JPS60209356A - Antiskid controller - Google Patents

Abstract

PURPOSE:To improve directional stabilization ever so better, by releasing the existing antiskid control front wheels, to begin with, then rear wheels in order, at a time when the antiskid control is released as a car speed comes down due to braking. CONSTITUTION:A device bearing the above caption feeds a hydraulic fluid out of a master cylinder 2 to each of wheel cylinders 6-9 via braking hydraulic control valve units 3, 4 and 5 at both front- and rear-wheel sides, while each of these units 3 and 4 controls them by an electronic controller 14 on the basis of each output signal out of car speed sensors 10-12 and a brake operation switch BSW. In this case, the controller 14 judges on whether the increase or decrease of brake fluid pressure is required or not from an estimated car speed to be calculated out of a wheel revolving speed or acceleration of the wheel revolving speed and thereby controls these units 3-5. And, a control command is made so as to be stopped when the estimated car speed at the front wheel side comes to less than a first value as well as when that at the rear wheel side comes to less than a second value, respectively, during continuation of brake operation.

Description

[Detailed Description of the Invention] [Technical Field of the Invention] The present invention provides anti-skid control that reduces the brake fluid pressure in the wheel brake cylinder when the axle is about to lock when braking a vehicle to prevent skidding due to the axle locking. The present invention relates to an anti-skid control device, and particularly to an anti-skid control device that separately controls brake fluid pressures for front wheels and rear wheels.

[Prior Art] Various configurations are already known as anti-skid devices for vehicles, but since brake fluid pressure fluctuations in the wheel cylinders when the anti-skid device is activated are not transmitted to the brake mask cylinder, brake pedal operation is difficult. For example, there are those disclosed in JP-A-58-450 and JP-A-58-26658 that have a good feel.

In these devices, a pressure control valve device is inserted between the wheel cylinder and the mask cylinder in order to adjust the brake fluid pressure in the wheel cylinder independently of the fluid pressure generated in the brake mask cylinder. The pressure control valve device includes a piston that moves in one direction based on brake fluid pressure, and a valve member that blocks a flow path of brake pressure from a mask cylinder to a wheel cylinder. Power hydraulic pressure generated by the pump and applied through the solenoid valve acts on the piston to oppose the brake hydraulic pressure, and this power hydraulic pressure causes the piston to move in the other direction against the brake hydraulic pressure. to open the valve member.

In such conventional devices, power hydraulic pressure is constantly applied to the piston of the pressure control valve device to hold the valve member in the open position in opposition to brake hydraulic pressure during braking, and this power hydraulic pressure is The output of the pump is stored in an accumulator, or the output of the pump is opened via a throttle valve responsive to brake fluid pressure and obtained at the stage before the throttle valve.

In addition, in order to prevent the piston of the pressure control valve device from moving by the brake fluid pressure and opening the valve member and reducing the wheel cylinder fluid pressure when the power fluid pressure is lost, there is a space between the wheel cylinder and the pressure control valve device. A bypass valve device is inserted to directly supply the brake pressure from the mask cylinder to the wheel cylinder in the event of a power hydraulic pressure loss (JP-A-Sho sg-
26658).

Anti-skid control using these or other conventional devices provides considerable directional stability (steering performance), but when the vehicle speed decreases and the anti-skid control is released, the rotational speed of the front and rear wheels or the control Directional stability may be slightly impaired due to power imbalance. That is, in a transient state when the anti-skid is released, the directional stability may be disturbed, albeit temporarily.

In addition, in anti-skid control using conventional devices, brake fluid pressure is increased or decreased when a predetermined condition is met after the brake pedal is depressed, but this anti-skid control is activated when the vehicle speed is low. However, this has virtually no effect, and the judgment of the conditions for the anti-skid control becomes uncertain, which may make the anti-skid control unstable or even extend the braking distance, which can be dangerous. If we set a predetermined vehicle speed as a boundary and perform anti-skid control above it and cut off unskid control below it, if anti-skid control is started at a vehicle speed higher than the boundary value, it will be canceled at the boundary value. Therefore, the feeling of driving the vehicle may be significantly different, and driving may become unstable.

Therefore, stability of anti-skid control in the low speed range is desired.

