KR102453591B1 - Method for using auxiliary brake in emergency braking - Google Patents

Abstract

The present invention relates to a method of using the auxiliary brake during emergency braking, and more particularly, to a method of using the auxiliary brake for electronically controlling the auxiliary brake when the driver's braking ability is lost. According to the present invention, the method comprising: determining whether a first speed, which is a current speed of a vehicle, exceeds a preset first threshold value, and determining whether the brake is fully operated when it exceeds (S10); Determining whether the second speed or acceleration is less than a preset second threshold or acceleration threshold by measuring a second speed and acceleration after a preset time after the brake is operated (S20); decelerating the speed by operating the auxiliary brake of the vehicle (S30); and continuing the operation of the auxiliary brake to be less than the third threshold value (S40).
According to the present invention, the auxiliary brake can be operated regardless of the driver's will, and there is an advantage in that the braking distance and the accident rate are reduced compared to the conventional one by the operation of the auxiliary brake.

Description

How to use auxiliary brake in emergency braking {METHOD FOR USING AUXILIARY BRAKE IN EMERGENCY BRAKING}

The present invention relates to a method of using the auxiliary brake during emergency braking, and more particularly, to a method of using the auxiliary brake for electronically controlling the auxiliary brake when the driver's braking ability is lost.

Commercial brake systems used in automobiles mainly use hydraulic pressure, and in the case of hydraulic disc brakes, when the driver steps on the brake pedal, the booster and master cylinder connected by the push rod are operated, and the fluid is supplied to the cylinder on the brake caliper to cause the piston to brake. The pad is placed in close contact with the brake disc to perform deceleration and braking. However, if such a failure occurs in the commercial brake system, the pressure transferred to the master cylinder is not applied when the brake pedal is pressed, and the brake pedal goes down to the floor, and deceleration or braking by the commercial brake system becomes impossible.

In particular, in the case of the auxiliary brake, as the driver's cooking option, the driver uses it by turning it off and turning it on when necessary. Therefore, there are cases where the driver is unable to use the auxiliary brake even though it is possible to obtain deceleration of the vehicle by using the auxiliary brake in a situation where the driver is unaware, that is, in a state in which the braking ability is lost.

In this regard, the conventional Korean Patent No. 20-0469006 (auxiliary brake system for automobile) detects a failure of the commercial brake system of a vehicle and performs deceleration and braking by the auxiliary brake system to significantly reduce the incidence of traffic accidents. Disclosed is an auxiliary brake system for automobiles.

However, vehicles equipped with the prior art are mostly commercial vehicles with many components, and are large in size and heavier than passenger vehicles. When such a vehicle loses braking power and an accident occurs, there is a problem in that large lives or property damage occurs.

Korean Patent No. 20-0469006

An object of the present invention is to provide a method of using an auxiliary brake that is electronically controlled even when braking force of a vehicle is lost.

Another object of the present invention is to provide a different auxiliary brake for each situation, such as the speed of a vehicle during driving.

In order to achieve the above object, the present invention provides a method of using an auxiliary brake in emergency braking to reduce speed by operating a brake including an exhaust brake or a retarder brake according to the loaded weight of a vehicle while driving, in which the weight is applied to the vehicle. It is stored by comparing it with the load weight that can be loaded, and if the brake is operated, it is determined whether the first speed, which is the current speed of the vehicle, exceeds a preset first threshold value. to do; When the brake is not fully operated, the amount of change or the number of times the brake pedal is pressed is measured for a preset time, and the second speed and acceleration after the preset time is measured after the brake is applied for the second speed. or determining whether the acceleration is less than a preset second threshold or an acceleration threshold, respectively; and when the second speed or acceleration is less than a preset second threshold or acceleration threshold, respectively, checking the gear stage and operating an auxiliary brake of the vehicle according to whether the second speed and the acceleration match or not, thereby decelerating the speed; It is characterized in that it provides a method of using the auxiliary brake during emergency braking, including:

Preferably, the method may further include: comparing the third speed, which is the speed after the operation of the auxiliary brake, with a preset third threshold value and continuing the operation of the auxiliary brake to be less than the third threshold value.

