JP7547482B2 - Brake control device and brake control system - Google Patents

Description

The present invention relates to a brake control device and a brake control system.

Guidelines have been established for an Emergency Driving Stop System (EDSS) that stops the vehicle on behalf of the driver as an emergency measure when the driver (operator) 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). In addition, various brake systems, etc. have been proposed in accordance with these guidelines.

Basic Design Document for Driver Abnormality Response System (Deceleration and Stop Type), March 2016, Ministry of Land, Infrastructure, Transport and Tourism, Road Transport Bureau, Advanced Safety Vehicle Promotion Study Group

In a driver abnormality response system, when the driver is no longer able to continue driving safely, the system can only stop the vehicle through operation by the driver or a passenger other than the driver. In other words, when the driver is no longer able to continue driving safely, people outside the vehicle can only avoid the vehicle, but cannot stop it.

The present invention has been made in consideration of these circumstances, and its purpose is to provide a brake control device and brake control system that allows a person outside the vehicle to stop the vehicle.

The brake control device that solves the above problem is a brake control device that controls a brake mechanism that brakes a vehicle to brake and stop the vehicle, and is equipped with a judgment unit that judges whether to brake and stop the vehicle when an external operation unit provided outside the vehicle is operated, and a control unit that controls the brake mechanism to stop the vehicle when the judgment unit judges that the vehicle should be stopped.

According to the above configuration, when the external operation unit is operated by a person outside the vehicle, the determination unit determines whether to brake the vehicle and then controls the brake mechanism to stop the vehicle. Therefore, when it is necessary to stop the vehicle, a person outside the vehicle can stop the vehicle.

With regard to the above brake control device, it is preferable that the judgment unit judges that the vehicle should be braked to stop when the vehicle speed is below a predetermined speed.

With regard to the above brake control device, it is preferable that the judgment unit judges that the vehicle should be braked to stop when the acceleration of the vehicle is equal to or less than a predetermined acceleration.

In the above brake control device, it is preferable that the external operation unit is provided at least on the front and rear of the vehicle, and the judgment unit judges not to brake the vehicle when the external operation unit that is not located closer to the direction of travel of the vehicle is operated.

In the above brake control device, it is preferable that the external operation unit is provided on at least one of the left and right sides of the vehicle, and the judgment unit judges that the vehicle should be braked and stopped when the external operation unit located on the steering direction side of the vehicle is operated.

With regard to the above brake control device, it is preferable that the external operation unit is provided at least on the front and rear of the vehicle and is equipped with an operation unit that stops operation of the external operation unit that is not located closer to the direction of travel of the vehicle.

In the above brake control device, it is preferable that the external operation unit is also provided on at least one of the left and right sides of the vehicle, and the actuation unit actuates the external operation unit located on the steering direction side of the vehicle.

It is preferable that the above brake control device is provided with an operating unit that displays a display unit indicating the presence of the external operation unit when the external operation unit is active.

Regarding the above brake control device, it is preferable that the brake mechanism is an air brake actuated by air pressure, and the control unit controls the air brake by maintaining a target brake pressure to achieve a desired deceleration until the vehicle stops.

The brake control device that solves the above problem is a brake control device that controls an air brake that is driven by air pressure to brake the vehicle and stops the vehicle, and is equipped with a judgment unit that is provided outside the vehicle and judges that the vehicle should be braked to stop when an external operation unit located toward the vehicle's direction of travel is operated and when at least one of the vehicle's speed being equal to or lower than a predetermined speed and its acceleration being equal to or lower than a predetermined acceleration is satisfied, and a control unit that controls the air brake to stop the vehicle when the judgment unit judges that the vehicle should be stopped.

According to the above configuration, when the external operation unit is operated by a person outside the vehicle, the determination unit determines whether to brake the vehicle based on at least one of the vehicle's speed and acceleration and the vehicle's traveling direction, and then controls the air brake to stop the vehicle. Therefore, when it is necessary to stop the vehicle, a person outside the vehicle can stop the vehicle.

The brake control system that solves the above problem is a brake control system that controls an air brake that is driven by air pressure to brake the vehicle and brakes the vehicle to stop the vehicle, and has a first port that connects to an air tank of the vehicle, a second port that connects to a brake valve that outputs an air pressure signal when the brakes are operated, and a third port that connects to a brake mechanism that applies a braking force to the wheels by controlling an electromagnetic valve based on the air pressure signal, and is equipped with an air pressure circuit that switches 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, a judgment unit that judges whether to brake the vehicle to a stop when an external operation unit provided outside the vehicle is operated, and a control unit that controls the electromagnetic valve of the air pressure circuit to stop the vehicle when the judgment unit judges that the vehicle should be stopped.

According to the above configuration, when the external operation unit is operated by a person outside the vehicle, the judgment unit judges whether to brake the vehicle and then controls the air brake to stop the vehicle. Therefore, when it is necessary to stop the vehicle, a person outside the vehicle can stop the vehicle.

The present invention allows a person outside the vehicle to stop the vehicle.

1 is a schematic diagram showing an overall configuration of a pneumatic brake system in a first embodiment of a brake control system; 2 is a schematic diagram of the brake control system according to the embodiment; FIG. 4 is a circuit diagram of the pneumatic circuit of the embodiment, showing a first communication state in which the brake valve and the brake mechanism are communicated with each other; FIG. 4 is a circuit diagram of the pneumatic circuit of the embodiment, showing a second communication state in which the air tank and the brake mechanism are communicated with each other. 4A and 4B are diagrams showing the position of an external operation unit installed in a vehicle equipped with the brake control system of the embodiment, in which FIG. 4A shows the front of the vehicle, and FIG. 4B shows the left side of the vehicle. 4 is a flowchart showing an abnormality response process of the brake control system according to the embodiment. 4 is a flowchart showing an abnormality response process of the brake control system according to the embodiment. 4 is a flowchart showing a release process of the brake control system according to the embodiment. 13A to 13F are plan views showing an external detection unit installed in a vehicle equipped with a brake control system of a second embodiment, and show the relationship between the driving direction and steering direction and the operation of the external operation unit. 4 is a flowchart showing an abnormality response process of the brake control system according to the embodiment. 13 is a flowchart showing an abnormality response process of a brake control system according to a third embodiment.

First Embodiment
A first embodiment of a brake control device and a brake control system will be described below with reference to Figures 1 to 8. The brake control system is a driver abnormality response system that is retrofitted to a pneumatic brake system mounted on a bus. The brake control device is retrofitted by adding a control program related to the driver abnormality response system to an existing control device.

As shown in FIG. 1, the pneumatic brake system 11 mounted on the vehicle 10 is a full air brake system that pneumatically controls the command system of the brake mechanism and has an air-driven brake mechanism. The pneumatic brake system 11 is equipped with 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 is a tank that stores compressed air for applying a braking force to the front wheels of the vehicle 10. The second tank 12B is a tank that stores compressed air for applying a braking force to the rear wheels. The third tank 12C is a tank that stores compressed air used for other purposes. The first tank 12A and the second tank 12B are connected to the front pressure chamber 13A and the rear pressure chamber 13B of the brake valve 13. In addition, the first tank 12A and the second tank 12B are connected to an air horn device 14B via a protection valve 14A.

The brake valve 13 is also connected to the relay valve 15 via an air pipe 18. When the brake pedal 13C of the brake valve 13 is operated by the driver, an air pressure signal is output from the brake valve 13 to the relay valve 15. The relay valve 15 is also connected to the air tank 12 via an air pipe (not shown). When the relay valve 15 receives an air pressure signal from the brake valve 13, 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 the brake chamber 17 via an ABS (Anti-lock Brake System) control valve 16. The brake chamber 17 generates a braking force on the wheels by the air being supplied to it. The ABS control valve 16 and the brake chamber 17 constitute an air pressure-driven brake mechanism.