On the other hand, in the conventional device described above, the brake pressure to the wheel cylinder is reduced by constantly driving the pump to maintain the power pressure at a constant high value, or by releasing the power pressure of the pressure control valve device through the solenoid valve. For example, as disclosed in Japanese Patent Application No. 57-078630, in order to perform anti-skid control accurately and smoothly, power pressure is applied to a solenoid valve.
If you release it frequently, the power pressure will be consumed rapidly, so you should increase the capacity of the power pressure source device or speed up the pump drive. There were problems such as the need for power.

Therefore, the present applicant has developed an electric motor that drives the pump of the power pressure source device by detecting that the rotational state of the axle is close to the state in which the solenoid valve first operates, which tends to occur only during braking, and activates the electric motor. , provided an anti-skid control device that releases pressure fluid from a power pressure source into a reservoir after an electric motor is stopped (Japanese Patent Application No. 1983-21283L). According to this, when comparing the time when the brakes are applied and the time when the brakes are not applied during the entire driving time of the vehicle, the time when the brakes are not applied is much longer; The electric motor is not activated and therefore no power hydraulic pressure is generated. Furthermore, even when the brakes are applied, the electric motor is not activated unless the wheels are likely to lock up. Therefore, the time during which power hydraulic pressure is generated is significantly shorter than that of the conventional system. When the brakes are not applied, no power hydraulic pressure is generated, so when the brakes are applied, the pressure control valve device communicates the wheel cylinder and the master cylinder. Therefore, brake fluid pressure acts from the mask cylinder to the wheel cylinder from the beginning when the brake is applied.

As a result of the above, the mechanism of the power source device can be made smaller without impairing the action of the brake, and its power is small, and the power consumption is also small. It is desired to further reduce power consumption.

[Purpose of the invention]

A first object of the present invention is to further improve the directional stability of a vehicle when anti-skid control is released.

A second object of the present invention is to improve the stability of anti-skid control in a low speed range, thereby increasing the stability of vehicle operation.

A third object of the present invention is to safely and highly efficiently operate a pump drive electric motor of a power hydraulic pressure source device that provides power hydraulic pressure to a pressure control valve device and a bypass valve device. The object is to reduce the power capacity required of the electric motor and to enable the use of small electric motors.

[Structure of the Invention] In order to achieve the above object, the present invention provides a brake fluid pressure control valve device inserted in a brake fluid pressure supply line from a brake mask cylinder to a brake wheel cylinder; Valve device operation means for controlling the state; speed detection means for detecting the rotational speed of the wheels; brake depression detection means for detecting depression of the brake pedal; , monitors the status of the speed detection means and brake depression detection means for each of the rear wheels, determines whether the brake fluid pressure of the front and rear wheels needs to be increased or decreased depending on the situation, and then adjusts the brake fluid pressure of the front and rear wheels based on the determination result. In the anti-skid control device, the anti-skid control device includes a control means for giving an instruction to the valve device operation means to set the brake fluid pressure control valve device to a pressure increase or a pressure decrease state: The control means estimates the vehicle from the rotational speed of the front and rear wheels. Calculate the speed and estimate the speed with the brake depressed.

U- Determines whether or not the front and rear wheel brake fluid pressure needs to be increased or decreased based on the front and rear wheel rotational speeds and acceleration/deceleration of the rotational speed.
An instruction is given to the rear wheel valve device operating means to set the brake fluid pressure control valve device to a pressure increase or a pressure decrease state, and the estimated vehicle speed is set to a first value (for example, 10 km/h) while the brake is continuously depressed.
If the value is below, the second value of the front wheel (which is smaller than the first value)
For example, when the speed drops below 8 km/h, the pressure increase and decrease control for the rear wheels is stopped.

According to this, when anti-skid control is started after the brake is depressed, and when the vehicle speed decreases and anti-skid control is started, anti-skid control for the front wheels is first canceled, and then after the vehicle speed has further decreased, the rear wheels are anti-skid control is canceled and directional stability is increased.

