CN1067951C - Device for controlling vehicle for anti-locking brake - Google Patents

Abstract

An anti-lock control by setting the target slip ratio line on a perpendicular coordinate taking the front wheel slip ratio on an axis of abscissa and the rear wheel slip ratio on an axis of ordinates, forming the brake increasing range on the origin point and the brake decreasing range on the opposite origin side of the target slip ratio line, and considering increase of the rear wheel slip ratio with nose dive of a vehicle. The target slip ratio line is constituted of a first target slip ratio line L1 in which the rear wheel slip ratio is decreased in the range in which the front wheel slip ratio is larger than the first reference value frmda according to increase of the front wheel slip ratio, a second target slip ratio line L2 in which the rear wheel slip ratio is the second reference value rrmda not depending on the front wheel slip ratio in the range in which the front wheel slip ratio is smaller than the first reference value frmda, and a third target slip ratio line L3 for connecting the first and second target slip ratio lines L1, L2 on the first reference value frmda.

Description

Vehicle anti-lock brake control

The present invention relates to an anti-lock braking control device of a vehicle. In the anti-lock braking control, a target slip rate line is set on a coordinate, and one coordinate axis of the coordinate is taken as the front wheel slip rate , the other coordinate axis is taken as the rear wheel slip rate, the side of the target slip rate line close to the origin is the braking force boosting area, and the side opposite to the origin is the braking force reducing area, the front wheel slip rate and the rear wheel slip rate When the wheel slip ratio is in the above-mentioned brake boosting area, the braking force is increased, and when the front wheel slip rate and the rear wheel slip rate are in the above-mentioned braking force reduction area, the braking force is reduced.

The present applicant has previously filed an application for such a vehicle anti-lock brake control device (refer to Japanese Patent Application No. Hei 6-338539).

In the invention of the above-mentioned application, as shown in Figure 23, the target slip rate line is set on the coordinates, the horizontal axis of the coordinates is the front wheel slip rate, and the vertical axis is the rear wheel slip rate. The intercept is a. It is composed of a straight line whose vertical axis intercept is b, the lower side (the origin side) of the target slip rate line is the braking boost area, and the upper side (the opposite side to the origin) is the braking force reduction area.

However, when the vehicle brakes, the forward inertial force acting on the center of gravity causes the front end of the vehicle to bow, thus reducing the ground load of the rear wheels and increasing the slip rate of the rear wheels. As a result, as indicated by the arrow A in FIG. 23 , the slip state enters the brake reduction region from the brake booster region across the target slip rate line, and unnecessary brake reduction control is performed. In order to avoid this phenomenon, the vertical axis intercept b of the target slip rate line is increased to b', and when the target slip rate line shown by the dotted line is set, since the braking force boosting area is enlarged as a whole, at low friction coefficient There is a problem of excess slip on the road surface.

The present invention has been accomplished in view of the above circumstances, and its purpose is to provide a vehicle that can perform appropriate anti-lock braking regardless of the friction coefficient of the road surface by considering the increase in the slip rate of the rear wheel caused by the nose-down of the front end of the vehicle. control device.

In order to achieve the above object, the invention described in claim 1 provides an anti-lock brake control device for a vehicle, which sets a target slip rate line on coordinates, one coordinate axis of which is taken as the front wheel Slip rate, the other coordinate axis is taken as the slip rate of the rear wheel, the side of the target slip rate line close to the origin and the other side opposite to the origin are the braking force boosting area and the braking force reducing area respectively, and the front wheel slipping rate and the slip ratio of the rear wheels increase the braking force when the slip ratio of the front wheels and the slip ratio of the rear wheels are in the above-mentioned braking reduction region; it is characterized in that: the above target slip ratio line Consists of the first, second, and third target slip ratio lines; the first target slip ratio line is in the region where the front wheel slip ratio is greater than the first reference value, and the rear wheel slip ratio decreases as the front wheel slip ratio increases The second target slip rate line is in the area where the front wheel slip rate is less than the first reference value, and the rear wheel slip rate becomes the second reference value not affected by the front wheel slip rate; the third standard slip rate line is in the When the front wheel slip ratio is equal to the first reference, the above-mentioned first and second target slip ratio lines are connected.

The invention according to claim 2 is characterized in that in addition to the structure of the invention according to claim 1, when the rear wheel acceleration is a negative value, the second reference value is decreased according to the absolute value of the rear wheel acceleration. .

In addition to the structure of the invention described in claim 2, the invention described in claim 3 also has the following features: when the front wheel slip ratio and the rear wheel slip ratio are transferred from the braking force reduction region to the brake boosting region, the The reduced second reference value gradually increases toward the value before the reduction.

Embodiments of the present invention will be described below with reference to the drawings.

Fig. 1 is the whole side view of motorcycle,

Fig. 2 is the view along arrow direction 2 in Fig. 1,

Fig. 3 is a structural diagram of the braking device,

Fig. 4 is a longitudinal sectional view of the first wire rope buffer,

Fig. 5 is a longitudinal sectional view of the second wire rope buffer,

Fig. 6 is the right side view of actuator (view along arrow direction 6 in Fig. 7),

Fig. 7 is a sectional view taken along line 7-7 in Fig. 6,

Figure 8 is a left side view of the actuator (view along arrow direction 8 in Figure 7),

Fig. 9 is a sectional view taken along line 9-9 in Fig. 7,

Figure 10 is a cross-sectional view taken along line 10-10 in Figure 7,

Figure 11 is a cross-sectional view taken along line 11-11 in Figure 6,

Figure 12 is a cross-sectional view taken along line 12-12 in Figure 6,

Figure 13 is a cross-sectional view taken along line 13-13 in Figure 8,

Fig. 14 is a sectional view taken along line 14-14 in Fig. 8,

Figure 15 is an explanatory diagram of the action of the linkage brake,

Fig. 16 is an explanatory diagram of the action during anti-lock braking,

Fig. 17 is a diagram illustrating the action,

Figure 18 is a time chart illustrating the action,

FIG. 19 is a graph showing a target slip rate line,

Figure 20 is an action diagram when driving on a high friction coefficient road surface,

Fig. 21 is an explanatory diagram of the action when driving on a low friction coefficient road surface,

Fig. 22 is a diagram illustrating the difference between the prior art and the effects of the present invention,

FIG. 23 is a diagram showing a conventional target slip ratio line.