The pneumatic brake system 11 of a vehicle in use (existing vehicle) 10 is equipped with an emergency driving stop system (EDSS) that stops the vehicle 10 by the operation of a passenger other than the driver when an abnormality occurs in the driver. In the emergency driving stop system, 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 the brake valve 13, and a third port P3 that connects to the brake mechanism including the relay valve 15. Since the pressure control module 20 is provided between the brake valve 13 and the relay valve 15, it can also be installed in a pneumatic brake system 11 that has a brake mechanism other than an air pressure drive type.

The pneumatic circuit of the pressure control module 20 will be described in detail with reference to Figure 2. 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 the main ECU 31, constitutes the driver abnormality response system 50.

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

When the operation switch 51 is turned on, the main ECU 31 receives a stop signal transmitted from the operation switch 51 to bring the vehicle 10 to an emergency stop. When the release switch 52 is turned on, the main ECU 31 receives a release signal transmitted from the release switch 52. 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. The operation switch 51 and the release switch 52 are push button switches. When the operation switch 51 is turned on, the driver abnormality response system 50 is activated. The release switch 52 is a switch for stopping the operation of the driver abnormality response system 50 if it is activated by mistake. When the operation switch 51 is turned on, the main ECU 31 controls the pneumatic brake system 11 to perform main braking. Main braking is braking for decelerating the vehicle 10 at a deceleration whose absolute value is greater than that of gentle braking, and finally stopping the vehicle 10. Gentle braking is braking in which the absolute value of deceleration is relatively small, or braking for a short period of time during which the brakes are applied, and which makes it possible to return to normal driving if the release switch 52 is operated immediately after the operation switch 51 is turned on.

When the passenger seat operation switch 53 is turned on, the main ECU 31 receives a stop signal transmitted from the passenger seat operation switch 53. The passenger seat operation switch 53 is a switch that is intended to be operated by a passenger other than the driver. A plurality of passenger seat operation switches 53 are provided in positions other than the driver's seat and in positions that can be operated by passengers other than the driver. The passenger seat operation switch 53 is a push button switch. When the passenger seat operation switch 53 is turned on, the main ECU 31 controls the pneumatic brake system 11 to perform gentle braking. Note that the driver abnormality response by the operation switch 51 and the passenger seat operation switch 53 is intended for driving at high speeds such as on expressways to low speeds including on general roads.

In addition, the main ECU 31 receives operation signals transmitted from at least one of the front external operation switch 71, rear external operation switch 72, left external operation switch 73, and right external operation switch 74 provided on the outside of the vehicle 10 when these switches are turned on. The front external operation switch 71, rear external operation switch 72, left external operation switch 73, and right external operation switch 74 are external operation units intended to be operated by people outside the vehicle, and are provided in positions where they can be operated by people outside the vehicle. The front external operation switch 71, rear external operation switch 72, left external operation switch 73, and right external operation switch 74 are push button switches.

As shown in Figures 5(a) and 5(b), the front external operation switch 71 is provided at the bottom center of the front of the vehicle 10. The rear external operation switch 72 is provided at the bottom center of the rear of the vehicle 10. The left external operation switch 73 and the right external operation switch 74 are provided at the bottom center of each side of the vehicle 10.

2, the main ECU 31 includes a determination unit 31A that determines whether to brake and stop the vehicle 10 based on the detection of the front external operation switch 71, the rear external operation switch 72, the left external operation switch 73, and the right external operation switch 74. The main ECU 31 includes a control unit 31B that controls the pneumatic brake system 11 to stop the vehicle 10 when the determination unit 31A determines that the vehicle 10 should be stopped. The determination unit 31A obtains speed information from the speed sensor 55 via the CAN 33 and obtains acceleration from the speed information. The determination unit 31A brakes and stops the vehicle 10 on the condition that the speed of the vehicle 10 is equal to or lower than a predetermined speed (e.g., 30 km/h) and the acceleration of the vehicle 10 is equal to or lower than a predetermined acceleration, in addition to the detection of the front external operation switch 71, the rear external operation switch 72, the left external operation switch 73, and the right external operation switch 74. The predetermined speed and the predetermined acceleration are stored in the memory unit 31C. The driver abnormality response using the front exterior operation switch 71, the rear exterior operation switch 72, the left exterior operation switch 73, and the right exterior operation switch 74 is intended for when the vehicle is running at low speed or when the vehicle has started moving.

The front outside operation switch 71, the rear outside operation switch 72, the left outside operation switch 73, and the right outside operation switch 74 are provided with a front display unit 71A, a rear display unit 72A, a left display unit 73A, and a right display unit 74A, respectively, that guide the outside operation switch. The front display unit 71A, the rear display unit 72A, the left display unit 73A, and the right display unit 74A are outside display units that light up when operation is valid to indicate the presence of the outside operation switch. The front display unit 71A, the rear display unit 72A, the left display unit 73A, and the right display unit 74A are LEDs. The main ECU 31 is provided with an operation unit 31D that operates the front display unit 71A, the rear display unit 72A, the left display unit 73A, and the right display unit 74A. The operation unit 31D lights up the front display unit 71A, the rear display unit 72A, the left display unit 73A, and the right display unit 74A when the speed of the vehicle 10 is below a predetermined speed and the acceleration of the vehicle 10 is below a predetermined acceleration.

When the driver abnormality response system 50 starts to operate, the main ECU 31 instructs the sub ECU 32 on the target brake pressure of the pneumatic brake system 11 so that the deceleration obtained from the current driving speed of the vehicle 10 approaches the target deceleration, which is a target value. This target deceleration can be changed by updating the data stored in the memory unit 31C of the main ECU 31. For example, when the vehicle 10 is a public bus, it is assumed that there will be passengers standing inside the vehicle, so the absolute value of the target deceleration is made small. Also, when the vehicle 10 is an express bus in which all passengers are seated, the absolute value of the target deceleration may be made larger than that of a public bus. It is also possible to change the target deceleration depending on the weight and length of the vehicle 10.

Furthermore, when the driver abnormality response system 50 is activated, the main ECU 31 outputs an instruction signal to the in-vehicle device 56 and the outside-vehicle device 57. The in-vehicle device 56 is, for example, an accelerator interlock mechanism that disables the operation of the accelerator pedal. The main ECU 31 activates the accelerator interlock mechanism when an abnormality occurs. In addition, the in-vehicle device 56 may be an alarm buzzer provided in the vehicle cabin, an alarm lamp provided in the vehicle cabin, etc. For example, when an abnormality occurs, the main ECU 31 outputs a sound from the alarm buzzer and turns on or blinks the alarm lamp. The outside-vehicle device 57 is, for example, an air horn device 14B, a hazard lamp, a brake lamp, etc. For example, when an abnormality occurs, the main ECU 31 drives the protection valve 14A shown in FIG. 1, etc., supplies air to the air horn device 14B to generate an alarm sound, and turns on or blinks the hazard lamp and the brake lamp.

The sub-ECU 32 is housed in 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 chamber 17 provided on the front wheel, and a rear air supply passage 38 that connects to the brake chamber 17 provided on the rear wheel.

A relay valve 25 is connected to the first supply path 23. The relay valve 25 has an exhaust port 25A, which is connected to an exhaust section 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 first supply path 23 is blocked and the exhaust state is established 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, the downstream side of the relay valve 25 in the first supply path 23 is connected to the exhaust section 58, and the compressed air downstream of the relay valve 25 in the first supply path 23 is discharged to a predetermined pressure such as atmospheric pressure.