Preferably, the operation of the auxiliary brake may include decelerating the speed by operating the first brake or the second brake defined as a combination of each level of a preset exhaust brake or retarder brake.

Preferably, the first braking or the second braking may be composed of a combination of each level of the exhaust brake or the retarder brake preset according to the comparison of the weight and the appropriate loading amount and the speed of the vehicle.

Preferably, the measurement of the second speed and acceleration includes: performing when there is a full operation of the brake, the amount of change in which the pedal is pressed, or the number of times that the pedal is pressed exceeds at least one of a preset value; further comprising can do.

Preferably, the method may further include a step of measuring the number of times the pedal is depressed when the amount of change in which the pedal is depressed does not exceed a preset value.

Preferably, whether the number of gears matches the second speed and acceleration may be confirmed by whether the RPM of the vehicle maintains the IDLE RPM.

Preferably, the method may further include operating the auxiliary brake as the second brake when the match is not made and the first brake is applied when the match is not made.

Preferably, the first braking may actuate a retarder brake or an intertarer brake, and the second braking may actuate at least one of an exhaust brake, a jake brake, a retarder brake or an intertarer brake.

According to the present invention, there is an advantage that the auxiliary brake can be operated regardless of the driver's will.

In addition, the present invention has the advantage of reducing the braking distance and reducing the accident rate compared to the prior art by the operation of the auxiliary brake.

1 is a flowchart illustrating a method of using an auxiliary brake during emergency braking according to the present invention.
2 shows a system for implementing a method of using an auxiliary brake during emergency braking according to an embodiment of the present invention.

Hereinafter, the present invention will be described in detail with reference to the contents described in the accompanying drawings. However, the present invention is not limited or limited by the exemplary embodiments. The same reference numerals in each drawing indicate members that perform substantially the same functions.

Objects and effects of the present invention can be naturally understood or made clearer by the following description, and the objects and effects of the present invention are not limited only by the following description. In addition, in the description of the present invention, if it is determined that the detailed description of the known technology related to the present invention may unnecessarily obscure the gist of the present invention, the detailed description thereof will be omitted.

1 is a flowchart illustrating a method of using an auxiliary brake during emergency braking according to the present invention. Referring to FIG. 1 , the present invention includes the steps of determining whether a first speed, which is a current speed of a vehicle, exceeds a preset first threshold value and, if it exceeds, determining whether the brake is fully operated (S10); Determining whether the second speed or acceleration is less than a preset second threshold or acceleration threshold by measuring a second speed and acceleration after a preset time after the brake is operated (S20); decelerating the speed by operating the auxiliary brake of the vehicle (S30); and continuing the operation of the auxiliary brake to be less than the third threshold value (S40).

The step (S14) of determining whether the first speed, which is the current speed of the vehicle, exceeds a preset first threshold value (S13) and determining whether the brake is fully operated when it exceeds (S14) is the loaded weight of the vehicle It is a judgment process that is performed when the brake including the exhaust brake or the retarder brake is operated according to the method to compare and store the weight with the load weight that can be loaded in the vehicle (S11), and when the brake is operated (S12).

The reason for determining the loaded weight of the vehicle in motion is a process to refer to whether to proceed by selecting either the first braking or the second braking in the future through comparison with the gross vehicle weight (GVW).

According to an embodiment of the present invention, the weight of the vehicle is divided into a case greater than or less than the maximum loading weight, and if it is small, it is determined whether it is greater than 1/2*GVB and divided into three cases in total.

In each case, the auxiliary brake is subdivided according to the speed of the driving vehicle and can be operated with the type and level of each auxiliary brake. because it doesn't change.

The step (S20) of determining whether the second speed or acceleration is less than a preset second threshold or acceleration threshold by measuring the second speed and acceleration after a preset time after the operation of the brake (S20); If it does not operate, it starts by measuring the amount of change or the number of times the brake pedal is pressed for a preset period of time.

The configuration of the determination condition may be different depending on the determination condition according to the operation of the brake pedal and whether the initial vehicle speed is equal to or greater than the first threshold value. According to the embodiment of the present invention, if there is no brake operation, the present invention is not implemented, and if the first speed is 0, that is, if the method of the present invention operates when the vehicle is stopped, it may be determined as a driver vehicle failure. Therefore, a condition in which the present invention is not implemented is required below a specific vehicle speed.