As shown in Figures 1 to 3, on the front wheels _WF of a small friction vehicle V having a swing type power unit P, a front wheel brake of a disc brake acting according to hydraulic pressure is installed as the first wheel brake. B _F , as a second wheel brake, is attached to the rear wheel W _R a mechanical rear wheel brake B _R that exerts a braking force according to the amount of movement of the operating lever 1 and is well known today. There are handles 2 _F and 2 _R at the left and right ends of the steering handle, and there is a first brake rocker 3 _F pivotally supported on the right end of the steering handle. The first brake rocker 3 _F is used as the first brake The operating member can be operated with the right hand holding the handle 2 _F ; the second brake rocker arm 3 _R is pivotally supported on the left end of the steering handle, and the second brake rocker arm 3 _R is used as the second brake operating member , can be operated with the left hand holding the grip 2 _R.

The first brake rocker arm _3F is connected to the front wheel brake _BF through the first transmission system _4F , and the first transmission system _4F can transmit the operating force of the first brake rocker arm _3F to the front wheel brake _BR ; 2 The brake rocker arm 3 _R is connected to the operating lever 1 of the rear wheel _brake B _R through the second transmission system 4 _R , which can mechanically transmit the operating force of the second brake rocker arm 3 _R to the rear wheel Brake B _R . Furthermore, an actuator 5 is connected to the intermediate portion of the two drive trains _4F , _4R , and the braking force of the front wheel brake _BF and the rear wheel brake _BR can be adjusted by the operation of the actuator 5.

On the 1st push-pull wire rope 25 ₁ that connects the 1st braking rocker arm _3F with the actuator 5, the 1st wire rope buffer 24 ₁ is installed in the middle of the former two, and the 2nd brake rocker arm ₃ On the second push-pull wire rope 25 ₂ connected to the actuator 5, the second wire rope buffer 24 ₂ is installed between the former two. These cable dampers 24 ₁ and 24 ₂ are arranged on the right side and the left side of the down tube of the vehicle frame. The battery 53 is arranged above the first wire rope buffer ₂₄₁ on the right side, and the electronic control unit 52 is arranged above the second wire rope buffer ₂₄₂ on the left side.

In Fig. 1 and Fig. 2, symbol 56 is the oil tank of the master cylinder 26 which will be described later provided above the actuator 5, and symbol 57 is connected from the master cylinder 26 (refer to Fig. 3 ) to the front wheel brake _BF . The exhaust joint used for exhausting is provided at the upper end of the pipeline 27, the symbol 45 is the third push-pull wire rope connected from the actuator 5 to the rear wheel brake _BR , and the symbol 58 is the fuel tank.

Next, the structure of the first wire rope buffer ₂₄₁ will be described with reference to FIG. 4 .

The first push-pull wire rope ₂₅₁ is composed of an outer cable ₂₉₁ and an inner cable ₃₀₁ that can freely move through the outer cable ₂₉₁ '. The outer cable ₂₉₁ is connected to the first brake rocker arm _3F . The cable 29 ₁ ′ is connected to the actuator 5 . The first wire rope buffer ₂₄₁ has: a buffer housing 31 formed in a cylindrical shape and connected to the vehicle frame; a cylindrical movable member 32 inserted into the buffer housing 31 so as to be relatively movable in the axial direction; fixed on Inside the buffer housing 31 , the movable member 32 can slide relative to the cylindrical fixed member 33 ; the flange 34 a thereof and the flange of the movable member 32 can be inserted into the buffer housing 31 so as to be relatively movable in the axial direction. 32 a against the sliding member 34 ; and compress the two springs 35 , 35 arranged between the flange 32 a of the movable member 32 and the flange 33 a of the fixed member 33 .

One end of the outer cable 29 ₁ is fixed to the flange 33 _a of the fixed member 33 , while the other end of the outer cable 29 ₁ ′ is fixed to the flange 32 a of the movable member 32 . Therefore, both springs 35, 35 exert a spring force in a direction to separate the outer cables 29 ₁ , 29 ₁ ′ from each other.

On one end side of the buffer case 31, a first load detection switch 38 ₁ is fixed, and the load detection switch 38 ₁ is in contact with one end of the movable member 32 protruding from one end of the buffer case 31. When the braking operation input of the rocker arm _3F is within the specified load range, that is, when the force corresponding to the traction of the first push-pull wire rope ₂₅₁ causes the movable member 32 to compress the springs 35, 35 and move, the movement is within the specified load range. Within the range, the first load detection switch ₃₈₁ is turned on.

More specifically, when the operating force of the first brake rocker arm _3F increases beyond a predetermined value, that is, when the load pulling the inner cable 30 ₁ in the direction of arrow _A increases beyond a predetermined value, the two outer cables 29 ₁ , 29 ₁ ′, the movable member 32 slides toward the fixed member 33 while compressing the springs 35 and 35 under the load that approaches each other. As a result, the movable member 32 actuates the detector of the first load detection switch 38 ₁ to turn on the load detection switch 38 ₁ .