On the other hand, when the air pressure applied from the branch passage 26 to the pilot port 25B reaches a driving pressure greater than a predetermined pressure such as atmospheric pressure, the relay valve 25 enters a supply state in which the first supply passage 23 is connected against the biasing force of a biasing spring or the like. When the relay valve 25 enters the supply state, air is supplied from the air tank 12 to the front air supply passage 37 and the rear air supply passage 38. When the relay valve 25 enters the supply state, the first supply passage 23 is connected to the front air supply passage 37 and the rear air supply passage 38. In addition, when the pressure on the outlet side (secondary side) becomes excessively high, the relay valve 25 cuts off the connection state of the first supply passage 23 and enters an exhaust state.

One end of the branch path 26 is connected to the first supply path 23, and the other end is connected to the exhaust section 58. An intake valve 27 and an exhaust valve 28 are provided in the middle of the branch path 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 (closer to the air tank 12) of the exhaust valve 28 in the branch path 26. The operation of the intake valve 27 is switched by turning on and off the power (driven/non-driven) from the sub-ECU 32 via the wiring 27A. The intake valve 27 is in a closed position that closes the branch path 26 when the power is turned off and in a non-driven state. The intake valve 27 is in an open position that opens the branch path 26 when the power is turned on and in a driven state.

The exhaust valve 28 is an electromagnetic valve whose operation is switched by turning on and off (driven/non-driven) the power from the sub-ECU 32 via the wiring 28A. When the exhaust valve 28 is in the non-driven state with the power turned off, it is in the open position that communicates with the branch path 26. When the exhaust valve 28 is in the driven state with the power turned on, it is in the closed position that closes the branch path 26. In other words, when the intake valve 27 is in the closed position with the intake valve 27 in the non-driven state, the exhaust valve 28 opens the downstream side of the intake valve 27 and the signal supply path 29 to the atmosphere. When the exhaust valve 28 is in the driven state, it makes the upstream side of the intake valve 27 in the branch path 26 and the upstream side of the relay valve 25 in the first supply path 23 atmospheric pressure.

In addition, 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 between the intake valve 27 and the exhaust valve 28. The first pressure sensor 35 detects the pressure between the intake valve 27 and the exhaust valve 28 in the branch path 26 and outputs the pressure to the sub-ECU 32.

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. One double check valve 36A is connected to the third supply passage 30, the front signal supply passage 24A connected to the front pressure chamber 13A of the brake valve 13, and the front air supply passage 37 for generating braking force on the front wheels. This double check valve 36A allows the supply of compressed air from the third supply passage 30 or the front signal supply passage 24A, whichever has the higher pressure, and blocks the supply of compressed air from the lower pressure. A second pressure sensor 39 is connected to the front air supply passage 37. The second pressure sensor 39 outputs the detected pressure to the sub-ECU 32.

The other double check valve 36B is connected to the third supply line 30, the rear signal supply line 24B that connects to the rear pressure chamber 13B of the brake valve 13, and the rear air supply line 38 that applies braking force to the rear wheels. This double check valve 36B allows the supply of compressed air from either the third supply line 30 or the rear signal supply line 24B, whichever has the higher pressure, and blocks the supply of compressed air from the one with the lower pressure.

Next, the operation of the pressure control module 20 will be described with reference to Figures 3 and 4. Figure 3 shows the air pressure circuit 22 when the operation switch 51, the passenger seat operation switch 53, the front exterior operation switch 71, the rear exterior operation switch 72, the left exterior operation switch 73, and the right exterior operation switch 74 are not turned on.

3, when the operation switch 51, the passenger seat operation switch 53, the front outside operation switch 71, the rear outside operation switch 72, the left outside operation switch 73, and the right outside operation switch 74 are not turned on, the sub-ECU 32 deactivates the intake valve 27 and the exhaust valve 28. In this case, the intake valve 27 is in the closed position, and the exhaust valve 28 is in the open position. As a result, the 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 becomes an exhaust state. When the relay valve 25 becomes an exhaust state, the compressed air downstream of the relay valve 25 in the third supply path 30 and the first supply path 23 is discharged from the exhaust section 58, and 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 that in the third supply path 30, and the double check valves 36A and 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. Then, the front signal supply path 24A and the rear signal supply path 24B supply air pressure signals to the front air supply path 37 and the rear air supply path 38. As a result, a large amount of compressed air is supplied from the air tank 12 to the relay valve 15 by supplying the air pressure signal to the relay valve 15. When the relay valve 15 supplies compressed air to the brake chamber 17, a 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.

4 shows the air pressure circuit 22 when at least one of the operation switch 51, the passenger seat operation switch 53, the front outside operation switch 71, the rear outside operation switch 72, the left outside operation switch 73, and the right outside operation switch 74 is turned on. When at least one of the operation switch 51, the passenger seat operation switch 53, the front outside operation switch 71, the rear outside operation switch 72, the left outside operation switch 73, and the right outside operation switch 74 is turned on, the sub-ECU 32 receives a pressure instruction transmitted from the main ECU 31. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the pressure instruction. As a result, the intake valve 27 is in the open position and the exhaust valve 28 is in the closed position. The compressed air in the air tank 12 is supplied to the branch 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.

When compressed air is supplied to the third supply path 30, the pressure in the third supply path 30 becomes higher than 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 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, exhaust valve 28, and relay valve 25 corresponds to an abnormality brake control circuit.

In this way, by providing the pressure control module 20 between the brake valve 13 and the relay valve 15, when at least one of the operation switch 51, passenger seat operation switch 53, front exterior operation switch 71, rear exterior operation switch 72, left exterior operation switch 73, and right exterior operation switch 74 is 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 an air pressure signal is not received from the brake valve 13, the brake chamber 17 can be operated to generate braking force.

In addition, the sub-ECU 32 acquires the detected pressure from the first pressure sensor 35 and the second pressure sensor 39 at a predetermined timing. For example, when the relay valve 25 is to be maintained in a supply state, the sub-ECU 32 drives or deactivates the intake valve 27 and the exhaust valve 28 so that the pressure detected by the first pressure sensor 35 is within a predetermined range. In addition, when the main ECU 31 transmits a pressure instruction to the sub-ECU 32 to increase the pressure stepwise to gently stop the vehicle 10, the sub-ECU 32 determines whether the pressure detected by the second pressure sensor 39 has reached the first pressure threshold. When the sub-ECU 32 determines that the detected pressure has not reached the first pressure threshold, 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 instruction from the main ECU 31.

Next, the procedure for the abnormality response process performed by the main ECU 31 will be described with reference to Figures 6 to 8. The process shown in Figure 6 is a process for controlling the air system, which is started when the operation switch 51 or the passenger seat operation switch 53 is operated and the main ECU 31 receives a stop signal transmitted from these switches. It is also assumed that the main ECU 31 acquires speed information from the speed sensor 55 at a predetermined timing.

6, when the main ECU 31 receives a stop signal, it determines whether the passenger seat operation switch 53 has been operated (step S11). That is, the main ECU 31 determines whether the received stop signal is a signal from the operation switch 51 or the passenger seat operation switch 53. Then, when the main ECU 31 determines that the operation switch 51 has been operated (step S11: NO), it proceeds to step S14.

On the other hand, when the main ECU 31 determines that the passenger seat operation switch 53 has been operated (step S11: YES), it instructs the sub-ECU 32 of the target brake pressure required for gentle braking (step S12). The main ECU 31 transmits the target brake pressure for achieving the target deceleration for gentle braking stored in its own memory unit 31C to the sub-ECU 32. Based on the target brake pressure instruction, the sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 as described above (see FIG. 4).

