearance of the air pressure control device of FIG. 16. [Figure 21]FIG. 17 is a bottom view showing the appearance of the air pressure control device of FIG. 16. [Figure 22] FIG. 17 is a rear view showing the appearance of the air pressure control device of FIG. 16. DETAILED DESCRIPTION OF THE INVENTION

[0015] An embodiment of an air pressure control device and an air pressure circuit provided in the air pressure control device will be described below. The air pressure control device is provided in a pneumatic brake system mounted on a vehicle such as a bus.

[0016] As shown in FIG. 1, a pneumatic brake system 11 mounted on a vehicle 10 is a full-air brake system that pneumatically controls the command system of the brake mechanism and includes an air-driven brake mechanism. The pneumatic brake system 11 includes an air tank 12 that stores compressed air generated by a compressor (not shown). The air tank 12 has a first tank 12A, a second tank 12B, and a third tank 12C. For example, the first tank 12A stores compressed air for applying braking force to the front wheels of the vehicle 10, and the second tank 12B stores compressed air for applying braking force to the rear wheels of the vehicle 10. The third tank 12C stores compressed air for other purposes. The first tank 12A and the second tank 12B are connected to a front pressure chamber 13A and a rear pressure chamber 13B of a brake valve 13. The first tank 12A and the second tank 12B are connected to an air horn device 14B via a protection valve 14A.

[0017] The brake valves 13 are also connected to a pair of relay valves 15 via a pair of air pipes 18. When the driver operates the brake pedal 13C of each brake valve 13, an air pressure signal is output from the brake valve 13 to the relay valve 15. Each relay valve 15 is also connected to an air tank 12 via an air pipe (not shown). When an air pressure signal from the brake valve 13 is input to the relay valve 15, a large amount of compressed air stored in the air tank 12 is supplied to the relay valve 15 via the air pipe. The large amount of compressed air supplied to the relay valve 15 is supplied to a brake chamber 17 via an ABS (Anti-lock Brake System) control valve 16. The brake chamber 17 generates braking force on the wheels when air is supplied to it. The ABS control valve 16 and the brake chamber 17 constitute an air-pressure-driven brake mechanism.

[0018] When an emergency response system that stops the vehicle through operation by a passenger other than the driver is installed in the pneumatic brake system 11 of an in-use vehicle (existing vehicle), a pressure control module (PCM) 20 is provided in the air piping 18 of the command system that connects the brake valve 13 and the relay valve 15. The pressure control module 20 has a first port P1 that connects to the air tank 12 (third tank 12C), a second port P2 that connects to each of the brake valves 13, and a third port P3 that connects to each of the brake mechanisms including the relay valve 15. The pressure control module 20 corresponds to an air pressure control device. Note that, because the pressure control module 20 is provided between the brake valve 13 and the relay valve 15, it can also be installed in pneumatic brake systems 11 that have brake mechanisms other than those that are pneumatically driven.

[0019] Next, the pressure control module 20 will be described, including its external appearance, with reference to FIGS. 2 to 8. As shown in FIGS. 2 to 6, the pressure control module 20 includes a case 210 that houses a control device and the like. The case 210 is made of, for example, resin. A body 211, in which flow paths and the like are formed, is connected to the case 210. The body 211 is made of, for example, aluminum and manufactured by a casting method such as aluminum die casting. The body 211 is provided with a port connection section 212 that is connected to various ports. A pair of second ports P2, to which the front air supply passage 37 and the rear air supply passage 38 of the brake valve 13 are respectively connected, are provided on a first surface 213 of the port connection section 212.

[0020] A pair of third ports P3 connected to the front signal supply path 24A and the rear signal supply path 24B are provided on a second surface 214 of the port connection portion 212, which is perpendicular to the first surface 213 on which the second port P2 is provided. A first port P1 is provided adjacent to the third port P3 and connected to the first supply path 23 to which compressed air from the air tank 12 is supplied.

[0021] As shown in Fig. 7, an exhaust section 58 housing a silencer (muffler) is provided on the underside of the body 211. Furthermore, as shown in Fig. 8, a protrusion 215 protruding from the body 211 is provided on the rear surface of the body 211. Furthermore, a connection section 216 is provided on the underside of the case 210 for connecting the control device housed in the case 210 to an external power source or a cable of an electrical system for an in-vehicle network.