As shown in Figure 5, the structure of the second wire rope buffer ₂₄₂ is basically the same as that of the above-mentioned first wire rope buffer ₂₄₁ , and the same structural elements as the first wire rope buffer ₂₄₁ are only marked with the same symbols and shown in the figure. Descriptions are omitted. However, the second wire rope buffer ₂₄₂ is provided with two disc springs 36, 36 between the flange 34a of the sliding member 34 and the flange 32a of the movable member 32, which is different from the above-mentioned first wire rope buffer _241. different.

When the load of the inner cable ₃₀₂ of the second push-pull wire rope ₂₅₂ pulled by the second brake rocker arm _3R in the direction of arrow _A is within the specified range, the second load detection switch ₃₈₂ is turned on. In addition, since the load is transmitted to the load detection switch 38 ₂ by using the disk springs 36 and 36 with small spring constants, the load change when the input stroke is small can be increased, and the load loss when the wire rope buffer is not used can be used as a reference. becomes smaller, it is possible to reduce the dead travel so that the sense of incongruity in the brake operation feeling does not appear.

Next, the configuration of the actuator 5 will be described with reference to FIGS. 6 to 10 .

The actuator 5 includes a first planetary gear mechanism 6 ₁ , a second planetary gear mechanism 62 , an electromagnetic brake 7 as a sun gear braking device, and a motor 8 capable of forward and reverse rotation.

The housing 9 of the actuator 5 is composed of a first housing member 10 and a second housing member 11, the motor 8 is mounted on the first housing member 10, and the second housing member 11 is connected to the first housing member 10 , and the electromagnetic brake 7 is installed on the same axis as the rotation axis of the motor 8 . The rotating shaft 7a of the electromagnetic brake 7 and the rotating shaft 8a of the electric motor 8 are coaxially arrange|positioned, and the end parts of these are mutually butted.

The first planetary gear mechanism 61 is disposed on the outer periphery of the rotating shaft 8a _of the electric motor 8, and has a first ring gear ₁₆₁ surrounding the outer periphery of _the end of the rotating shaft 8a of the electric motor 8. _The first sun gear 17 ₁ , the plurality _of planetary gears _{18 1 ,} 18 ₁ , _. The first planetary carrier 19 ₁ is rotatably supported. Moreover, the first sun gear ₁₇₁ of the first planetary gear mechanism ₆₁ can be driven to rotate by starting the motor 8 .

The 2nd planetary gear mechanism 6 ₂ has the 2nd ring gear 16 ₂ that surrounds the outer circumference of the end portion of the rotating shaft 7 _a of the electromagnetic brake 7; the second sun gear 17 ₂ formed at the end portion of the rotating shaft 7 _a of the electromagnetic brake 7; 2. _A plurality of second planetary gears 18 ₂ , 18 ₂ . . . that mesh with the ring gear 16 ₂ and the second sun gear 17 _{2 ;} Gear rack 19 ₂ . Furthermore, the electromagnetic brake 7 can brake and stop the rotation of the second sun gear ₁₇₂ of the second planetary gear mechanism ₆₂ .

The first ring gear 16 ₁ and the second ring gear 16 ₂ are the same member, and they are positioned in the radial direction by the first planetary gears 18 ₁ , 18 ₁ . . . and the second planetary gears 18 ₂ , 18 ₂ . It is rotatably held between the first planetary carrier 191 and the second planetary carrier ₁₉₂ . By making the first and second ring gears 16 ₁ and 16 ₂ the same member, the actuator can be downsized while reducing the number of parts.

In front of the rotation shaft 7 _a of the electromagnetic brake 7 and the rotation shaft 8 _a of the electric motor 8 , the first control shaft 20 ₁ and the second control shaft 20 ₂ are arranged parallel to these rotation shafts 7 _a , 8 _a . A cylindrical portion is formed at the inner end of the first control shaft ₂₀₁ , and the outer circumference of the inner end of the second control shaft ₂₀₂ can be freely relatively rotatably fitted on the inner circumference of the cylindrical portion, so that the first control shaft 20 _{The 1st} and 2nd control shafts ₂₀₂ are arranged coaxially on the same axis parallel to the axes of the 1st, 2nd planetary gear mechanisms ₆₁ , ₆₂ .

It can be clearly seen from Fig. 7 and Fig. 9 that the first sector gear 48 1 as the first control member is fixed on the first control shaft _{20 1} , and the first sector gear 48 ₁ is integrated with the first planetary gear carrier 19 ₁ The upper driven gear 49 ₁ meshes. In addition, a piston ejector pin 43 for operating a master cylinder 26 to be described later is fixed to the first control shaft ₂₀₁ .

The master cylinder 26 has a cylinder body 39 fixed on the housing 9 of the actuator 5, the front faces a pressure chamber 41, a piston 40 slidably fitted in the cylinder body 39, and a piston housed in the pressure chamber 41 to generate 40 to the rear side (the right side in FIG. 9 ) of the return spring 42 of the spring force, the front end of the cylinder 39 is connected to the pipeline 27 leading to the pressure chamber 41 .

The above-mentioned piston top pin 43 is in contact with the rear end of the piston 40 protruding from the rear end of the cylinder body 39 . When the first sector gear ₄₈₁ is at the position shown by the solid line in Fig. 9, the cup seal 44 arranged on the piston 40 is in the position of opening the discharge hole _39a formed on the cylinder 39, and the first sector gear ₄₈₁ can rotate a small amount from the solid line position clockwise in FIG. 9 (the direction in which the piston 40 retreats) to the two-dot-dash line position, where it contacts the stopper 10 _a to limit rotation. Since the above-mentioned rotation angle between the position of the solid line and the position of the double-dashed line is set by considering the deviation of the position of the discharge hole _39a and the machining accuracy of each gear, when the first sector gear ₄₈₁ contacts the stopper 10 _a , and when the piston 40 reaches the retreat end, the cup seal 44 of the piston 40 will surely open the drain hole 39 _a , and the cup seal 44 will not retreat greatly from the drain hole 39 _a .