In a preferred embodiment of the present invention, the control means operates based on the determination result on the condition that the estimated vehicle speed is at least a third value (for example, 2 km/h) higher than the first value and the second value. The brake fluid pressure control is started by giving an instruction to the valve device operating means to set the brake fluid pressure control valve device to a pressure increase or a pressure decrease state, and once this control is started, the front shaft is Now, assume that brake fluid pressure control is continued based on the determination results until the estimated vehicle speed becomes equal to or less than the first value, and until the estimated vehicle speed on the rear axle becomes equal to or less than the second value.

According to this, anti-skid control is not started when the vehicle speed is lower than the third value (the upper limit low speed at which anti-skid control is effective), and when anti-skid control is started when the vehicle speed is higher than the third value. Since anti-skid control is performed continuously until the first or second value lower than value 3 (an extremely low speed where anti-skid control is no longer required after anti-skid control is entered), the stability of vehicle operation at low speeds is improved. becomes higher, and the braking distance does not have to be particularly long. In particular, when anti-skid control is entered at a speed higher than the third value, the reliability of the initial condition judgment is high, and once anti-skid control is entered, the situation changes by following the situation change brought about by anti-skid control. Since the control proceeds according to the value, the stability of anti-skid control is high even if the value falls below the third value, and it ends at the first or second value where there is no need for highly stable anti-skid control. be done. The braking sensation given to the driver is stable and drivability is improved.

In a preferred embodiment of the present invention, the brake fluid pressure control valve device further includes a brake fluid pressure port 1- that receives brake fluid pressure from a brake mask cylinder, a control output port that provides brake fluid pressure to the wheel cylinder, a control input port, A valve member that opens and closes between the power hydraulic bow 1 and the output port and the control input port.

A bypass valve device comprising a spring means for forcing the valve member in a closing direction and a piston receiving pressure from a power hydraulic boat in a direction driving the valve member open; and receiving brake fluid pressure from a brake mask cylinder. Brake hydraulic boat, hydraulic control chamber communicating with the above control input port,
Power hydraulic port.

A valve member for opening and closing between the hydraulic pressure control chamber and the brake hydraulic port, a spring means for forcing the valve member in a closing direction, and
When the valve member receives pressure from the power hydraulic port in the direction to drive it open, moving in that direction reduces the volume of the hydraulic control chamber, and moving in the opposite direction increases the volume of the hydraulic control chamber, causing the power hydraulic port to open. A piston that receives pressure from a hydraulic control chamber in a direction that opposes the pressure.

A hydraulic control valve device comprising: an electric motor, a liquid pressurizing pump driven by the electric motor, an accumulator receiving the discharge pressure of the liquid pressurizing pump, and detecting the accumulator pressure. a power hydraulic pressure source that supplies an accumulator pressure to the power hydraulic port of the bypass valve device; An electromagnetic switching valve device that is inserted between the ports and selectively connects the power hydraulic port of the hydraulic pressure control valve device to the accumulator pressure output port and the drain pressure port according to energization. The valve device operates at least in a pressure increasing state in which the power hydraulic port of the hydraulic pressure control valve device is connected to the accumulator pressure output port, in a hold state in which the power hydraulic pressure port is closed, and in a hold state in which the power hydraulic pressure port is closed, depending on the energizing current value. The multi-position switching solenoid valve device 15- is connected to the drain pressure port and is in a reduced pressure state, and the control means controls energization and de-energization of the electric motor according to the accumulator pressure, and maintains a predetermined state while the electric motor is energized. counts up the numerical value at an up rate of , and counts down the numerical value at a predetermined down rate while the electric motor is not energized, and stops energizing the electric motor when the count value reaches the predetermined value;
When the brake is depressed, it is determined whether the brake fluid pressure needs to be increased, held, or decreased based on the estimated rotational speed and the acceleration/deceleration of the rotational speed, and the above-mentioned state of the electromagnetic switching valve device is controlled in a time series; Furthermore, the combination of the duration of the pressure increase state and the duration of the hold state determines the rate of increase in brake fluid pressure to the wheel cylinders, and the combination of the duration of the pressure reduction state and the hold state determines the rate of brake fluid pressure to the wheel cylinders. Determine the rate of decompression;

According to this, the accumulated pressure in the accumulator is maintained at a predetermined value when anti-skid control is not performed. When anti-skid control is not performed, almost no accumulator pressure is consumed, so the electric motor is less energized and the power consumption is =16- less. Since it is sufficient to accumulate pressure in the accumulator during non-control times with a pump and electric motor having a smaller capacity than the capacity that provides the amount of hydraulic pressure required during anti-skid control, small-sized pumps and electric motors can be used.