The main ECU 31 determines whether a predetermined time has elapsed since the target brake pressure was transmitted to the sub ECU 32, the vehicle 10 started to decelerate, or a predetermined response signal was received from the sub ECU 32 (step S13). This predetermined time is the time required for the driver to operate the release switch 52 if the driver erroneously operates the passenger seat operation switch 53 despite being in a normal state. If the predetermined time has not elapsed (step S13: NO), the main ECU 31 continues gentle braking while instructing the sub ECU 32 of the target brake pressure (step S12).

On the other hand, when the main ECU 31 determines that the predetermined time has elapsed (step S13: YES), it instructs the sub-ECU 32 of the pressure required for main braking (step S14). The main ECU 31 transmits to the sub-ECU 32 the target brake pressure for achieving the target deceleration for main braking stored in its own memory unit 31C. The control unit 31B maintains the target brake pressure until the vehicle 10 stops. The sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 based on the target brake pressure instruction from the main ECU 31 (see FIG. 4).

When the main ECU 31 executes the main braking, it determines whether the emergency response has ended (step S15). The emergency response may be determined to have ended when the vehicle 10 stops and the parking 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 S15: NO), it continues the main braking while instructing the sub-ECU 32 of the target brake pressure (step S14). If the main ECU 31 determines that the emergency response has ended (step S15: YES), it ends the emergency response process.

In addition to responding to abnormalities in the air system, the main ECU 31 also activates the in-vehicle device 56 and the exterior device 57 at a predetermined timing, such as the timing to start executing the main braking. This notifies the occupants of the vehicle 10 that an abnormality has occurred, and also alerts other vehicles traveling around the vehicle 10.

Next, referring to FIG. 7, the procedure of the abnormality response process performed by the main ECU 31 will be described. The process shown in FIG. 7 is a process for controlling the air system, and is started when at least one of the front external operation switch 71, the rear external operation switch 72, the left external operation switch 73, and the right external operation switch 74 is operated and the main ECU 31 receives a stop signal transmitted from the switch. In addition, it is assumed that the main ECU 31 acquires speed information from the speed sensor 55 at a predetermined timing. Note that the front display unit 71A, the rear display unit 72A, the left display unit 73A, and the right display unit 74A are lit up when the speed of the vehicle 10 is equal to or lower than a predetermined speed and the acceleration of the vehicle 10 is equal to or lower than a predetermined acceleration, thereby indicating the presence of the external operation switch. For example, when the vehicle 10 starts moving while stopped at an intersection with a red light and the light is still red, or when the vehicle 10 starts moving while stopped at a pedestrian crossing and people are still walking on the pedestrian crossing, a person outside the vehicle 10 operates any one of the front external operation switch 71, the rear external operation switch 72, the left external operation switch 73, and the right external operation switch 74. In this case, the vehicle 10 starts moving from a stopped state, so the speed of the vehicle 10 is equal to or lower than a predetermined speed and the acceleration of the vehicle 10 is equal to or lower than a predetermined acceleration, and therefore the front display unit 71A, the rear display unit 72A, the left display unit 73A, and the right display unit 74A are lit up.

As shown in Figure 7, when the main ECU 31 receives a stop signal, it determines whether the front exterior operation switch 71 and rear exterior operation switch 72 stop signal is a signal from the front exterior operation switch 71, rear exterior operation switch 72, left exterior operation switch 73, and right exterior operation switch 74. If the main ECU 31 determines that the operation switch 51 or passenger seat operation switch 53 has been operated (step S21: NO), it proceeds to step S21 and waits until an exterior operation switch is operated. The main ECU 31 performs processing from step S11 in Figure 6 onwards.

On the other hand, when the main ECU 31 determines that at least one of the front external operation switch 71, the rear external operation switch 72, the left external operation switch 73, and the right external operation switch 74 has been operated (step S21: YES), it determines whether the speed of the vehicle 10 is equal to or lower than a predetermined speed (step S22). That is, the judgment unit 31A judges whether the vehicle 10 is traveling at a low speed equal to or lower than the predetermined speed. Then, when the judgment unit 31A determines that the speed of the vehicle 10 is higher than the predetermined speed (step S22: NO), it proceeds to step S21 and waits until an external operation switch is operated.

On the other hand, when the judgment unit 31A determines that the speed of the vehicle 10 is equal to or lower than the predetermined speed (step S22: YES), it judges whether the acceleration of the vehicle 10 is equal to or lower than the predetermined acceleration (step S23). That is, the judgment unit 31A judges whether the vehicle 10 is in a traveling state where the acceleration is equal to or lower than the predetermined acceleration at which the impact when braking the vehicle 10 is suppressed to a certain degree. Then, when the judgment unit 31A determines that the acceleration of the vehicle 10 is higher than the predetermined acceleration (step S23: NO), it transitions to step S21 and waits until the external operation switch is operated.

On the other hand, when the judgment unit 31A judges that the acceleration of the vehicle 10 is equal to or lower than the predetermined acceleration (step S23: YES), it instructs the sub-ECU 32 of the target brake pressure required for braking (step S24). The main ECU 31 transmits the target brake pressure to the sub-ECU 32 to achieve the target deceleration for braking stored in its own memory unit 31C so that the deceleration obtained from the current traveling speed of the vehicle 10 approaches the target deceleration. The control unit 31B maintains the target brake pressure until the vehicle 10 stops. Based on the target brake pressure instruction, the sub-ECU 32 drives the intake valve 27 and the exhaust valve 28 as described above (see FIG. 4).

Next, the main ECU 31 determines whether the abnormality response has ended (step S25). The judgment unit 31A may determine that the abnormality response has ended when the vehicle 10 stops and the parking brake is activated, or when the ignition switch is turned off, or at other times. If the main ECU 31 determines that the abnormality response has not ended (step S25: NO), it continues braking while instructing the sub-ECU 32 of the target brake pressure (step S24). If the main ECU 31 determines that the abnormality response has ended (step S25: YES), it ends the abnormality response process.

In addition to responding to abnormalities in the air system, the main ECU 31 also activates the in-vehicle device 56 and the exterior device 57 at a predetermined timing, such as when braking begins. This notifies the occupants of the vehicle 10 that an abnormality has occurred, and also alerts other vehicles traveling around the vehicle 10.

Next, the procedure for the release process when the release switch 52 is operated will be described with reference to Figure 8. The process shown in Figure 8 is initiated when at least one of the operation switch 51, passenger seat operation switch 53, front exterior operation switch 71, rear exterior operation switch 72, left exterior operation switch 73, and right exterior operation switch 74 is operated and the main ECU 31 receives a stop signal.

8, the main ECU 31 determines whether or not the release switch 52 has been operated (step S31). That is, the main ECU 31 determines whether or not a release signal has been received from the release switch 52. Then, when the main ECU 31 determines that a release signal has not been received from the release switch 52 (step S31: NO), the main ECU 31 proceeds to step S33.

On the other hand, when the main ECU 31 determines that it has received a release signal from the release switch 52 (step S31: YES), it transmits a braking release instruction to the sub-ECU 32 (step S32). The sub-ECU 32 that has received the release instruction deactivates the intake valve 27 and the exhaust valve 28, and cuts off the supply of air from the air tank 12 to the brake chamber 17.

Next, the main ECU 31 determines whether the abnormality response has been completed (step S33). If the main ECU 31 determines that the abnormality response has not been completed (step S33: YES), the main ECU 31 proceeds to step S31. On the other hand, if the main ECU 31 determines that the abnormality response has been completed (step S33: YES), the main ECU 31 ends the release process.