When the first control shaft ₂₀₁ pushes the piston 40 with the piston top pin 43, the piston 40 moves to the side of reducing the volume of the pressure chamber 41, and the hydraulic pressure generated in the pressure chamber 41 acts on the front wheel brake B _F through the pipeline 27 .

As described above, by arranging the first control shaft 20 ₁ and the second control shaft 20 ₂ coaxially with each other on the axis parallel to the axis of the first and second planetary gear mechanisms 6 ₁ and 6 ₂ , the two control shafts Compared with the case where the shafts 20 ₁ and 20 ₂ are arranged on different axes, the actuator 5 can be made more compact. Moreover, since the master cylinder 26 and the first and second control shafts 20 ₁ and 20 ₂ are intersected and disposed on the rotating surface of the first sector gear 48 ₁ supported on the first control shaft 20 ₁ and supported on the second control shaft The second sector gear 48 on the ₂₀₂ is between the rotary surfaces of the second sector gear ₄₈₂ , so the useless space in the actuator 5 can be effectively used, and the master cylinder 26 can be arranged compactly.

Figure 6, Figure 11 and Figure 12 show the connection between the first push-pull wire rope ₂₅₁ connected to the first brake rocker arm _3F and the first control shaft 201 protruding from the first housing member ₁₀ to the outside department. The bushing 61 can be relatively freely rotatably fitted on the outer periphery of the first control shaft ₂₀₁ , the upper arm 62 and the lower arm 63 are welded to the bushing 61, and the adjusting arm 64 is fixed on the outer periphery of the first control shaft ₂₀₁ with a bolt 65 superior. The first push-pull wire rope ₂₅₁ is connected to the top end of the upper arm 62 through a wire rope joint 66 .

An adjustment bolt 68 pivotally supported on the top end of the lower arm 63 with a pin 67 passes through a pin 69 supported on the middle portion of the adjustment arm 64 , and an adjustment nut 70 is screwed to the top end thereof. The coil spring 71 fitted on the outer periphery of the adjusting bolt 68 pushes the above-mentioned pin 69 into contact with the circular arc surface 70 _a formed at the lower end of the adjusting nut 70 .

Therefore, the lower arm 63 integrated with the upper arm 62 is connected to the adjustment arm 64 by the adjustment bolt 68. When the upper arm 62 rotates under the action of the first push-pull wire rope ₂₅₁ , the first control shaft ₂₀₁ is adjusted by the lower arm 63, The bolt 68 and the adjustment arm 64 are rotated. By turning the adjustment nut 70 half a turn each time to change the relative angle between the lower arm 63 and the adjustment arm 64, the phase of the first control shaft ₂₀₁ can be arbitrarily fine-tuned. Thus, the piston ejector pin 43 provided on the first control shaft ₂₀₁ can be finely adjusted to the position shown by the solid line in FIG. 9 , and the above-mentioned adjusting bolt 68 and adjusting nut 70 constitute an adjusting device.

It can be _seen clearly from Fig. 7 and Fig. 10 that the second sector gear 48 2 as the second control member is relatively freely rotatable supported on the second control shaft 20 ₂ , and the second sector gear 48 ₂ is integrally arranged on the The driven gear ₄₉₂ on the second planetary carrier ₁₉₂ meshes. The stopper portion _50a fixed to the tip of the control arm 50 of the second control shaft ₂₀₂ is fitted into the elongated hole _48a formed in the second sector gear ₄₈₂ . These stopper portions _50a and the elongated holes _48a constitute an idle mechanism. In FIG. 10 , a block 11 _a contacting the second sector gear 48 ₂ is formed under the second housing member 11 to limit the rotation end of the second sector gear 48 ₂ in the counterclockwise direction in FIG. 10 .

In Fig. 8, Fig. 13 and Fig. 14, the connection between the second push-pull wire rope ₂₅₂ connected to the second brake rocker arm 3R and the second control shaft ₂₀₂ protruding from the second housing member 11 to the outside is shown. department. A pair of wire rope joints 75, 76 are pivotally supported by a pin 74 on an arm 73 fixed to the second control shaft ₂₀₂ by a bolt 72. As shown in FIG. Connect the inner cable 30 ₂ of the 2nd push-pull steel wire rope 25 2 made of the outer cable 29 ₂ and the inner cable 30 ₂ on the wire rope joint 75, and connect the third push-pull wire rope 25 ₂ made of the outer cable 46 and the inner cable 47 on the wire rope joint 76. The inner cable 47 of the push-pull wire rope 45.

The first drive train _4F that transmits the operating force of the first brake rocker arm 3F to the front wheel brake _BF consists of a first push _- pull cable 25 ₁ installed with a first cable buffer 24 ₁ in between, a master cylinder 26 and pipeline 27, the second _drive train _4R that transmits the operating force of the second brake rocker arm 3R to the rear wheel brake _BR is provided by the second pusher with the second wire rope buffer ₂₄₂ installed in the middle. Pull wire rope 25 ₂ and the 3rd push-pull wire rope 45 to form.

An angle sensor 51 is fixed at the outer end of the second control shaft ₂₀₂ protruding from the actuator 5, and the movement amount of the actuator 5 can be measured through the angle sensor 51. As shown in FIG. 3, a front wheel speed sensor 54 is attached to the front wheel _WF , and a rear wheel speed sensor 55 is attached to the rear wheel _WR . However, the opening and closing actions of the electromagnetic brake 7 in the actuator 5, as well as the rotation direction and action amount of the motor 8, are controlled by the electronic control device 52; the first and second load detection switches 38 ₁ , 38 ₂ , angle The detection values of the sensor 51, the front wheel speed sensor 54, and the rear wheel speed sensor 55 are input to the electronic control unit 52, respectively.