Even if a small pump and electric motor are used, a numerical value is counted up when the electric motor is energized, and counted down when the electric motor is not energized to obtain an estimated motor temperature value, and when this value reaches a predetermined value, the electric motor is activated. Since the current is turned off, overheating of the electric motor is prevented, and abnormalities such as burnout of the motor due to long-term current being applied are avoided. Even if the electric motor is stopped as described above to prevent such an abnormality, there will still be pressure accumulation in the accumulator, and in the worst case, there will be a bypass valve device that directly applies brake fluid pressure from the mask cylinder to the wheel cylinder. Therefore, the braking action is not impaired.

Compared to the conventional case where the brake fluid pressure to the wheel cylinders is controlled by a combination of only pressure increase and pressure decrease (power fluid pressure consumption) (alternating switching between power pressure application and power pressure release to the reservoir). Since no power pressure is consumed during hold, the brake fluid pressure is controlled in the manner of increasing the brake pressure and holding it, and decreasing the pressure and holding the brake fluid pressure, thereby significantly reducing power fluid pressure consumption. This reduction allows for further downsizing of the pump and electric motor. As well,
Pressure increase speed can be adjusted by combining pressure increase for a predetermined time and holding time of any length and repeating the same, and similarly, pressure increase speed can be adjusted by combining pressure reduction for a predetermined time and hold time of arbitrary length and repeating the same. This enables more accurate and smooth anti-skid control.

Other objects and features of the invention will become apparent from the following description of embodiments with reference to the drawings.

〔Example〕

FIG. 1a shows the system configuration of an embodiment of the present invention.

In this embodiment, anti-skid control is performed independently for the front right axle FR and the front left axle FL, and for the rear right axle RR.
Anti-skid control is performed on the rear left wheel and rear left wheel all at once. So, the front right axle FR.

Speed sensors 10.11 and 2 are provided to detect the rotational speeds of the front left axle FL and the rear axles RR, RL. All of these sensors consist of a magnetic gear connected to an axle or a transmission output shaft, a permanent magnet core fixed opposite to the gear, and a permanent magnet core wound around the core that generates a frequency corresponding to the rotation of the gear. It consists of an electric coil that generates voltage. The generated voltages 81 to S3 of these sensors lO to 12
is applied to the electronic control unit 14.

When the brake pedal 1 is depressed, the brake operation detection switch, which is open when the brake pedal is not depressed, is closed. A status signal indicating whether the switch BSv is open or closed is provided to the electronic control unit 14.

Brake fluid pressure is applied from the brake mask cylinder 2 to the brake fluid pressure boats (3a) of the brake fluid pressure control valve units 3, 4, and 5. The hydraulic pressure of the control output port (3b) of the brake hydraulic control valve units 3, 4, and 5 is applied to the brake wheel cylinder 7 of the front right axle FR, the brake wheel cylinder 19-6 of the front left axle FL, and the rear axle, respectively. It is applied to the brake wheel cylinders 8 of RR and RL.

The output pressure of the power hydraulic pressure source device PPS, that is, the accumulator 17, is connected to the power hydraulic port 1-(3d) of the bypass valve device of the brake hydraulic pressure control valve units l-3, 4, and 5.
A built-up pressure of is applied. Brake fluid pressure control valve unit 3,
4 and 5, the power hydraulic port of the hydraulic control valve device (3
k) each includes an electromagnetic switching valve device 5OLI.

The output pressure of 5OL2 and 5OL3 is applied.

Brake fluid pressure control valve units 3, 4 and 5 all have the same configuration. FIG. 1b shows the configuration of the control valve unit 3. The control valve unit 3 includes bypass valve devices (3a to 3).
h) and hydraulic control valve devices (3i to 3k).

The bus pass control valve device communicates with the brake hydraulic port 38 and has a coil storage space that stores a compression coil spring 3f, and a control ratio capo 1-3b that communicates with this space and stores a ball valve (valve member) 3e. valve operating chamber.

It has an operator operating space that communicates with this chamber and the control input port 3C, through which an operator integrated with the piston 3h passes, and a piston operating space that accommodates the piston 3h and communicates with the power hydraulic boat 3d.