Next, the effects of the first embodiment will be explained.

(1) When a person outside the vehicle 10 operates the front external operation switch 71, the rear external operation switch 72, the left external operation switch 73, or the right external operation switch 74, the judgment unit 31A judges whether to brake the vehicle 10 and then controls the pneumatic brake system 11 to stop the vehicle 10. For this reason, for example, when the vehicle 10 starts moving despite the red light being still on while stopped at an intersection, or when the vehicle 10 starts moving despite people still walking on the pedestrian crossing while stopped at a pedestrian crossing, the person outside the vehicle 10 can stop the vehicle 10 by operating any of the front external operation switch 71, the rear external operation switch 72, the left external operation switch 73, or the right external operation switch 74.

(2) By braking the vehicle 10 when the speed of the vehicle 10 is equal to or lower than a predetermined speed, it is possible to prevent braking by a person outside the vehicle 10 when the vehicle 10 is traveling at a speed higher than the predetermined speed. Therefore, it is possible to exclude the front external operation switch 71, the rear external operation switch 72, the left external operation switch 73, and the right external operation switch 74 from being operated as a prank or the like.

(3) It is possible to prevent braking by a person outside the vehicle 10 when the acceleration of the vehicle 10 is equal to or lower than a predetermined acceleration. This makes it possible to prevent occupants from falling over due to sudden braking.

(4) The presence of the active front exterior operation switch 71, rear exterior operation switch 72, left exterior operation switch 73, and right exterior operation switch 74 is indicated by the front display unit 71A, rear display unit 72A, left display unit 73A, and right display unit 74A. Therefore, a person outside the vehicle can recognize and operate the active exterior operation switch.

(5) By maintaining the pneumatic brake system 11 at the target brake pressure until the vehicle 10 stops, the vehicle 10 can be reliably stopped when the front external operation switch 71, the rear external operation switch 72, the left external operation switch 73, and the right external operation switch 74 are operated.

Second Embodiment
A brake control device and a brake control system according to a second embodiment will be described below with reference to Figures 2 and 9(a) to 10. The brake control system of this embodiment differs from the first embodiment in that the determination unit makes a determination according to the traveling direction of the vehicle. The following description will focus on the differences from the first embodiment.

As shown in FIG. 2, the main ECU 31 obtains shift information from the transmission's shift device 61 via the CAN 33, and obtains steering angle as steering information from the steering device 62. The judgment unit 31A judges the driving direction of the vehicle 10, whether it is moving forward or backward, from the shift information. The judgment unit 31A also judges the steering direction of the vehicle 10 from the steering angle. The judgment unit 31A judges that the vehicle is being steered to the right when it is steered to the right by more than a specified right steering angle, and judges that the vehicle is being steered to the left when it is steered to the left by more than a specified left steering angle. The judgment unit 31A then judges the traveling direction of the vehicle 10 based on the driving direction and steering direction of the vehicle 10.

The judgment unit 31A judges that the vehicle 10 should be braked and stopped when the front external operation switch 71, rear external operation switch 72, left external operation switch 73, and right external operation switch 74 located closer to the traveling direction of the vehicle 10 are operated. That is, only the detection result of the external operation switch operated by a person outside the vehicle closer to the traveling direction of the vehicle 10, in other words, a person who is facing a danger from the vehicle 10 approaching, can be adopted. In other words, the judgment unit 31A judges that the vehicle 10 should not be braked when the front external operation switch 71, rear external operation switch 72, left external operation switch 73, and right external operation switch 74 that are not located closer to the traveling direction of the vehicle 10 are operated. In this way, it is possible to exclude the operation of the external operation switch that is not located closer to the traveling direction of the vehicle 10, and it is possible to prevent braking due to mischief or erroneous operation.

9(a), when the vehicle 10 is traveling forward and there is no steering, the judgment unit 31A turns on the front display unit 71A of the front external operation switch 71 located in front of the vehicle 10. At this time, the judgment unit 31A makes a judgment based only on the detection result of the front external operation switch 71.

9(b), when the vehicle 10 is traveling in reverse and is not being steered, the judgment unit 31A turns on the rear display unit 72A of the rear external operation switch 72 located at the rear of the vehicle 10. At this time, the judgment unit 31A makes a judgment based only on the detection result of the rear external operation switch 72.

9(c), when the vehicle 10 is traveling forward and the steering direction is left, the judgment unit 31A lights up the front display unit 71A of the front external operation switch 71 and the left display unit 73A of the left external operation switch 73 located in the front and left side of the vehicle 10. At this time, the judgment unit 31A makes a judgment based only on the detection results of the front external operation switch 71 and the left external operation switch 73.

9(d), when the vehicle 10 is traveling backward and the steering direction is left, the judgment unit 31A lights up the rear display unit 72A of the rear external operation switch 72 and the left display unit 73A of the left external operation switch 73 located at the rear and left side of the vehicle 10. At this time, the judgment unit 31A makes a judgment based only on the detection results of the rear external operation switch 72 and the left external operation switch 73.

9(e), when the vehicle 10 is traveling forward and the steering direction is right, the judgment unit 31A lights up the front display unit 71A of the front external operation switch 71 and the right display unit 74A of the right external operation switch 74 located in the front and right sides of the vehicle 10. At this time, the judgment unit 31A makes a judgment based only on the detection results of the front external operation switch 71 and the right external operation switch 74.

9(f), when the vehicle 10 is traveling backward and the steering direction is right, the judgment unit 31A lights up the rear display unit 72A of the rear external operation switch 72 and the right display unit 74A of the right external operation switch 74 located at the rear and right side of the vehicle 10. At this time, the judgment unit 31A makes a judgment based only on the detection results of the rear external operation switch 72 and the right external operation switch 74.

Next, referring to FIG. 10, the procedure of the process performed by the main ECU 31 in response to an abnormality will be described. The process shown in FIG. 10 is a process for controlling the air system, and is started when at least one of the front outside vehicle operation switch 71, the rear outside vehicle operation switch 72, the left outside vehicle operation switch 73, and the right outside vehicle operation switch 74 is operated and the main ECU 31 receives a stop signal transmitted from these switches. In addition, it is assumed that the main ECU 31 acquires speed information from the speed sensor 55, shift information from the shift device 61, and steering information from the steering device 62 at a predetermined timing. Note that the front display unit 71A, the rear display unit 72A, the left display unit 73A, and the right display unit 74A are only lit when the speed of the vehicle 10 is below a predetermined speed, the acceleration of the vehicle 10 is below a predetermined acceleration, and the display units in the traveling direction of the vehicle 10 are lit to indicate the presence of the outside vehicle operation switch.

As shown in Figure 10, when the main ECU 31 receives a stop signal, it determines whether the stop signal is a signal from the front exterior operation switch 71, the rear exterior operation switch 72, the left exterior operation switch 73, or the right exterior operation switch 74 (step S21). If the main ECU 31 determines that the operation switch 51 or the passenger seat operation switch 53 has been operated (step S21: NO), it proceeds to step S21 and waits until an exterior operation switch is operated. The main ECU 31 performs processing from step S11 in Figure 6 onwards.

On the other hand, when the main ECU 31 determines that at least one of the front external operation switch 71, the rear external operation switch 72, the left external operation switch 73, and the right external operation switch 74 has been operated (step S21: YES), it detects the driving direction and steering direction of the vehicle 10 (step S41). That is, the determination unit 31A determines the driving direction of the vehicle 10, whether it is forward or backward, from the shift information, and determines the steering direction of the vehicle 10 from the steering information.