Next, the action of the embodiment of the present invention having the above-mentioned structure will be described.

When the brake operation input generated by the first brake rocker arm _3F or the second brake rocker arm _3R is below the specified value, the actuator 5 is not activated, and the first brake rocker arm _3F or the second brake rocker arm 3F The brake rocker arm 3 _R obtains the braking force from the front wheel brake _BF or the rear wheel brake _BR . When the first and second load detection switches 38 ₁ and 38 ₂ are not switched, the electronic control device 52 stops the motor 8 work, the electromagnetic brake 7 is in the closed state, that is, a state that allows the second sun gear ₁₇₂ to rotate freely.

In such a state, _when only the first brake rocker arm _3F is braked, _the hydraulic pressure is changed from The output from the master cylinder 26, the hydraulic pressure acts on the front wheel brake _BF through the pipeline 27, so that the front wheel brake _BF generates braking force. At this time, the rotational force input to the first control shaft 20 ₁ is transmitted from the first sector gear 48 ₁ to the first carrier 19 ₁ via the driven gear 49 ₁ .

However, since the first sun gear ₁₇₁ is also stopped when the motor 8 is in a stopped state, in addition, the second planetary gear carrier ₁₉₂ of the second planetary gear mechanism ₆₂ is in a non-braking operation state along with the second brake rocker arm _3R . is also stopped, so the rotation of the first planetary gear carrier 19 ₁ is transmitted through the first planetary gears 18 ₁ , 18 ₁ ..., the first and second ring gears 16 ₁ , 16 ₂ and the second planetary gears 18 ₂ , 18 ₂ ... To the second sun gear 17 ₂ , the second sun gear 17 ₂ is idled. Therefore, as long as the motor 8 and the electromagnetic brake 7 are not in operation, the operation of the first brake rocker arm _3F will not cause the operation of the rear wheel brake _BR .

In the state where the motor 8 and the electromagnetic brake 7 are not working, when only the second brake rocker arm 3 _R performs the braking operation, the mechanical brake operating force is transmitted through the second transmission system 4 _R , and the rear wheel brake B _R Generate braking force. Now, even if the second control shaft ₂₀₂ is rotated by the traction of the second push-pull wire rope ₂₅₂ , since the motor 8 is in a stopped state, the first sun gear ₁₇₁ is stopped, and in addition, along with the first brake rocker arm _3F In the non-braking operation state, the first planetary gear carrier 19 ₁ of the first planetary gear mechanism 6 ₁ also stops, so the first and second ring gears 16 ₁ , 16 ₂ pass through the first planetary gears 18 ₁ , 18 ₁ ... also fixed in a non-rotatable manner. Therefore, the rotation of the second carrier 19 ₂ is transmitted to the second sun gear 17 ₂ via the second planetary gears 18 ₂ and 18 ₂ , so that the second sun gear 17 ₂ is in an idle state. Therefore, as long as the motor 8 and the electromagnetic brake 7 are not in operation, the operation of the second brake rocker arm _3R does not actuate the front wheel brake _BF .

When the brake operation input formed by the first brake rocker arm _3F or the second brake rocker arm _3R reaches a predetermined value or more, the actuator 5 is activated to make the front wheel brake _BF and the rear wheel brake _BR interlocked. work, when the first and second load detection switches 38 ₁ and 38 ₂ are switched, the electronic control device 52 makes the motor 8 work, and at the same time the electromagnetic brake 7 is in the working state, that is, the second sun gear 17 ₂ is braked .

Assuming that the second brake rocker arm 3 _R is braked with an operating force greater than a predetermined value, _as shown in FIG. , drive the first planetary gear carrier 19 ₁ and the second planetary gear carrier 19 ₂ to make them rotate in opposite directions, and the driven gear 49 ₂ integrated with the second planetary gear carrier 19 ₂ drives the second sector gear 48 ₂ along the Turn clockwise in Figure 15. However, the contact between the second sector gear ₄₈₂ and the stopper _11a restricts its rotation, so the first planetary gear carrier ₁₉₁ , which rotates by its reaction force, makes the first sector gear ₄₈₁ rotate through the first driven gear ₄₉₁ . Turn it counterclockwise in Figure 15. As a result, the master cylinder 26 is actuated to generate brake fluid pressure, and the brake fluid pressure actuates the front wheel brakes _BF .

At this time, since the stopper portion _50a of the control arm 50 is fitted in the long hole _48a of the second sector gear ₄₈₂ , the rotation of the second sector gear ₄₈₂ accompanied by the action of the actuator 5 will not occur. It affects the rotation of the second control shaft ₂₀₂ by the operation of the second brake rocker arm _3R . In the interlocking operation of the front wheel brake _BF and the rear wheel brake _BR , the operation of the actuator 5 is controlled based on the output of the angle sensor 51 which detects the rotation angle of the second control shaft ₂₀₂ .

According to Fig. 17 this is further described, when the 2nd braking rocker arm 3 _R is operated, the rear wheel brake _BR is acted by the 2nd push-pull steel wire rope ₂₅₂ and the 3rd push-pull steel wire 45 rope earlier, and the rear wheel _WR increased braking force. When the operating load of the second brake rocker arm _3R is increased and the second load detection switch 382 of the second wire rope buffer ₂₄₂ is turned on, the actuator ₅ is actuated, thereby actuating the front wheel brake _BF . As a result, the distribution of the braking force bends along the ideal distribution curve.