[0022] As described above, the pressure control module 20 is a unit that integrates a control device that controls the pneumatic circuit and a flow path. When attaching the pressure control module 20 to the vehicle 10, the protrusion 215 is fixed to a predetermined position on the vehicle body. The first port P1 is connected to a pipe that connects to the air tank 12, the second port P2 is connected to a pipe that connects to the brake valve 13, and the third port P3 is connected to the relay valve 15. An electrical cable is also connected to the connection part 216. In other words, the pressure control module 20 is the only major component that needs to be retrofitted to the pneumatic brake system 11 to respond to abnormalities.

[0023] The pneumatic circuit of the pressure control module 20 will be described in detail with reference to Fig. 9. The pressure control module 20 includes a pneumatic circuit 22 and a sub-ECU (Electronic Control Unit) 32. The pressure control module 20, together with a main ECU 31, constitutes an emergency response system 50. The main ECU 31 may be provided outside the case 210 or may be housed within the case 210.

[0024] The main ECU 31 and the sub-ECU 32 each include a calculation unit, a communication interface unit, a volatile storage unit, and a non-volatile storage unit. The calculation unit is a computer processor that controls the pneumatic brake system 11 according to a control program stored in the non-volatile storage unit (storage medium). The calculation unit may implement at least a part of the processing it executes using a circuit such as an ASIC. The control program may be executed by one computer processor or multiple computer processors. The main ECU 31 and the sub-ECU 32 are connected to an in-vehicle network such as a CAN (Controller Area Network) 33, and transmit and receive various information to and from each other.

[0025] When the operation switch 51 and the release switch 52 are turned on, an on signal output from them is input to the main ECU 31. The operation switch 51 and the release switch 52 are switches intended to be operated by the driver and are provided near the driver's seat. When the operation switch 51 is turned on, the emergency response system 50 is activated. The release switch 52 is a switch for stopping the operation of the emergency response system 50 in the event that the system is activated by mistake, for example.

[0026] When the passenger seat operation switch 53 is turned on, an on signal output from the switch is input to the main ECU 31. The passenger seat operation switch 53 is a switch that is intended to be operated by a passenger other than the driver. The passenger seat operation switch 53 is provided in a position other than the driver's seat so that it can be operated by a passenger other than the driver.

[0027] The main ECU 31 acquires vehicle speed information indicating the vehicle speed from the vehicle speed sensor 55 via the CAN 33. When the emergency response system 50 starts to operate, the main ECU 31 calculates the air pressure of the pneumatic brake system 11 so that the deceleration obtained from the vehicle speed information approaches the target deceleration, which is a target value, and notifies the sub-ECU 32 of the calculated air pressure. This target deceleration can be changed by updating data stored in a memory unit such as the main ECU 31. For example, if the vehicle 10 is a public bus, it is expected that there will be standing passengers inside the vehicle, so the absolute value of the target deceleration is set small. Also, if the vehicle 10 is an express bus in which all passengers are seated, the absolute value of the target deceleration may be set larger than that of a public bus. The target deceleration can also be changed depending on the weight and length of the vehicle 10.

[0028] Furthermore, when the emergency response system 50 is activated, the main ECU 31 outputs an instruction signal to the in-vehicle device 56 and the exterior device 57. The in-vehicle device 56 is, for example, an accelerator interlock mechanism that disables operation of the accelerator pedal. The main ECU 31 activates the accelerator interlock mechanism when an abnormality occurs. Other in-vehicle devices 56 may include an alarm buzzer, an alarm lamp, etc., provided within the vehicle cabin. For example, when an abnormality occurs, the main ECU 31 causes the alarm buzzer to emit a sound and the alarm lamp to light or flash. The exterior device 57 is, for example, an air horn device 14B, hazard lights, brake lights, etc. For example, when an abnormality occurs, the main ECU 31 drives the protection valve 14A, etc., supplies air to the air horn device 14B to emit an alarm sound, and lights or flashes the hazard lights and brake lights.

[0029] The sub-ECU 32 is housed in a case 210 of the pressure control module 20 and controls various valves of the pressure control module 20. The pressure control module 20 has a first supply passage 23 that connects to the air tank 12. The first supply passage 23 is connected to a front air supply passage 37 that connects via a relay valve 15 to the brake chambers 17 provided on the front wheels, and a rear air supply passage 38 that connects to the brake chambers 17 provided on the rear wheels.