Next, the main ECU 31 judges whether the operated exterior operation switch is a switch located in the driving direction and steering direction of the vehicle 10 (step S42). That is, as shown in Figures 9(a) to 9(f), the judgment unit 31A judges whether the operated exterior operation switch is located in the illuminated exterior display unit. Then, when the judgment unit 31A judges that the operated exterior operation switch is not located in the illuminated exterior display unit (step S42: NO), it proceeds to step S21 and waits until the exterior operation switch is operated.

On the other hand, when the judgment unit 31A judges that the operated exterior operation switch is the exterior operation switch located in the illuminated exterior display unit (step S42: YES), it judges whether the speed of the vehicle 10 is equal to or lower than a predetermined speed (step S22). Note that the steps from step S21 onwards are the same as those in the first embodiment, and therefore the explanation is omitted.

Next, the effects of the second embodiment will be described. In addition to the effects (1) to (5) of the first embodiment, the following effects are achieved.

(6) By determining the direction of travel of the vehicle 10, including the steering direction, the vehicle 10 can be braked and stopped by operating external operation switches provided on the left and right sides of the vehicle 10.

(7) If an external operation switch that is not located in the direction of travel of the vehicle 10 is operated, it is determined that the vehicle 10 will not be braked. This makes it possible to exclude the operation of an external operation switch that is not located in the direction of travel of the vehicle 10, thereby preventing braking due to mischief or erroneous operation.

Third Embodiment
A brake control device and a brake control system according to a third embodiment will be described below with reference to Figures 2, 9(a) to 9(f), and 11. The brake control system of this embodiment differs from the second embodiment in that the external operation unit operates according to the traveling direction of the vehicle. The following description will focus on the differences from the second embodiment.

2, the operation unit 31D stops operation of the front external operation switch 71, rear external operation switch 72, left external operation switch 73, and right external operation switch 74 that are not located in the direction of travel of the vehicle 10. The operation unit 31D activates the front external operation switch 71, rear external operation switch 72, left external operation switch 73, and right external operation switch 74 that are located in the steering direction of the vehicle 10. In other words, it is possible to use only the detection results of external operation switches operated by a person outside the vehicle closer to the direction of travel of the vehicle 10, in other words, a person who is encountering a danger from the vehicle 10 coming towards them.

As shown in FIG. 9(a), when the vehicle 10 is traveling forward and there is no steering, the operating unit 31D lights up the front display unit 71A of the front external operation switch 71 located at the front of the vehicle 10 and operates only the front external operation switch 71.

As shown in FIG. 9(b), when the vehicle 10 is traveling in reverse and is not being steered, the operating unit 31D lights up the rear display unit 72A of the rear external operation switch 72 located at the rear of the vehicle 10 and operates only the rear external operation switch 72.

9(c), when the vehicle 10 is traveling forward and the steering direction is left, the actuator 31D lights up the front display portion 71A of the front external operation switch 71 and the left display portion 73A of the left external operation switch 73 located in the front and left side of the vehicle 10. At this time, the actuator 31D only operates the front external operation switch 71 and the left external operation switch 73.

9(d), when the vehicle 10 is traveling backward and the steering direction is left, the actuator 31D lights up the rear display portion 72A of the rear external operation switch 72 and the left display portion 73A of the left external operation switch 73 located at the rear and left side of the vehicle 10. At this time, the actuator 31D only operates the rear external operation switch 72 and the left external operation switch 73.

9(e), when the vehicle 10 is traveling forward and the steering direction is to the right, the actuator 31D lights up the front display portion 71A of the front external operation switch 71 and the right display portion 74A of the right external operation switch 74 located in the front and right sides of the vehicle 10. At this time, the actuator 31D only operates the front external operation switch 71 and the right external operation switch 74.

9(f), when the vehicle 10 is traveling backward and the steering direction is right, the actuator 31D lights up the rear display portion 72A of the rear external operation switch 72 and the right display portion 74A of the right external operation switch 74 located at the rear and right side of the vehicle 10. At this time, the actuator 31D only operates the rear external operation switch 72 and the right external operation switch 74.

Next, the procedure for the abnormality response process performed by the main ECU 31 will be described with reference to Figure 11. The process shown in Figure 11 is a process for controlling the air system, and is based on the premise that the main ECU 31 acquires speed information from the speed sensor 55, shift information from the shift device 61, and steering information from the steering device 62 at a predetermined timing.

11, the main ECU 31 detects the driving direction and steering direction of the vehicle 10 (step S51). That is, the judgment unit 31A judges the driving direction of the vehicle 10, whether the vehicle 10 is moving forward or backward, from the shift information, and judges the steering direction of the vehicle 10 from the steering information.

Next, the main ECU 31 activates the external operation switches in the driving direction and steering direction of the vehicle 10 (step S52). That is, as shown in FIG. 9(a) to FIG. 9(f), the activation unit 31D activates only the external operation switches located closer to the traveling direction of the vehicle 10. Therefore, even if an external operation switch that is not closer to the traveling direction of the vehicle 10 is operated, the external operation switch is not activated. Therefore, the operation of an external operation switch that is not closer to the traveling direction of the vehicle 10 is not detected. Note that when the speed of the vehicle 10 is equal to or lower than a predetermined speed and the acceleration of the vehicle 10 is equal to or lower than a predetermined acceleration, the activation unit 31D only lights up the front display unit 71A, rear display unit 72A, left display unit 73A, and right display unit 74A that are in the traveling direction of the vehicle 10.

When the main ECU 31 receives a stop signal, it determines whether the stop signal is a signal from the front outside vehicle operation switch 71, the rear outside vehicle operation switch 72, the left outside vehicle operation switch 73, or the right outside vehicle operation switch 74 (step S21). Note that since step S21 and thereafter are the same as in the first embodiment, the description will be omitted.

Next, the effects of the third embodiment will be described. In addition to the effects (1) to (5) of the first embodiment and (6) of the second embodiment, the following effects are achieved.

(8) By stopping the operation of the external operation switches that are not located closer to the traveling direction of the vehicle 10, it is possible to determine whether or not to brake and stop the vehicle 10 by only operating the external operation switches that are located closer to the traveling direction of the vehicle 10. In addition, power consumption can be reduced by operating only the necessary external operation switches.

Other Embodiments
The above-described embodiments may be modified as follows: The above-described embodiments and the following modifications may be combined with each other to the extent that no technical contradiction occurs.

In the above embodiment, in step S23, the abnormality response is performed on the condition that the acceleration of the vehicle 10 is equal to or less than a predetermined acceleration. However, the abnormality response may be performed not only when the acceleration of the vehicle 10 is equal to or less than the predetermined acceleration.

In the above embodiment, in step S22, the abnormality response is performed on the condition that the speed of the vehicle 10 is equal to or lower than a predetermined speed. However, the abnormality response may be performed not only when the speed of the vehicle 10 is equal to or lower than a predetermined speed.

- In the above embodiment, the air tank 12 is divided into three tanks, but it may be one tank, or two or four or more tanks. In addition, 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.

- In each of the above embodiments, the main ECU 31 may receive signals directly from the front external operation switch 71, the rear external operation switch 72, the left external operation switch 73, and the right external operation switch 74 without going through CAN 33.

- In each of the above embodiments, 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 CAN 33.

- In each of the above embodiments, the in-vehicle network may be a network other than CAN33, such as FlexRay (registered trademark), Ethernet (registered trademark), etc.

- In each of the above embodiments, the main ECU 31 obtained speed information from the speed sensor 55, but instead of or in addition to this, it may obtain acceleration information from an acceleration sensor.