At this time, assuming that the idling mechanism composed of the stop portion 50a of the control arm ₅₀ and the long hole _48a of the second sector gear 482 does not exist, after the actuator ₅ is activated, the braking force of the rear wheel _WR is at The part input by the driver from the second brake rocker arm _3R , plus the part increased by the action of the actuator 5 (the hatched part in Fig. 17), as shown by the dotted line, the braking force of the rear wheel _WR is excessive, Deviate far from the ideal distribution line, and the locking tendency of the rear wheel _WR may increase. However, in fact, the braking force of the rear wheel _WR is only part of the driver's input, so by properly setting the action amount of the actuator 5 and adjusting the braking force of the front wheel _WF , it is easy to obtain a value close to the ideal distribution line distribution characteristics and improve braking feel.

Next, the case of the anti-lock brake control will be described.

According to the output of the front wheel speed sensor 54 and the rear wheel speed sensor 55, once it is detected that the wheels have a tendency to lock, the electronic control device 52 puts the electromagnetic brake 7 into the working state, and simultaneously makes the motor move along the direction opposite to the above-mentioned linkage action. direction action. In this way, as shown in FIG. 16, the first planetary gear carrier 19 ₁ and the second planetary gear carrier 19 ₂ are driven so that they rotate in opposite directions to each other and in the direction opposite to that of the above-mentioned linkage action, as shown in FIG. 16 The first sector gear 48 ₁ is driven clockwise, and the second sector gear 48 ₂ is driven counterclockwise. At this time, the rotation of the first sector gear 48 ₁ is directly transmitted to the first control shaft 20 ₁ , so that the first control shaft 20 ₁ rotates in the direction of weakening the braking force of the front wheel _WF , while the transmission of the second sector gear 48 ₂ The stop portion 50 _a of the control arm 50 contacts the end of the elongated hole 48 _a and is transmitted to the second control shaft 20 ₂ , so that the second control shaft 20 ₂ rotates in the direction of weakening the braking force of the rear wheel _WR .

Anti-lock braking control that effectively avoids wheel locking can be performed by increasing or decreasing the braking force by rotating the electric motor 8 of the actuator 5 in forward and reverse directions according to the slip ratio of the wheels.

In the first and second transmission trains _4F and _4R , the first and second wire rope buffers 24 ₁ and 24 are respectively arranged between the actuator 5 and the first and second brake rocker arms _3F and _{3R 2.} When the braking force is increased in the anti-lock braking control, the rebound force stored in the wire rope buffers 24 ₁ and 24 ₂ can be utilized by placing the motor 8 in a non-working state. In addition, in the anti-lock braking control During the implementation of the brake control, the force from the side of the actuator 5 can be prevented from directly acting on the first brake rocker arm 3 _F or the second brake rocker arm 3 _R , and a good operating feeling can be obtained.

In the actuator 5 of this embodiment, by providing the stopper _10a (refer to FIG. 9 ) that limits the rotational range of the first sector gear ₄₈₁ connected to the master cylinder 25, the following effects can be obtained.

In FIG. 18, for example, when the speed of the front wheel _WF exceeds a predetermined value and is lower than the vehicle body speed, the anti-lock braking control starts, and the rotation angle of the first sector gear ₄₈₁ decreases the braking force by the action of the actuator 5. The direction of W F decreases, and accordingly, the braking force of the front wheels W _F also decreases. As the rotation angle of the first sector gear ₄₈₁ decreases, the piston 40 of the master cylinder 26 also retreats following the piston top pin _43. In FIG. The gear ₄₈₁ is in contact with the stopper _10a so that the rotation is restricted.

At this time, assuming that there is no above-mentioned block 10 _a , as shown by the dotted line in FIG. 18 , the first sector gear 48 ₁ rotates further, and the rocker reaction force of the first brake rocker arm 3 _F also increases, which deteriorates the rocker feeling. Moreover, when the actuator 5 is operated to rotate the first sector gear ₄₈₁ in the direction of increasing the braking force, the cup seal 44 of the piston 40 closes the discharge hole _39a , and a braking force is generated in the pressure chamber 41. The moment of hydraulic pressure is also delayed, and the responsiveness is reduced.

However, as shown in the present embodiment, by restricting the rotation of the first sector gear ₄₈₁ in the direction of causing the piston 40 to retreat by using the stopper _10a , the actuator 5 is driven to increase the braking force again. When the first sector gear 48 _{is 1} , the piston 40 can be moved forward quickly to generate brake fluid pressure, which can avoid a decrease in responsiveness.

Next, the specific content of the anti-lock braking control will be further described with reference to FIGS. 19 to 23 .

In the graph of Fig. 19, the horizontal axis represents the slip rate λ _F of the front wheel, and the vertical axis represents the slip rate λ _R of the rear wheel. On this rectangular coordinate, the target slip rate line L shown by the thick solid line is set. ₁ , L2, L3, the inner side (origin side) of the target slip rate line L ₁ , L2, L3 is set as the brake booster area _A1 , and the outer side (the side opposite to the origin) is set as the brake booster area A1. Force area A ₂ . The front wheel slip rate λ _F and the rear wheel slip rate λ _R are calculated according to the front wheel speed V _F measured by the front wheel speed sensor 54 and the rear wheel speed V _R measured by the rear wheel speed sensor 55. For example, The estimated vehicle body speed V _{F ′} estimated from the non-driven wheel speed, that is, the front wheel speed V _F , is calculated as follows,

Front wheel slip ratio λ _F =(V _F ′-V _F )/V _F ′ …(1)

Rear wheel slip ratio λ _R =(V _F ′-V _R )/V _F ′ …(2)

If the front wheel slip rate λ _F and the rear wheel slip rate λ _R calculated according to the above formula are in the brake booster area _A1 inside the target slip rate lines L ₁ , L2, and L3 on the rectangular coordinates in Fig. 19, it is considered that The slipping state of the vehicle is small, and the motor 8 of the actuator 5 is rotated in one direction to increase the braking force of the front wheel brake B _F and the rear wheel brake _BR , thereby making the slipping state of the vehicle move toward the target slip rate line L _1. Move in the direction of L2 and L3. If the front wheel slip ratio λ _F and the rear wheel slip ratio λ _R are in the braking force reduction area A ₂ outside the target slip ratio lines L ₁ , L 2 , and L 3 , it is considered that the slipping state of the vehicle is large, and the motor of the actuator 5 8 is rotated in the opposite direction to reduce the braking force of the front wheel brake _BF and the rear wheel brake _BR , thereby moving the slip state of the vehicle toward the target slip rate lines _L1 , L2, and L3.