[0030] A relay valve 25 is connected to the first supply path 23. The relay valve 25 has an outlet 25A, which is connected to an outlet unit 58 having a silencer. The relay valve 25 also has a pilot port 25B. The pilot port 25B is connected to a branch path 26 that branches off from the first supply path 23. When the air pressure applied to the pilot port 25B from the branch path 26 is a predetermined pressure such as atmospheric pressure, the relay valve 25 is in an exhaust state in which the first supply path 23 is blocked by the biasing force of a biasing spring or the like. When the relay valve 25 is in the exhaust state, the flow of air from the air tank 12 to the front air supply path 37 and the rear air supply path 38 is blocked. When the relay valve 25 is in the exhaust state, a first portion of the first supply path 23 downstream of the relay valve 25 is connected to the outlet unit 58, and compressed air is discharged from the first portion of the first supply path 23. As a result, the pressure in the first portion of the first supply path 23 becomes a predetermined pressure such as atmospheric pressure.

[0031] On the other hand, when the air pressure applied to pilot port 25B from branch path 26 reaches a driving pressure higher than a predetermined pressure such as atmospheric pressure, relay valve 25 is in a supply state in which it communicates with first supply path 23 against the biasing force of a biasing spring or the like. When relay valve 25 is in the supply state, air is supplied from air tank 12 to front air supply path 37 and rear air supply path 38. When relay valve 25 is in the supply state, first supply path 23 communicates with front air supply path 37 and rear air supply path 38. Furthermore, when the pressure on the outlet side (secondary side) is excessively high, relay valve 25 is in an exhaust state in which it blocks the communication state of first supply path 23.

[0032] The branch passage 26 has a first end connected to the first supply passage 23 and a second end connected to the discharge port 58. An intake valve 27 and an exhaust valve 28 are provided along the branch passage 26. The intake valve 27 and the exhaust valve 28 are solenoid valves and are driven by the sub-ECU 32. The intake valve 27 is provided upstream of the exhaust valve 28 (closer to the air tank 12) in the branch passage 26. The operation of the intake valve 27 is switched in response to the on / off (drive / non-drive) of power supplied from the sub-ECU 32 via a wiring 27A. When the power is turned off and the intake valve 27 is in a non-drive state, the intake valve 27 is in a closed position that closes the branch passage 26. When the power is turned on and the intake valve 27 is in a drive state, the intake valve 27 is in an open position that opens the branch passage 26.

[0033] The exhaust valve 28 is a solenoid valve whose operation is switched in response to the on / off (drive / non-drive) of power from the sub-ECU 32 via a wiring 28A. When the exhaust valve 28 is powered off and in a non-drive state, it is in an open position that communicates with the branch path 26. When the exhaust valve 28 is powered on and in a drive state, it is in a closed position that closes the branch path 26. In other words, when the exhaust valve 28 is in a closed position with the intake valve 27 in a non-drive state, it opens the downstream of the intake valve 27 and the signal supply path 29 to the atmosphere. When the exhaust valve 28 is in a drive state, it sets the branch path 26 upstream of the intake valve 27 and the first supply path 23 upstream of the relay valve 25 to atmospheric pressure.

[0034] A signal supply path 29 that supplies an air pressure signal to the relay valve 25 and a first pressure sensor 35 are connected to the branch path 26 midway between the intake valve 27 and the exhaust valve 28. The first pressure sensor 35 detects the pressure in the branch path 26 between the intake valve 27 and the exhaust valve 28 and outputs a signal indicating the detected pressure to the sub-ECU 32.

[0035] The first supply passage 23 is also connected to a third supply passage 30. The third supply passage 30 is connected to a pair of double check valves 36, i.e., double check valves 36A and 36B. The double check valve 36A is connected to the third supply passage 30, a front signal supply passage 24A connected to the front pressure chamber 13A of the brake valve 13, and a front air supply passage 37 for generating braking force on the front wheels. The double check valve 36A allows the supply of compressed air from one of the third supply passage 30 and the front signal supply passage 24A, i.e., the one with the higher pressure, and blocks the supply of compressed air from the other, i.e., the one with the lower pressure. A second pressure sensor 39 is connected to the front air supply passage 37. The second pressure sensor 39 outputs a signal indicating the detected pressure to the sub-ECU 32.