- In each of the above embodiments, the driver abnormality response system 50 is provided with a main ECU 31 and a sub ECU 32. Alternatively or in addition to this, the main ECU 31 and the sub ECU 32 may be configured from a single ECU or other control circuit having 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 other control circuits. Regardless of whether the functions are concentrated or distributed, it is sufficient that the configuration is capable of achieving the object of the invention.

In each of the above embodiments, the driver abnormality response system 50 may be provided with a main switch (not shown) that can turn the functions of the system on and off. By performing a predetermined operation on the main switch or controlling the main switch with a predetermined control device, for example, the operations of the operation switch 51, the release switch 52, and the passenger seat operation switch 53 can be disabled.

In each of the above embodiments, the pneumatic circuit 22 drives 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.

In each of the above embodiments, 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 driven and deactivated by the sub-ECU 32 may be provided. When at least one of the operation switch 51, passenger seat operation switch 53, front exterior operation switch 71, rear exterior operation switch 72, left exterior operation switch 73, and right exterior operation switch 74 is turned on, the sub-ECU 32 drives (or deactivates) the solenoid valve to switch the air supply direction.

In the above embodiments, the abnormality response was performed by turning on the operation switch 51, the passenger seat operation switch 53, the front outside vehicle operation switch 71, the rear outside vehicle operation switch 72, the left outside vehicle operation switch 73, and the right outside vehicle operation switch 74. Instead of or in addition to this, a live body detection device that detects the driver's fatigue state or health state may be used. The live body detection device detects the driver's driving state using one or more parameters such as the position and posture of the driver's face and head, eyelids, eye gaze, etc., pulse rate, heart rate, body temperature, etc. In this aspect, the live body detection device transmits a stop signal when it detects an abnormality in the driver. Alternatively, an ECU mounted on the vehicle may transmit a stop signal when it detects an abnormality in driving by comparing the vehicle state, such as the vehicle speed, the presence or absence of operation of the accelerator pedal or the brake pedal, with road information.

- In each of the above embodiments, a stop sign is provided at the bus stop, and it is stipulated that the vehicle 10 will not depart when the stop sign is displayed. The vehicle 10 is equipped with a camera that detects this stop sign. If the vehicle 10 departs despite the camera detecting the stop sign, the main ECU 31 takes emergency measures such as braking the vehicle 10 to stop it.

- In each of the above embodiments, when sudden acceleration or a sudden steering angle is detected, the front external operation switch 71, the rear external operation switch 72, the left external operation switch 73, and the right external operation switch 74 may be activated to detect an intention to stop outside the vehicle.

- In each of the above embodiments, one exterior operation switch is provided on each side of the vehicle 10, but multiple exterior operation switches may be provided on each side of the vehicle 10. Any number of exterior operation switches may be provided on each side of the vehicle 10. The exterior operation switch may also be provided on the bottom surface of the vehicle 10. The exterior operation switch may also be provided only on the front and rear surfaces of the vehicle 10.

- In each of the above embodiments, the front external operation switch 71, the rear external operation switch 72, the left external operation switch 73, and the right external operation switch 74 are push button switches. However, the external operation switches are not limited to push button switches and may be other switches such as proximity switches or rotary switches. Furthermore, the operation of the external operation switches may be detected by a non-contact sensor such as a photoelectric sensor or ultrasonic sensor. Furthermore, an impact detector such as a strain gauge may be provided on the bumper to detect operation from outside the vehicle by kicking or hitting the bumper.

- In each of the above embodiments, the front display unit 71A, the rear display unit 72A, the left display unit 73A, and the right display unit 74A are LEDs. However, the exterior display unit may be a lamp, sticker, or paint instead of or in addition to an LED. The exterior display unit may also be a speaker that outputs audio. The exterior display unit may also be an inverted flap-type display. Furthermore, the exterior display unit may be a display.

- In each of the above embodiments, the speed information of the vehicle 10 was obtained from the speed sensor 55, but the speed information of the vehicle 10 may also be obtained from an axle rotation sensor, GPS, G sensor, image sensor, etc., without being limited to a speed sensor.

- In each of the above embodiments, the driving direction was obtained from the shift device 61, but the driving direction of the vehicle 10 may also be obtained from a G sensor or GPS.

- In each of the above embodiments, the steering direction was obtained from the steering device 62, but the steering direction of the vehicle 10 may also be obtained from a G sensor or GPS.

In the above embodiments, the driver abnormality response system has been described as being retrofitted to an in-use vehicle 10 in which the brake command system is a pneumatic circuit, but it may also be retrofitted to a vehicle equipped with an EBS. Also, instead of being retrofitted, the driver abnormality response system may be pre-installed in the vehicle.

In each of the above embodiments, the driver abnormality response system has been described as being installed in a bus. The vehicle may be a bus, a truck, construction machinery, etc. In addition, the driver abnormality response system may be installed in other vehicles, such as passenger cars and railway vehicles.

In each of the above embodiments, the driver abnormality response system is applied to a vehicle 10 with full air brakes. The driver abnormality response system is not limited to this, and can also be applied to vehicles with other types of brake systems. The pressure control module can be applied to a vehicle with an air-over-hydraulic brake mechanism. This brake mechanism connects the pressure control module to multiple brake boosters via ABS control valves. The brake boosters are boosters for the front wheels, the rear left wheel, and the rear right wheel, and generate braking force on the wheels by increasing the hydraulic pressure in the hydraulic circuit using air pressure. The pressure control module may also be applied to a brake mechanism equipped with a brake booster for the front wheels, a brake booster for the rear wheels, and an ABS control valve provided in the hydraulic circuit.

- In each of the above embodiments, the present invention is applied to a vehicle in which the brake mechanism is controlled by a pneumatic circuit. However, similar issues exist in new cars or used cars in which the brake mechanism is controlled by a hydraulic circuit, since driver abnormalities can occur. For this reason, the pressure control module 20 of each of the above embodiments may be applied to a vehicle in which the command system to the brake mechanism is hydraulic. In a hydraulic circuit, the pressure control module 20 operates in the same manner as in the above embodiments. In this aspect, the brake mechanism to be controlled may be a mechanism other than a brake chamber. Note that the hydraulic circuit and the pneumatic circuit are examples of circuits driven by fluid pressure.

- In each of the above embodiments, the present invention is applied to a vehicle in which the brake mechanism is controlled by a pneumatic circuit. However, the present invention may also be applied to a vehicle in which an electric brake mechanism is controlled. That is, the correlation between the brake torque of the electric brake mechanism and the deceleration of the vehicle may be obtained, and a target brake torque for achieving a desired deceleration may be estimated in advance based on the correlation.