The target slip rate lines L ₁ , L2, and L3 are composed of three line segments, namely, the first target slip rate line L ₁ , the second target slip rate line L2, and the third target slip rate line L3.

The first target slip rate line _L1 is a line segment obliquely downward to the right, set in the first quadrant of rectangular coordinates, and the area where the front wheel slip rate λ _F is greater than the first reference value frmad (λ _F > frmda), in which On the line segment, λ _R =-aλ _F +b (a>0, b>0) holds true. That is, on the first target slip rate line _L1 , _the rear wheel slip rate λ _R decreases when the front wheel slip rate λ F increases, and the rear wheel slip rate λ _R increases when the front wheel slip rate λ _F decreases, so the front wheel The total slip rate of W _F and rear wheel W _R is kept constant.

Below the above-mentioned first target slip rate line L ₁ , the first target slip rate line L ₁ ′ shown by a dotted line is set in parallel, and the space between the two first target slip rate lines L ₁ and L′ ₁ is static. district. When the sliding state of the vehicle shifts from the brake booster region _A1 to the brake booster region _A2 , the first target slip rate line _L1 becomes the reference, and when the vehicle shifts from the brake booster region _A2 to the brake booster In the force range _A1 , the first target slip rate line _L1 ' serves as a reference. In this way, since the control toward the brake boosting direction is stopped in the dead zone, it is possible to prevent the front and rear wheel slip ratios λ _F , λ _R from becoming too large during the brake boosting control during the anti-lock braking control. Make excess swipes end early.

The second target slip rate line _L2 is set as the line segment (λ R =rrmdao) parallel to the horizontal axis in the front wheel slip rate λ _F <frmda area in the first quadrant of the rectangular coordinates (λ _R =rrmdao), the second target slip rate The line _L2 shifts to the decreasing side according to the differential value of the rear wheel speed V _R with respect to time, that is, the rear wheel acceleration dV _R /dt=Rrw. That is, when the rear wheel acceleration Rrw≥0, the second target slip rate line L ₂ is λ _R =rrmdao, when the rear wheel acceleration Rrw is negative and the rear wheel speed V _R tends to decrease (locking tendency), the second The target slip rate line L ₂ ′ moves to λ _R = rrmda below the second target slip rate line L ₂ (on the origin side). The second reference value rrmad is determined by the following equation.

rrmda=rrmdao-K×｜Rrw｜

rrmdao: normal number

K: positive coefficient

｜Rrw｜: Absolute value of negative rear wheel acceleration

When the rear wheel acceleration Rrw≥0, the second target slip rate line L ₂ ′=L ₂ is at the top, and when the rear wheel acceleration Rrw<0, the second target slip rate line L ₂ ′ is based on the absolute value |RrW| Move down. Therefore, the second target slip ratio line L ₂ ′ shifts downward according to the degree of the low-friction-coefficient road surface where the rear wheel _WR tends to lock up.

When the slip state of the vehicle shifts from the brake de-energizing region _A2 to the brake boosting region _A1 , the second target slip ratio line L ₂ ′ moves upward toward the second target slip ratio line L ₂ at a predetermined speed. The upward moving speed of the second target slip rate line L ₂ ′ is shown by the dotted line with an inclination angle α in Fig. 20 and Fig. 21. The decrease rate of the rear wheel speed V _R is slightly smaller (see FIG. 20 ), and much smaller than the decrease rate of the rear wheel speed V _R when brake boosting is performed on a road surface with a low friction coefficient (see FIG. 21 ).

The third target slip rate line L ₃ is set on the rectangular coordinates, on the line segment (λ _F = frmda) where the front wheel slip rate λ _F is equal to the first reference value frmda, and the above-mentioned first target slip rate line L ₁ and the first The 2 target slip rate lines _L2 are connected.

When increasing the braking force of the front wheel _WF and the rear wheel _WR through the brake booster control, the forward inertial force acting on the center of gravity of the vehicle will increase the ground load of the front wheel _WF , and the front wheel slip ratio λ _F decreases; on the other hand, the ground load of the rear wheel W _R decreases, so that the rear wheel slip rate λ _R increases. As a result, in the region where the front wheel slip ratio _λF is small ( _λF <frmda) in _FIG . On the side of the brake reduction area, unnecessary brake reduction control may be performed.

However, as mentioned above, when the friction coefficient of the road surface is large, the rear wheel _WR is relatively difficult to lock, so the absolute value |Rrw| of the negative rear wheel acceleration Rrw becomes small, and as a result, the second target The rate line L ₂ ′ is located near the uppermost second target slip rate line L ₂ and above the extension line of the first target slip rate line L ₁ . In this way, the sliding state of the vehicle is difficult to transfer from the brake boosting area A ₁ to the braking force reducing area A ₂ , avoiding unnecessary braking force reduction control.

On the other hand, when the friction coefficient of the road surface _is small, since the rear wheel _WR is easy to lock, the absolute value |Rrw| The moving distance is large. As a result, the slipping state of the vehicle tends to shift from the side of the brake booster area _A1 to the side of the brake booster area _A2 , and the braking force reduction control can be quickly performed to avoid locking of the rear wheel _WR before it happens.