[0036] The double check valve 36B is connected to the third supply passage 30, the rear signal supply passage 24B that connects to the rear pressure chamber 13B of the brake valve 13, and the rear air supply passage 38 that applies braking force to the rear wheels. This double check valve 36B allows the supply of compressed air from one of the third supply passage 30 and the rear signal supply passage 24B, i.e., the one with the higher pressure, and blocks the supply of compressed air from the other, i.e., the one with the lower pressure.

[0037] Next, the operation of the pressure control module 20 will be described with reference to Figures 10 and 11. Figure 10 shows the air pressure circuit 22 when the operation switch 51 and the passenger seat operation switch 53 are not turned on. In Figure 10, the air pressure circuit 22 is in a first communication state in which the brake valve 13 is connected to the brake mechanism and air is supplied from the second port P2 to the third port P3.

[0038] As shown in FIG. 10 , when the operation switch 51 and the passenger seat operation switch 53 are not turned on, the sub-ECU 32 deactivates the intake valve 27 and the exhaust valve 28. In this case, the intake valve 27 is in a closed position, and the exhaust valve 28 is in an open position. As a result, the pressure downstream of the intake valve 27 in the branch path 26 becomes a predetermined pressure, such as atmospheric pressure, because the exhaust valve 28 is in the open position. Therefore, the air pressure applied to the pilot port 25B also becomes a predetermined pressure, and the relay valve 25 enters an exhaust state. When the relay valve 25 enters an exhaust state, compressed air downstream of the relay valve 25 in the third supply path 30 and the first supply path 23 is discharged from the discharge portion 58, and the pressure in the third supply path 30 becomes a predetermined pressure. Furthermore, when the brake pedal 13C is depressed, an air pressure signal is supplied to the front signal supply path 24A and the rear signal supply path 24B. As a result, the pressure in the front signal supply path 24A and the rear signal supply path 24B becomes higher than the pressure in the third supply path 30, and the double check valves 36A, 36B block the flow of air from the third supply path 30 to the front air supply path 37 and the rear air supply path 38, respectively. This causes air pressure signals to be supplied from the front signal supply path 24A and the rear signal supply path 24B to the front air supply path 37 and the rear air supply path 38. As a result, an air pressure signal is supplied to the relay valve 15, and a large amount of compressed air is supplied from the air tank 12 to the relay valve 15. When the relay valve 15 supplies compressed air to the brake chamber 17, braking force is applied to the wheels. The air pressure circuit including the front signal supply path 24A and the rear signal supply path 24B corresponds to a brake control circuit.

[0039] FIG. 11 shows the air pressure circuit 22 when at least one of the operation switch 51 and the passenger seat operation switch 53 is turned on. In FIG. 11, the air pressure circuit 22 is in a second communication state in which the air tank 12 is connected to the brake mechanism and air is supplied from the first port P1 to the third port P3. When at least one of the operation switch 51 and the passenger seat operation switch 53 is turned on, the sub-ECU 32 receives a pressure command transmitted from the main ECU 31. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure command. As a result, the intake valve 27 is in an open position and the exhaust valve 28 is in a closed position. The compressed air in the air tank 12 is supplied to the branch path 26 between the intake valve 27 and the exhaust valve 28 via the first supply path 23. When the pressure in the branch passage 26 between the intake valve 27 and the exhaust valve 28 reaches the drive pressure, this pressure is applied to the relay valve 25 via the pilot port 25B, causing the relay valve 25 to enter a supply state. As a result, compressed air is supplied to the third supply passage 30 via the first supply passage 23 and the relay valve 25.

[0040] When compressed air is supplied to the third supply path 30, the pressure in the third supply path 30 becomes higher than the pressure in the front signal supply path 24A and the rear signal supply path 24B. Therefore, the double check valve 36 allows air to flow from the third supply path 30 to the front air supply path 37 and the rear air supply path 38, and blocks air from flowing from the front signal supply path 24A and the rear signal supply path 24B to the front air supply path 37 and the rear air supply path 38. The air pressure circuit including the third supply path 30 and the flow paths (first supply path 23, branch path 26, etc.) connecting the intake valve 27, the exhaust valve 28, and the relay valve 25 corresponds to an abnormality brake control circuit.

[0041] In this way, by providing the pressure control module 20 between the brake valve 13 and the relay valve 15, when the operation switch 51 and the passenger seat operation switch 53 are turned on, the air pressure driven command system switches from a system via the brake valve 13 to a system in which air is supplied directly from the air tank 12. Therefore, even if the air pressure signal from the brake valve 13 is not input to the relay valve 15, the brake chamber 17 can be operated to generate braking force.