The hydraulic pressure control valve device includes a valve operating chamber that communicates with a brake hydraulic pressure port 31 and houses a compression coil spring 3m and a ball valve 31, and a valve operating chamber that communicates with a control input port 3c that communicates with a piston 3.
A hydraulic control chamber 3j through which an integrated operator passes.

It also has a piston operating space that accommodates the piston 3n and communicates with the power hydraulic port 3k.

When a predetermined power hydraulic pressure is applied to the boat 3d (
During normal operation), the piston 311 moves to the right from the illustrated state, the ball valve 3e moves to the right against the force of the spring 3f, and the control output port 3b is connected to the control input port 3.
It is connected to C. In addition, the anti-skid control is not substantially performed (the electromagnetic switching valve 5OLI is in the first state).
In the state (de-energized) shown in Fig. 1a), power hydraulic pressure is applied to the boat 3k, the piston 3n has moved to the right compared to the state in Fig. 1b, and the ball valve 31 has moved to the right. , brake hydraulic pressure ports 3a, 3i, pressure control chamber 3j, controller capos 1 to 3c, working chamber 3g, control output port 3b, and wheel cylinder 6, which communicate with mask cylinder 2 through a path of wheel cylinder 6.

When skid prevention control is not being performed, brake fluid pressure is applied to the wheel cylinder 6 through this route even when the brake is depressed and the brake fluid rises. Even in this state,
As will be described later, it is monitored whether or not there is a possibility that a skid will occur. Briefly speaking, when the possibility of skidding is high, the electromagnetic switching valve SQL1 is energized to reduce the pressure in a predetermined energization pattern. At the time of depressurization energization, the output port of the electromagnetic switching valve 5OLI, that is, the power hydraulic boat 3k of the hydraulic pressure control valve device becomes drain pressure, and the piston 3n moves to the left, thereby causing the ball valve 31 to switch to the brake hydraulic boat 31. and the hydraulic pressure control chamber 3J, the volume of the hydraulic pressure control chamber 3j increases, its pressure decreases, and this is transmitted to the wheel cylinder 6 through the control input boat 3c and the control output port 3b.
As a result, the brake fluid pressure in the wheel cylinder 6 decreases,
Brake force weakens.

When the output power hydraulic pressure of the power hydraulic pressure source device PPS decreases (in an abnormal state), the piston 3h of the bypass valve device moves to the left, and the ball valve 3e moves to the left, as shown in FIG. 1b. In this way, the control output port 3b and the control input port 3c are cut off, and the brake hydraulic boat 3a and the control output port 3b are communicated (bypass). In this state, brake fluid pressure from the mask cylinder 2 is directly applied to the wheel cylinder 6.

Brake fluid pressure control valve units 4 and 5 have exactly the same configuration as unit 3, and also include electromagnetic on-off valves 5QL2゜5OL.
3 has exactly the same structure as SQL 1. Therefore, the application of brake fluid pressure to wheel cylinder 7 and the application of brake fluid pressure to wheel cylinders 8 and 9 are similar to the application of brake fluid pressure to wheel cylinder 6 described above.

However, control such as reducing, increasing, and holding brake fluid pressure to the wheel cylinders by anti-skid control is limited to wheel cylinder 7 of the front left axle FR, wheel cylinder 6 of the front left axle FL, and rear axles RR and RL. This is done independently for each of the three wheel cylinders 8 and 9.

Referring again to FIG. 1a. Power hydraulic pressure source device 23-pps includes reservoir R5V, pump 1G, Accu A
Mainly consists of L/-17 and electric motor 15,
The power hydraulic pressure port 1- (3d) of the bypass valves of units 3 to 5 and the high pressure input port 1lin of the electromagnetic switching valve devices 5QLI to 5QL3 are connected to the output port 17o of this device PPS, and the drain port of the device pps is connected to the output port 17o of the device PPS. 17
d is the low pressure boat L of the electromagnetic switching valve device 5OLI-5OL3.
out is connected.

When the hydraulic pressure of the accumulator 17 is lower than a predetermined pressure, the pressure detection switch PS is opened and a high level signal is given to the electronic control unit 14, and when it is high, a low level L signal is given when it is closed.