In the case of a situation in which the vehicle speed does not decrease even though the driver applies the brake while driving the vehicle, in this situation, the driver may press the brake pedal harder, release the brake, and press the brake pedal harder or several times.

After the determination of the full brake, the number of times of the brake pedal may be determined. The reason is that when operating the brake in an emergency situation, there is a high probability of operating the full brake, so place it first. steps may follow.

According to an embodiment of the present invention, if it is determined that β% or more is determined by assuming that 70% of the brake is operated when the driver is not in a full brake situation while operating the brake by 20%, the subsequent steps of the present invention may be performed.

The step of decelerating the speed by operating the auxiliary brake of the vehicle (S30); when the second speed or acceleration is less than a preset second threshold or acceleration threshold, respectively, by checking the number of gears, whether the second speed or acceleration matches the second speed or acceleration It is the process of operating the auxiliary brake of the vehicle according to the

Measuring the second speed and acceleration (S24) is performed when there is a full operation of the brake, the amount of change in which the pedal is pressed, or the number of times the pedal is pressed exceeds at least one of a preset value (S21, S22) ); may further include. The method may further include a step (S22) of measuring the number of times the pedal is depressed when the amount of change in which the pedal is pressed does not exceed a preset value.

As described above, the first speed can be measured during the initial operation of the brake pedal, which can be measured as TM output shaft speed, wheel speed, etc., and then when the condition for judgment through brake operation is satisfied, a preset time (Δt) ), the second speed indicating the subsequent vehicle speed may be acquired, and it may be determined whether the change amount or acceleration of the vehicle speed is less than a preset value through the first speed and the second speed.

That is, when the amount of change or acceleration of the vehicle speed is equal to or less than the preset value, it may be determined whether the gear number matches the current driving speed, but if this is not the case, the method ends. The reason is that it is natural to reduce when the brake is operated, so when the set value is satisfied, it can be judged as normal braking.

Whether the number of gears matches the second speed and acceleration may be confirmed by whether the RPM of the vehicle maintains the IDLE RPM.

The operation method of the auxiliary brake can be selected by checking the number of gears and whether the gears are matched by checking the number of gears. The auxiliary brake may include a jake brake, an exhaust brake, an interder or a retarder. Exhaust brakes and jake brakes operate by weighting the load related to engine intake and exhaust, and must be geared to produce an effect.

To add more detail to the prior art, the exhaust brake refers to a method of reducing the supply flow rate of the injection pump while compressing the exhaust gas of the exhaust system, or blocking the exhaust gas and the intake air at the same time. This is because the piston rapidly generates counter pressure to resist the up-and-down motion, and obtains a faster and greater braking force than an engine brake. That is, it is a kind of reducer that blocks the passage of the exhaust to increase the effect of the engine brake.

Jake brake utilizes the principle of applying resistance while acting as a kind of air compressor by moving directly to the exhaust stroke without going through the explosion stroke after the compression stroke in the process of intake-compression-explosion-exhaust in the engine 4 stroke. The compressed air remaining in the cylinder on the compression stroke expands on the explosion stroke and pushes the piston again, and the fuel mixture does not explode, so the force when the compressed air pushes the piston is lower than the force applied when the air is compressed, but Still, it pushes it with a pretty strong force. To prevent this, it is necessary to forcibly release the compressed air by opening the exhaust valve at the end of the compression, which is why the Jake brake was created.

The retarder brake uses the reverse torque of the oil to reduce the rotational force of the propulsion shaft by hydraulic friction by installing a rotor and a stator inside or outside the transmission to return the transmission oil in the opposite direction to the rotational direction of the transmission. A device that controls the speed of

According to the embodiment of the present invention, in the case of an interder or retarder, since the effect is generated regardless of the connection state of the engine and the TM in a manner that is additionally mounted on the TM and gives a load, the presence or absence of gear matching is checked due to the characteristics of the auxiliary brake it is important to do

By checking the gear stage and current RPM, the CCP value on the EMS can be obtained, and if the RPM value maintains the idle rpm even though the vehicle speed is higher than a certain vehicle speed, it can be determined that the gears of the TM are not matched. In addition, by using the neutral switch signal of the TM, it is possible to check whether the TM gear is matched according to the signal of the switch.