[0042] Furthermore, the sub-ECU 32 acquires the detected pressures from the first pressure sensor 35 and the second pressure sensor 39 at predetermined timings. For example, when the relay valve 25 is to be maintained in a supply state, the sub-ECU 32 controls the actuation or non-actuation of the intake valve 27 and the exhaust valve 28 so that the pressure detected by the first pressure sensor 35 falls within a predetermined range. When the main ECU 31 transmits a pressure command to the sub-ECU 32 to gradually increase the pressure in order to gently stop the vehicle 10, the sub-ECU 32 determines whether the pressure detected by the second pressure sensor 39 has reached a first pressure threshold. When the sub-ECU 32 determines that the detected pressure has not reached the first pressure threshold, the sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 to maintain the relay valve 25 in a supply state. On the other hand, when the pressure detected by the second pressure sensor 39 reaches the first pressure threshold, the sub-ECU 32 deactivates the intake valve 27 and the exhaust valve 28 and shuts off the relay valve 25. Then, the sub-ECU 32 waits for the next pressure command from the main ECU 31.

[0043] Next, the procedure for the abnormality response process performed by the main ECU 31 will be described with reference to Figures 12 and 13. The process shown in Figure 12 is a process for controlling the air system, and is started when the operation switch 51 or the passenger seat operation switch 53 is operated and an operation signal transmitted from the switch is input to the main ECU 31. It is also assumed that the main ECU 31 acquires vehicle speed information from the vehicle speed sensor 55 at a predetermined timing.

[0044] 12, when an operation signal is input, the main ECU 31 determines whether the passenger seat operation switch 53 has been operated (step S1). The main ECU 31 determines whether the input operation signal is a signal from the operation switch 51 or the passenger seat operation switch 53.

[0045] When the main ECU 31 determines that the passenger seat operation switch 53 has been operated (step S1: YES), it instructs the sub-ECU 32 of the pressure required for gentle braking (step S2). Gentle braking refers to braking in which the absolute value of deceleration is relatively small or the braking time is short, and allows the vehicle to return to normal driving if the release switch 52 is operated immediately afterwards. The main ECU 31 acquires a target deceleration for gentle braking stored in its own memory, compares it with the deceleration obtained from the acquired vehicle speed information, and calculates a target air pressure. The main ECU 31 then transmits the calculated target air pressure to the sub-ECU 32 as a pressure instruction. Based on the pressure instruction, the sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 as described above (see FIG. 11).

[0046] The main ECU 31 determines whether a predetermined time has elapsed since the time when the pressure command was sent to the sub-ECU 32, the time when the vehicle 10 started to decelerate, or the time when a predetermined response signal was received from the sub-ECU 32 (step S3). This predetermined time is the time required for the driver to operate the release switch 52 if the passenger seat operation switch 53 is erroneously operated even though the driver is in a normal state. If the predetermined time has not elapsed (step S3: NO), the main ECU 31 continues gentle braking while instructing the sub-ECU 32 to adjust the air pressure according to the vehicle speed (step S2).

[0047] On the other hand, when the main ECU 31 determines that the predetermined time has elapsed (step S3: YES), it instructs the sub-ECU 32 of the pressure required for main braking (step S4). Main braking is performed to decelerate the vehicle 10 at a deceleration whose absolute value is greater than the deceleration for gentle braking, and ultimately bring the vehicle 10 to a stop. The main ECU 31 acquires a target deceleration for main braking stored in its own memory, compares it with the deceleration obtained from the acquired vehicle speed information, and calculates a target air pressure. The main ECU 31 then transmits the calculated target air pressure to the sub-ECU 32 as a pressure instruction. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction (see FIG. 11).

[0048] After performing the main braking, the main ECU 31 determines whether the emergency response has ended (step S5). The emergency response may be determined to have ended when the vehicle 10 stops and the emergency brake is activated, or when the ignition switch is turned off, or at other times. If the main ECU 31 determines that the emergency response has not ended (step S5: NO), it continues the emergency braking while instructing the sub-ECU 32 to adjust the air pressure according to the vehicle speed (step S4). If the main ECU 31 determines that the emergency response has ended (step S5: YES), it ends the emergency response processing.