Briefly, when the switch ps is open (low pressure), the electronic control unit 14 energizes the motor energizing relay RL''/ to energize the motor 15 to drive the pump 16, and the switch P
When S is closed (high pressure), relay RL'/ is deenergized to cut off power to motor 15 and stop pump 16. In addition,
In order to prevent the motor from turning on and off in short cycles, the motor 15 is continuously energized for 3 seconds even after the pressure detection switch PS is switched from open (low pressure) to closed (high pressure) using motor energization control, which will be described later. , the motor 15 is stopped at a pressure higher than the pressure at which the switch 24 is closed.

The electromagnetic switching valve device 5OLI-5OL3 can linearly control the position of the flow path switching piston or plunger using the energizing current value, and it can be increased by connecting the 11 inch to the high wave press-fit capo-1 to the output port (3k) without energizing. voltage connection), and the output port (3k
), and at an intermediate value between de-energized and Imax, the output port (3k) is cut off (held) from both the high hydraulic pressure input boat Hin and the low pressure port Lout.

Since the position of the flow path switching plunger of the electromagnetic switching valve devices 5QLI to 5QL3 is linear in accordance with the energizing current value,
In the anti-skid control described later, 5OLI.

The control of 5OL2 is such that in the first state (pressure increase connection), the current value is set to 078 with respect to Imax, and in the second state (hold)
In the third state (reduced pressure connection), the current value is set to 278 for Imax, and in the third state (reduced pressure connection), the current value is set to 778 for Imax.

SQL3 control is as follows: In the first state (pressure increase connection), the current value is set to 074 for Imax, and in the second state (hold)
For Imax, the current value is 174, and the third state S
(Reduced pressure connection), the current value is set to 374 with respect to Imax.

The reason why 8 is used as the denominator in the control of 5OLI and 5OL2 is that 3 bits are assigned to the energizing current value designation code of SOL], 5OL2. The numerator indicates a value (decimal number) expressed by 3-bit data. The reason why 4 is used as the denominator in the control of 5QL3 is because 2 bits are assigned to the energizing current value designation code of Sol, 3. The molecule is 2
Indicates a value expressed as bit data (decimal number).

The code that specifies the current value is the electronic control bag [
14 microprocessor 13 outputs the code, and in the electronic control unit 14, the code is converted into an analog signal by an A/D converter, the analog signal is amplified by a linear amplifier, and the analog signal level is sent to the electromagnetic switching valve devices 5QLI to 5OL3. energization is performed at a level corresponding to the current level.

A power supply voltage is applied to the linear amplifier as a power voltage through the main relay MRY.

When main relay MR'/ is open, the output of the linear amplifier is zero (de-energized), regardless of the output code of microprocessor 13.

The microprocessor 13 of the electronic control unit 14 has interrupt ports 31 to S3, and each time a pulse obtained by shaping the wheel speed detection voltage arrives, it executes an interrupt to count up the arriving pulse and determine the elapse of time. , create basic data for calculating wheel speed. In addition to interrupts, calculation of wheel speed.

Creation of anti-skid control basic data, energization control, temperature estimation and protection control of the compressor motor 15.

It performs continuous long-term pressure reduction monitoring, protection control, anti-skid control (energization control of electromagnetic switching valves 5QLI to 5OL3), etc.

FIG. 2 shows the energization pattern of 5QLI to 5OL3 during anti-skid control. Referring to FIG. 2, before the start of control, the electromagnetic switching valve devices 5QLI to 5OL3 are not energized (2078 output energization and 0/4 output energization, which are the same as in the pressure increase state).

At this time, refer to Unit 3 (Figure 1b), for example.
7- When viewed, mask cylinder 2 - brake hydraulic boat 31
- Hydraulic pressure control chamber 3j - Control manual port 1"3c - Working chamber 3g
- The wheel cylinder 6 communicates with the mask cylinder 2 through the path of the control output port 3b and the wheel cylinder 6,
A normal brake hydraulic pressure loop (a loop without anti-skid control) is formed, and the pistons 3h and 3n are located at the farthest possible right end.