In Fig. 20 and Fig. 21, the dotted line represents the target slip rate line in the region where the front wheel slip rate λ _F is small (λ _F <frmda), and the rear wheel speed V _R crosses the target slip rate line from top to bottom. When it crosses from bottom to top, it enters _{the brake boosting area A 1 ,} and performs braking boosting control. When shifting from the brake-reducing area _A2 to the brake-boosting area _A1 , the target slip rate line does not return from _L2 ' to _L2 all at once, but slowly returns to the target slip at an angle of inclination α as described above rate line L ₂ .

It can be clearly seen from Fig. 22 that, assuming that when transferring from the brake force reduction area _A2 to the brake force increase area _A1 , the target slip rate line is driven back from L2 _' to _L2 at once (refer to the dotted line), then in The point P moves from the brake booster area _A1 to the brake booster area _A2 . On the other hand, the target slip ratio line of the present invention gradually returns from L ₂ ′ to L ₂ (refer to the dotted line), and the transition from the brake boosting area A ₁ to the braking force reducing area A ₂ is performed at point P’. Therefore, according to the present invention, the timing of moving to the brake reduction area _A2 can be advanced, excessive slippage can be prevented, and highly stable antilock brake control can be performed.

The embodiments of the present invention have been described in detail above, but various design changes can be made to the present invention without departing from the subject matter of the present invention.

As described above, according to the invention described in claim 1, the target slip rate line is set on the coordinates where one coordinate axis is taken as the front wheel slip rate and the other coordinate axis is taken as the rear wheel slip rate. The target slip ratio line has a second target slip ratio line which is a second reference for which the rear wheel slip ratio is not affected by the front wheel slip ratio in a region where the front wheel slip ratio is smaller than the first reference value. Therefore, when braking, even if the ground contact load of the rear wheels decreases and the slip ratio of the rear wheels increases due to the inertial force of the vehicle, the slipping state is difficult to cross from the brake booster area by setting the second reference value above. When the second target slip rate line enters the brake reduction region, unnecessary brake reduction control can be avoided. In addition, when the front wheel slip rate is greater than the first reference value, the first target slip rate line divides the brake boosting area and the braking force reduction area, so the front and rear wheel slip rate can be rapidly increased with the increase of the front wheel slip rate. Carry out brake force reduction control to ensure the stability of the vehicle when braking.

According to the invention of claim 2, when the rear wheel acceleration is a negative value, the second reference value is decreased according to the absolute value of the rear wheel acceleration. When intensified, the slip state tends to enter the braking deceleration region from the brake boosting region over the second reference value, so that the brake deceleration control can be quickly performed and the vehicle stability can be ensured.

According to the invention as claimed in claim 3, when the sliding state moves from the brake force reduction region to the brake force increase region, the second reference value which has decreased for a while is gradually increased to the value before the decrease, so that the value can be increased again. The timing of the transfer of the braking force reduction area is advanced. As a result, the slip ratio can be prevented from being excessive in the brake boosting region, and vehicle stability can be ensured.

Claims (3)

1. the anti-block brake controller of a vehicle has drag control member (3 _F, 3 _R), by transmission system (4 _F, 4 _R) and above-mentioned drag control member (3 _F, 3 _R) front-wheel brake (B that is connected _F) and rear wheel brake (B _R), at above-mentioned transmission system (4 _F, 4 _R) pars intermedia adjust above-mentioned front-wheel brake (B _F) and rear wheel brake (B _R) braking force actuator (5), input front-wheel speed sensor (54) and trailing wheel speed sensor (55) detected value and control the electronic control package (52) of above-mentioned actuator (5), this electronic control package (52) is present puts on target setting sliding ratio line, and an axis of coordinate of this coordinate is taken as front wheel slip rate (λ _F), another axis of coordinate is taken as trailing wheel sliding ratio (λ _R), this target sliding ratio line is respectively braking reinforcement zone (A by initial point one side and the opposite side opposite with initial point ₁) and braking force-reducing area territory (A ₂), according to front wheel slip rate (λ _F) and trailing wheel sliding ratio (λ _R) at above-mentioned braking reinforcement zone (A ₁) time make the braking force reinforcement and front wheel slip rate (λ _F) and trailing wheel sliding ratio (λ _R) at above-mentioned braking force-reducing area territory (A ₂) time make braking force subtract the mode of power, control above-mentioned actuator; It is characterized in that:

Above-mentioned target sliding ratio line is by the 1st, the 2nd, the 3rd target sliding ratio line (L ₁, L ₂, L ₃) constitute; The 1st target sliding ratio line (L ₁) be at front wheel slip rate (λ _F) in the zone greater than the 1st a reference value (frmda), trailing wheel sliding ratio (λ _R) along with front wheel slip rate (λ _F) increase reduce; The 2nd target sliding ratio line (L ₂) be at front wheel slip rate (λ _F) in the zone less than the 1st a reference value (frmda), trailing wheel sliding ratio (λ _R) become and be not subjected to front wheel slip rate (λ _F) the 2nd a reference value (rrmda) of influence; The 3rd target sliding ratio line (L ₃) be at front wheel slip rate (λ _F) connect above-mentioned the 1st, the 2nd target sliding ratio line (L when equaling the 1st a reference value (frmda) ₁, L ₂).

2. the anti-block brake controller of vehicle as claimed in claim 1 is characterized in that: during for negative value, above-mentioned the 2nd a reference value is reduced, and the absolute value of the negative value of this trailing wheel acceleration/accel is big more at trailing wheel acceleration/accel (Rrw), the 2nd a reference value is more little.

3. the anti-block brake controller of vehicle as claimed in claim 2 is characterized in that: the current sliding ratio (λ that takes turns _F) and trailing wheel sliding ratio (λ _R) from braking force-reducing area territory (A ₂) transfer to and brake reinforcement zone (A ₁) time, make the increase of the value before reducing gradually of above-mentioned the 2nd a reference value (rrmda) that has reduced.

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