[0049] Furthermore, apart from responding to an abnormality in the air system, the main ECU 31 also activates the in-vehicle device 56 and the out-vehicle device 57 at a predetermined timing, such as when the main braking starts to be performed. This notifies the occupants of the vehicle 10 that an abnormality has occurred, and also alerts other vehicles traveling around the vehicle 10.

[0050] Next, the procedure of the release process when the release switch 52 is operated will be described with reference to Fig. 13. The process shown in Fig. 13 is started when the operation switch 51 or the passenger seat operation switch 53 is operated and the operation signal is input to the main ECU 31.

[0051] 13, the main ECU 31 determines whether the release switch 52 has been operated (step S20). If the main ECU 31 determines that an operation signal has been input from the release switch 52 (step S20: YES), the main ECU 31 transmits a braking release instruction to the sub-ECU 32 (step S21). Upon receiving the release instruction, the sub-ECU 32 switches the intake valve 27 and the exhaust valve 28 to non-operated states, thereby cutting off the supply of air from the air tank 12 to the brake chamber 17.

[0052] On the other hand, if the main ECU 31 determines that an operation signal has not been input from the release switch 52 (step S20: NO), it determines whether or not the abnormality response has been completed (step S22). If the main ECU 31 determines that the abnormality response has not been completed (step S22: NO), it returns to step S20. On the other hand, if the ECU 31 determines that the abnormality response has been completed (step S22: YES), it ends the release process.

[0053] Next, the effects of this embodiment will be described. (1) Based on an abnormality signal indicating an abnormality in the driver, the sub-ECU 32 switches the pneumatic circuit 22 to a second communication state in which air is supplied from the first port P1 connected to the air tank 12 to the third port P3. Therefore, if an abnormality such as a change in the driver's physical condition occurs, air can be automatically supplied from the air tank 12 to the brake chamber 17 to generate braking force. Furthermore, regardless of whether the vehicle's brake mechanism is pneumatically driven or hydraulically driven, the pressure control module 20 can be easily retrofitted to the pneumatic brake system 11 by connecting each of the ports P1 to P3 of the pressure control module 20 to the corresponding air pipes.

[0054] (2) The pressure control module 20 includes a case 210 that houses the sub-ECU 32, and a body 211 that is provided with a first port P1, a second port P2, a third port P3, and flow paths that connect these ports and that is connected to the case 210. In other words, the pressure control module 20 is a unit that integrates the pneumatic circuit 22 and the sub-ECU 32, and therefore can be easily retrofitted to a vehicle that is already in use.

[0055] (3) The pressure control module 20 includes a main ECU 31 that acquires the vehicle speed and calculates the target pressure by comparing the deceleration obtained from the vehicle speed information with the target deceleration. The pressure control module 20 also includes a sub-ECU 32 that controls the pneumatic circuit 22 so that the pressures detected by the first pressure sensor 35 and the second pressure sensor 39 approach the target pressure. This controls the air pressure in the pneumatic circuit 22 in accordance with the target deceleration, so that by changing the target deceleration depending on the vehicle type, such as a public bus or an express bus, it is possible to implement a detailed response to an abnormality that takes into account the vehicle type, number of passengers, etc.

[0056] (4) When the passenger seat operation switch 53 is turned on, gentle braking is performed within a predetermined period after the abnormality signal is input, and after the predetermined period has elapsed, full braking with a greater deceleration is performed. As a result, even if the passenger seat operation switch 53 is operated by mistake, the abnormality response can be canceled within the predetermined period by operating the release switch 52.

[0057] (5) The pneumatic circuit 22 is provided with a double check valve 36 that switches between supplying air from the brake valve 13 to the brake chamber 17 and supplying air from the air tank 12 to the brake chamber 17. This allows the pressure control module 20 to be applied to a pneumatic brake system 11 in which a command system is configured by a pneumatic circuit. In addition, the command system of the pneumatic brake system 11 can be controlled with little power.