The method may further include a step (S32) of operating the first brake as the first brake when the match is not made (S32) and operating the auxiliary brake as the second brake when the match is obtained (S33). If it is not matched (emergency braking Ref=1 is applied), it skips the exhaust or jake brake and immediately operates the auxiliary brake of the retarder or interder. It is possible to operate the auxiliary brake of the and retarder or the interder.

The operation of the auxiliary brake may include a step of decelerating the speed by operating the first brake or the second brake defined as a combination of each level of the preset exhaust brake or the retarder brake ( S30 ).

The first braking may actuate a retarder brake or an intertarer brake, and the second braking may actuate at least one of an exhaust brake, a jake brake, a retarder brake, or an intertarer brake.

The first braking or the second braking may be composed of a combination of each level of the exhaust brake or the retarder brake preset according to the comparison of the weight and the appropriate amount of loading and the speed of the vehicle, and the following [Table 1] and [Table 2] ] can appear as

road
vehicle speed Weight > GVW GVW > Weight > 1/2GVW 1/2 GVW > Weight ≥ 0 ~10KPH Retarder 2 Level Retarder 2 Level Retarder 1 Level 10~20KPH Retarder 2 Level Retarder 2 Level Retarder 1 Level 20~30KPH Retarder 2 Level Retarder 2 Level Retarder 2 Level 30~50KPH Retarder 3 Level Retarder 2 Level Retarder 2 Level 50~70KPH Retarder 3 Level Retarder 3 Level Retarder 3 Level 90KPH~ Retarder 3 Level Retarder 3 Level Retarder 3 Level

road
vehicle speed Weight > GVW GVW > Weight > 1/2GVW 1/2 GVW > Weight ≥ 0 ~10KPH Exhaust 2 Level
+ Retarder 1 Level Exhaust 1 Level
+ Retarder 1 Level Exhaust 1 Level
+ Retarder 1 Level 10~20KPH Exhaust 1 Level
+ Retarder 1 Level Exhaust 1 Level
+ Retarder 1 Level Exhaust 1 Level
+ Retarder 1 Level 20~30KPH Exhaust 2 Level
+Retarder 2 Level Exhaust 2 Level
+Retarder 2 Level Exhaust 2 Level
+ Retarder 1 Level 30~50KPH Exhaust 2 Level
+Retarder 2 Level Exhaust 2 Level
+Retarder 2 Level Exhaust 2 Level
+Retarder 2 Level 50~70KPH Exhaust 2 Level
+ Retarder 3 Level Exhaust 2 Level
+Retarder 2 Level Exhaust 2 Level
+Retarder 2 Level 90KPH~ Exhaust 2 Level
+ Retarder 3 Level Exhaust 2 Level
+ Retarder 3 Level Exhaust 2 Level
+ Retarder 3 Level

Referring to [Table 1] and [Table 2] above, information on vehicle weight is selected by using vehicle weight acquisition information corresponding to the first step of the method, and information on vehicle speed is selected from the first speed to the third It can be selected through speed and acceleration. For example, when the weight is GVW > Weight > 1/2GVW and the vehicle speed is 30-50KPH, the auxiliary brake becomes exhaust 2 level + retarder 1 level.

After emergency braking, the operation of the auxiliary brake is continued to be less than the third threshold (S40); the third speed, which is the speed after the operation of the auxiliary brake, is compared with a preset third threshold value (S41) 3 represents the step (S42) of making it less than the threshold value.

After the emergency braking is applied, the current vehicle speed is measured to determine whether the set value is satisfied. If the vehicle speed is 0kph, that is, if the set value is satisfied when the vehicle is stopped, the logic is escaped. If the set value is not satisfied, the auxiliary brake stage immediately before the set time You can go up one level. For example, according to the second braking, when the weight of the vehicle is GVW > Weight > 1/2GVW and the vehicle speed is 30~50KPH, the exhaust 2 Level + Retarder 1 Level status is reached, and after the preset time elapses, When the vehicle speed does not satisfy the third threshold value, the current vehicle speed may be measured by increasing the auxiliary brake force by using the exhaust 2 level + the retarder 2 level.