REFERENCE SIGNS LIST 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 portion 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
31A Determination unit 31B Control unit 31C Memory unit 31D Operation unit 32 Sub-ECU
33 CAN
35 First pressure sensor 36, 36A, 36B Double check valve 37 Front air supply passage 38 Front air supply passage 39 Second pressure sensor 50 Driver abnormality response system 51 Operation switch 52 Release switch 53 Passenger seat operation switch 55 Speed sensor 56 Vehicle interior device 57 Vehicle exterior device 58 Exhaust section 61 Acceleration sensor 62 Temperature sensor 63 Wiper drive device 71 Front exterior operation switch (exterior operation section)
71A Front exterior display section 72 Rear exterior operation switch (external operation section)
72A Rear exterior display unit 73 Left exterior operation switch (exterior operation unit)
73A Left side external display section 74 Right side external operation switch (external operation section)
74A Right side exterior display unit P1 First port P2 Second port P3 Third port

Claims (18)

A brake control device that controls a brake mechanism that brakes a vehicle to stop the vehicle,
a determination unit that determines whether or not to brake and stop the vehicle when an external operation unit provided outside the vehicle is operated;
a control unit that controls the brake mechanism to stop the vehicle when the determination unit determines that the vehicle should be stopped ,
The brake control device , wherein the determination unit determines to brake and stop the vehicle when the determination unit determines that the acceleration of the vehicle is equal to or lower than a predetermined acceleration . The outside operation unit is provided on the front or rear of the vehicle,
The brake control device according to claim 1 , wherein the determination unit determines not to brake the vehicle when the determination unit determines that the external operation unit that is not located closer to the traveling direction of the vehicle has been operated. The outside operation unit is provided on the front or rear of the vehicle,
The brake control device according to claim 1 , further comprising an operation unit that stops operation of the external operation unit that is not located closer to the traveling direction of the vehicle. A brake control device that controls a brake mechanism that brakes a vehicle to stop the vehicle,
a determination unit that determines whether or not to brake and stop the vehicle when an external operation unit provided on a front surface of the exterior of the vehicle is operated;
a control unit that controls the brake mechanism to stop the vehicle when the determination unit determines that the vehicle should be stopped ,
The brake control device , wherein the determination unit determines not to brake the vehicle when the determination unit determines that the external operation unit that is not located closer to the traveling direction of the vehicle has been operated. A brake control device that controls a brake mechanism that brakes a vehicle to stop the vehicle,
a determination unit that determines whether or not to brake and stop the vehicle when an external operation unit provided on a rear surface of the exterior of the vehicle is operated;
a control unit that controls the brake mechanism to stop the vehicle when the determination unit determines that the vehicle should be stopped ,
The brake control device , wherein the determination unit determines not to brake the vehicle when the determination unit determines that the external operation unit that is not located closer to the traveling direction of the vehicle has been operated. The outside operation unit is provided on a left side or a right side of the vehicle,
The brake control device according to claim 2 , wherein the determination unit determines to brake and stop the vehicle when the determination unit determines that the external operation unit located on a steering direction side of the vehicle has been operated. The brake control device according to claim 1 , wherein the determination unit determines to brake and stop the vehicle when the determination unit determines that the speed of the vehicle is equal to or lower than a predetermined speed. The brake control device according to any one of claims 4 to 7, wherein the determination unit determines to brake and stop the vehicle when the determination unit determines that the acceleration of the vehicle is equal to or lower than a predetermined acceleration. A brake control device that controls a brake mechanism that brakes a vehicle to stop the vehicle,
a determination unit that determines whether or not to brake and stop the vehicle when an external operation unit provided on a front surface of the exterior of the vehicle is operated;
a control unit that controls the brake mechanism to stop the vehicle when the determination unit determines that the vehicle should be stopped ;
and an operation unit that stops operation of the external operation unit that is not located closer to the traveling direction of the vehicle . A brake control device that controls a brake mechanism that brakes a vehicle to stop the vehicle,
a determination unit that determines whether or not to brake and stop the vehicle when an external operation unit provided on a rear surface of the exterior of the vehicle is operated;
a control unit that controls the brake mechanism to stop the vehicle when the determination unit determines that the vehicle should be stopped ;
and an operation unit that stops operation of the external operation unit that is not located closer to the traveling direction of the vehicle . The outside operation unit is provided on a left side or a right side of the vehicle,
The brake control device according to claim 3 , wherein the operation unit operates the external operation unit located on a steering direction side of the vehicle. The brake control device according to any one of claims 1 to 11 , further comprising an operating unit that displays a display unit indicating the presence of the external operation unit when the external operation unit is active. The brake mechanism is an air brake actuated by air pressure,
The brake control device according to any one of claims 1 to 12 , wherein the control unit controls the air brake by maintaining a target brake pressure for achieving a desired deceleration until the vehicle stops. A brake control system for controlling an air brake that is driven by air pressure to brake a vehicle to stop the vehicle, comprising:
an air pressure circuit having a first port connected to an air tank of a vehicle, a second port connected to a brake valve that outputs an air pressure signal when a brake operation is performed, and a third port connected to a brake mechanism that applies a braking force to a wheel by controlling an electromagnetic valve based on the air pressure signal, and switching 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,
a determination unit that determines whether or not to brake and stop the vehicle when an external operation unit provided outside the vehicle is operated;
a control unit that controls an electromagnetic valve of the pneumatic circuit to stop the vehicle when the determination unit determines that the vehicle should be stopped ,
The brake control system , wherein the determination unit determines to brake and stop the vehicle when the determination unit determines that the acceleration of the vehicle is equal to or lower than a predetermined acceleration . A brake control system for controlling an air brake that is driven by air pressure to brake a vehicle to stop the vehicle, comprising:
an air pressure circuit having a first port connected to an air tank of a vehicle, a second port connected to a brake valve that outputs an air pressure signal when a brake operation is performed, and a third port connected to a brake mechanism that applies a braking force to a wheel by controlling an electromagnetic valve based on the air pressure signal, and switching 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,
a determination unit that determines whether or not to brake and stop the vehicle when an external operation unit provided on a front surface of the exterior of the vehicle is operated;
a control unit that controls an electromagnetic valve of the pneumatic circuit to stop the vehicle when the determination unit determines that the vehicle should be stopped ,
The brake control system , wherein the determination unit determines not to brake the vehicle when the determination unit determines that the external operation unit that is not located closer to the traveling direction of the vehicle has been operated. A brake control system for controlling an air brake that is driven by air pressure to brake a vehicle to stop the vehicle, comprising:
an air pressure circuit having a first port connected to an air tank of a vehicle, a second port connected to a brake valve that outputs an air pressure signal when a brake operation is performed, and a third port connected to a brake mechanism that applies a braking force to a wheel by controlling an electromagnetic valve based on the air pressure signal, and switching 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,
a determination unit that determines whether or not to brake and stop the vehicle when an external operation unit provided on a rear surface of the exterior of the vehicle is operated;
a control unit that controls an electromagnetic valve of the pneumatic circuit to stop the vehicle when the determination unit determines that the vehicle should be stopped ,
The brake control system , wherein the determination unit determines not to brake the vehicle when the determination unit determines that the external operation unit that is not located closer to the traveling direction of the vehicle has been operated. A brake control system for controlling an air brake that is driven by air pressure to brake a vehicle to stop the vehicle, comprising:
an air pressure circuit having a first port connected to an air tank of a vehicle, a second port connected to a brake valve that outputs an air pressure signal when a brake operation is performed, and a third port connected to a brake mechanism that applies a braking force to a wheel by controlling an electromagnetic valve based on the air pressure signal, and switching 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,
a determination unit that determines whether or not to brake and stop the vehicle when an external operation unit provided on a front surface of the exterior of the vehicle is operated;
a control unit that controls an electromagnetic valve of the pneumatic circuit to stop the vehicle when the determination unit determines that the vehicle should be stopped ;
and an operation unit that stops operation of the external operation unit that is not located in the traveling direction of the vehicle . A brake control system for controlling an air brake that is driven by air pressure to brake a vehicle to stop the vehicle, comprising:
an air pressure circuit having a first port connected to an air tank of a vehicle, a second port connected to a brake valve that outputs an air pressure signal when a brake operation is performed, and a third port connected to a brake mechanism that applies a braking force to a wheel by controlling an electromagnetic valve based on the air pressure signal, and switching 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,
a determination unit that determines whether or not to brake and stop the vehicle when an external operation unit provided on a rear surface of the exterior of the vehicle is operated;
a control unit that controls an electromagnetic valve of the pneumatic circuit to stop the vehicle when the determination unit determines that the vehicle should be stopped ;
and an operation unit that stops operation of the external operation unit that is not located in the traveling direction of the vehicle .

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