[0058] The above embodiment can be modified as follows: The above embodiment and the following modifications can be combined with each other within the scope of technical compatibility. In the above embodiment, the air pressure control device and air pressure circuit are applied to a vehicle 10 having a full-air brake system. However, the air pressure control device and air pressure circuit can also be applied to vehicles having other types of brake systems. As shown in FIG. 14 , the pressure control module 20 can be applied to a vehicle 10 having an air-over-hydraulic brake mechanism. In this brake mechanism, the pressure control module 20 is connected to brake boosters 100-102 via an ABS control valve 16. The brake boosters 100-102 are boosters for the front wheels, the left rear wheel, and the right rear wheel, respectively, and generate braking force at the wheels by increasing the hydraulic pressure in the hydraulic circuit using air pressure. Furthermore, as shown in FIG. 15 , the pressure control module 20 may be applied to a brake mechanism including a brake booster 103 for the front wheels, a brake booster 104 for the rear wheels, and an ABS control valve 105 provided in the hydraulic circuit. Alternatively, the air pressure control device and air pressure circuit can be applied to brake mechanisms other than those shown in FIGS. 14 and 15 .

[0059] In the above embodiment, the body 211 is made of metal, but instead, the body 211 may be made of resin. For example, while the body 211 is formed by casting, instead of or in addition to this, the body 211 may be formed by combining parts formed by pressing or cutting.

[0060] In the above embodiment, the air tank 12 is divided into three tanks, but the air tank 12 may be a single tank, or may be divided into two or four or more tanks. Furthermore, the connection relationship between the air tank 12 and the pneumatic equipment can be changed as appropriate. For example, the first port P1 of the pressure control module 20 may be connected to a tank other than the third tank 12C.

[0061] 16 to 22, the pressure control module 20 may include a case 210 made of a first case member 217 made of aluminum die-cast and a second case member 218 made of resin. The first case member 217 and a body 211 are integrally formed. The first case member 217 and the second case member 218 are connected to each other by a fastening member.

[0062] The main ECU 31 may receive an ON signal or the like from the operation switch 51, the release switch 52, and the passenger seat operation switch 53 via an in-vehicle network such as the CAN 33. As the in-vehicle network, a network other than the CAN 33, such as FlexRay (registered trademark) or Ethernet (registered trademark), may be used.

[0063] In the above embodiment, the main ECU 31 acquires vehicle speed information from the vehicle speed sensor 55. However, instead of or in addition to this, the main ECU 31 may acquire acceleration information from an acceleration sensor. In other words, the vehicle speed information is information related to the vehicle speed, and may include information representing acceleration instead of or in addition to information representing the vehicle speed itself.

[0064] In the above embodiment, the abnormality response system 50 includes the main ECU 31 that performs the functions of the first control unit and the sub-ECU 32 that performs the functions of the second control unit. Alternatively, the main ECU 31 and the sub-ECU 32 may be configured as a single ECU or a single other control circuit that has the functions of the first control unit and the functions of the second control unit. Alternatively, these functions may be distributed among three or more ECUs or three or more other control circuits.

[0065] The emergency response system 50 may be equipped with a main switch (not shown) that can turn the system functions on and off. By performing a predetermined operation on the main switch or controlling the main switch with a predetermined control device, it is possible to disable the operations of, for example, the operation switch 51, the release switch 52, and the passenger seat operation switch 53.

[0066] The pneumatic circuit 22 is configured to drive the pneumatically driven relay valve 25 by the intake valve 27 and the exhaust valve 28. Alternatively, a solenoid valve may be provided in the first supply path 23, and the first supply path 23 may be opened and closed by this solenoid valve.

[0067] The air pressure circuit 22 is provided with a double check valve 36 that switches the air supply direction depending on the air pressure. Instead of the double check valve 36, a solenoid valve that is activated and deactivated by the sub-ECU 32 may be provided. When the operation switch 51 or the passenger seat operation switch 53 is turned on, the sub-ECU 32 activates (or deactivates) the solenoid valve to switch the air supply direction.

[0068] In the above embodiment, an abnormality response is implemented by turning on the operation switch 51 and the passenger seat operation switch 53. Alternatively or additionally, a liveness detection device that detects the driver's fatigue or health condition may be used. The liveness detection device detects the driver's driving condition using one or more parameters, such as the driver's face and head position, posture, eyelids, eye gaze, pulse rate, heart rate, and body temperature. In this embodiment, the liveness detection device transmits an abnormality signal when it detects an abnormality in the driver. Alternatively, an ECU installed in the vehicle may compare vehicle conditions, such as vehicle speed and whether or not the accelerator pedal or brake pedal is operated, with road information, and transmit an abnormality signal when it detects an abnormality in driving operation.

[0069] In the above embodiment, the air pressure control device is described as being retrofitted to an in-use vehicle that controls the brake command system with air pressure, but the air pressure control device may also be retrofitted to a vehicle equipped with an EBS. Also, the air pressure control device may be installed in a new vehicle.