Hereinafter, a system for implementing the method of utilizing the auxiliary brake during emergency braking of the present invention described above will be described.

2 shows a system for implementing a method of using an auxiliary brake during emergency braking according to an embodiment of the present invention. Referring to FIG. 2 , the system may include an engine, a transmission, an ECU, and various sensors and controllers.

Components having technical characteristics of the present invention will be described. The present invention relates to a technology for suppressing a speed increase or stopping a vehicle by using an auxiliary brake during emergency braking. You can control the vehicle using a map or the like.

The ECU 20 may determine the initial vehicle state by using the auxiliary brake controller 31 , the wheel speed sensor 32 , the TM output shaft speed sensor 33 , the G sensor 34 , and the brake 35 .

The ECU 20 may control the auxiliary brake by grasping the state of the vehicle after a certain period of time has elapsed, and may determine whether or not a load is loaded by calculating the current vehicle load. The exhaust brake 11 , the jake brake 12 , and the intertarer/retard brake 40 may be operated through the control of the ECU 20 . The vehicle may also include any other detection scheme for measuring the acceleration/deceleration of the vehicle.

Although the present invention has been described in detail through representative embodiments above, those of ordinary skill in the art will understand that various modifications are possible within the limits without departing from the scope of the present invention with respect to the above-described embodiments. will be. Therefore, the scope of the present invention should not be limited to the described embodiments, but should be defined by all changes or modifications derived from the claims and equivalent concepts as well as the claims to be described later.

Claims (9)

A method of using an auxiliary brake in emergency braking to reduce speed by operating a brake including an exhaust brake or a retarder brake according to the loaded weight of a vehicle in motion,
The weight is compared with the load weight that can be loaded in the vehicle and stored, and when the brake is operated, it is determined whether the first speed, which is the current speed of the vehicle, exceeds a preset first threshold value, and when it exceeds a first threshold value, the brake is activated determining whether a full operation is performed;
When the brake is not fully operated, the change amount or the number of times the pedal is pressed of the brake is measured for a preset time, and the second speed and acceleration after the preset time is measured after the brake is operated. determining whether the second speed or the acceleration is less than a preset second threshold or an acceleration threshold, respectively; and
When the second speed or the acceleration is less than a preset second threshold or acceleration threshold, respectively, the number of gears is checked and the auxiliary brake of the vehicle is operated according to whether the second speed and the acceleration are matched to reduce the speed A method of using an auxiliary brake during emergency braking, including:
The method of claim 1,
Comparing a third speed, which is the speed after the operation of the auxiliary brake, with a preset third threshold value, and continuing the operation of the auxiliary brake to be less than the third threshold value; .
3. The method according to claim 1 or 2,
The operation of the auxiliary brake is
and decelerating the speed by operating the first braking or the second braking defined by the preset combination of each level of the exhaust brake or the retarder brake.
4. The method of claim 3,
The first braking or the second braking is
A method of using an auxiliary brake during emergency braking, characterized in that the combination of each level of the exhaust brake or retarder brake preset according to the comparison of the weight and the loaded weight and the speed of the vehicle.
The method of claim 1,
The measurement of the second velocity and acceleration is
The method of using the auxiliary brake during emergency braking further comprising; performing when at least one of a change amount or the number of times the pedal is depressed exceeds a preset value.
The method of claim 1,
Whether the gear stage matches the second speed and acceleration is determined by checking whether the RPM of the vehicle maintains the IDLE RPM.
The method of claim 1,
and operating the auxiliary brake as the first brake if the match is not made and operating the auxiliary brake as the second brake if the match is matched.
8. The method of claim 7,
the first braking operates the retarder brake or intertarer brake,
The method of using the auxiliary brake during emergency braking, wherein the second braking operates at least one of an exhaust brake, a jake brake, a retarder brake, and an interder brake. The method of claim 1,
When it is determined that the brake is in full operation by determining whether the brake is in full operation,
Without measuring the amount of change or the number of times the brake pedal is pressed for a preset time,
A method of using an auxiliary brake during emergency braking, characterized in that the second speed and acceleration after a preset time is measured after the brake is operated.

Images