[0070] In the above embodiment, the tire pressure control device is described as being mounted on a vehicle such as a bus. However, the vehicle may be a truck, construction equipment, or other vehicle other than a bus. The tire pressure control device may also be mounted on other vehicles such as passenger cars and railroad cars.

[0071] Similar issues exist in new or used vehicles that control the brake mechanism with a hydraulic circuit, as driver abnormalities can occur. For this reason, the pressure control module 20 of the above embodiment may be applied to a vehicle in which the command system to the brake mechanism is hydraulically controlled. The pressure control module 20 operates in the same manner as in the above embodiment in a hydraulic circuit. In this embodiment, the brake mechanism to be controlled may be a mechanism other than the brake chamber. Note that hydraulic circuits and pneumatic circuits are examples of circuits driven by fluid pressure.

[0072] The ECUs 31 and 32 are not limited to those that perform all of their processing using software. For example, the ECUs 31 and 32 may be equipped with dedicated hardware circuits (e.g., application-specific integrated circuits (ASICs)) that perform hardware processing for at least some of the processing they perform. That is, the ECUs 31 and 32 may be configured as circuits including: 1) one or more processors that operate according to computer programs (software); 2) one or more dedicated hardware circuits that perform at least some of the various processes; or 3) a combination thereof. The processor includes a CPU and memory such as RAM and ROM, and the memory stores program code or instructions configured to cause the CPU to perform processing. The memory, i.e., computer-readable medium, includes any available medium that can be accessed by a general-purpose or special-purpose computer. [Explanation of symbols]

[0073] 10...vehicle, 11...pneumatic brake system, 12...air tank, 13...brake valve, 13A...front pressure chamber, 13B...rear pressure chamber, 13C...brake pedal, 14A...protection valve, 14B...air horn device, 15...relay valve, 16...ABS control valve, 17...brake chamber, 18...air piping, 20...pressure control module, 21...case, 21A...port connection, 21D...protrusion, 22...pneumatic circuit, 23...first supply path, 24A...front signal supply path, 24B...rear signal supply path, 25...relay valve, 25A...exhaust port, 25B...pilot port, 26...branch path, 27...intake valve, 27A... Wiring, 28...exhaust valve, 28A...wiring, 29...signal supply path, 30...third supply path, 31...main ECU, 32...sub ECU, 33...CAN, 35...first pressure sensor, 36, 36A, 36B...double check valve, 37...front air supply path, 38...front air supply path, 39...second pressure sensor, 39...pressure sensor, 50...abnormality response system, 51...operation switch, 52...release switch, 53...passenger seat operation switch, 55...vehicle speed sensor, 56...interior device, 57...exterior device, 58...exhaust section, 100-104...brake booster, 105...ABS control valve, P1...first port, P2...second port, P3...third port.

Claims

1. In a vehicle brake control system, a brake control circuit that controls a brake drive unit that applies a braking force to the wheels based on a brake operation by a driver; a detection unit that detects an abnormality in the driver; an abnormality brake control circuit that controls the brake drive unit when an abnormality occurs with the driver and includes a circuit separate from the brake control circuit; a control unit that activates the abnormality brake control circuit so that the vehicle decelerates at a predetermined deceleration based on an abnormality signal that indicates an abnormality in the driver output from the detection unit, The control unit outputs an instruction signal to an alarm device when the emergency response system is activated, the notification device includes an accelerator interlock mechanism that is provided in a passenger compartment of the vehicle and that disables operation of an accelerator pedal, The control unit activates the accelerator interlock mechanism when the emergency response system is activated. Brake control system.

2. the notification device includes a notification buzzer, a notification lamp, or both, which are provided in a passenger compartment of the vehicle; When the emergency response system is activated, the control unit outputs a sound from the alarm buzzer, lights up or flashes the alarm lamp, or performs both of these. The brake control system of claim 1 .

3. The notification device includes an air horn device, a hazard lamp, and a brake lamp, which are provided outside the passenger compartment of the vehicle, When the emergency response system is activated, the control unit supplies air to the air horn device to generate a warning sound, and turns on or flashes the hazard lamps and the brake lamps.

3. A brake control system according to claim 1 or 2.

4. The control unit activates the alarm device after a predetermined time has elapsed since the emergency response system was activated. The brake control system according to any one of claims 1 to 3.

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