The pressure increase energization pattern in the state where anti-skid control is entered is the energization pattern shown in the second column of Fig. 2, and 5OL
The pressure increase energization pattern of I and 5QL2 is shown in the left column, 0/8 energization for 24m5ec (same as non-energization: pressure increase)
, 378 energization (passage amount in the hold direction) for the next 6m5ec to speed up the transition to the hold state, and 278 energization (hold) for the next 42m5ec, 72m
One unit is 5ec.

The continuous pressure increase in the third column is caused by continuous de-energization. As shown in the left column of the fourth column, the hold energization pattern of 5OLI and 5OL2 is a continuation of 278 energizations, and the duration is undefined. Determined depending on the situation.

The depressurization energization pattern for SQL 1 and 5QL2 is as shown in the left column of the 5th column: 778 energization (depressurization) for 48m5ec and 2/8 energization (depressurization) for the next 721IIsec.
hold) as one unit.

The continuous reduced pressure in column 6 is brought about by continuous 778 energizations.

The energization patterns for pressure increase, hold, depressurization, etc. of 5OL3 are the same as those mentioned above, but they are adjusted to correspond to the difference in the brake characteristics of the front axle and rear wheel, and to correspond to the difference in the number of bits of the energization instruction code. The pattern is slightly different. 5OL3
Please refer to the right column of FIG. 2 for the energization pattern.

Desired pressure increase patterns and pressure decrease patterns can be obtained by various combinations of the above-described energization patterns.

For example, one unit of pressure increase pattern (72 msec or 5
4m5ec) is repeated continuously, the up shown in Fig. 3 is obtained.
As in c, the pressure increase is brought about at a fast rate.

A short hold period following a single unit pressure increase pattern will result in a slightly slower rate of pressure increase, as in UPHt in Figure 3, and even a slightly longer hold period following a single unit pressure increase pattern. A hold period results in a slow rate of pressure increase, such as lPI+2 in FIG.

Similarly, in the case of pressure reduction, by adding a hold period to one unit of pressure reduction and varying the length of this hold period, a pressure reduction pattern with a desired falling rate can be obtained. The concept of setting the pressure increase and decrease speeds is as described above, but in this example, the hold time (column 2 and column 54 in Figure 2)
14) is kept constant, and the time of pressure increase and decrease energization is changed to be long or short depending on the situation to obtain a desired pressure increase or decrease speed.

Note that even when executing a single unit pressure increase or decrease pattern, or even when in the hold state, if it is determined that it is necessary to shift to another control mode by reading the status, calculating, etc., that pattern will be executed at that time. is stopped and the next required pattern is executed.

When the brake pedal 1 is depressed and the switch BSIII is closed, anti-skid control is started under the condition classification shown in FIG. 4a. In Fig. 4a, the area marked as pressure increase hold means that the pressure increase setting state (0/8 energization: no anti-skid control) is held as is (278 energization), and is indicated by a thick downward slope to the left. The region shown is the region where the brake pressure is assumed to be insufficient and the pressure is increased continuously (pressure increase before the start of control: see FIG. 2).

After the anti-skid control (pressure increase hold) is entered in the area division shown in FIG. 4a, various control modes are entered in the condition division shown in FIG. 4b (pressure increase or pressure increase hold state). In Figure 4b, the thick downward-sloping line to the right indicates the condition region where continuous decompression occurs, the thin downward-sloping line to the right indicates the region where pressure decreases.2 The thin downward-sloping line to the left indicates the region where pressure increases; Areas proceeding to continuous pressure increase are shown, and white indicates areas proceeding to hold.

When proceeding to depressurization or depressurization hold, the process proceeds to various control modes according to the condition classification shown in FIG. 4c. The inclined lines etc. in FIG. 40 indicate areas similar to those in FIG. 4b.

The reason why the area to proceed next in pressure reduction or pressure reduction hold (Fig. 4c) is shifted to the upper right side than the area to proceed next in pressure increase or amplification hold (Fig. 4b) is 31- a of pressure increase - pressure reduction. This is to provide hysteresis to prevent frequent control switching.

Next, an outline of the anti-skid control by the microprocessor 13 will be explained with reference to FIG.
Estimating s' is calculated. The reference vehicle speed vs' is the higher of the average wheel speed of the front wheels and the axle speed of the rear wheels. When the brake pedal 1 is not depressed, the control reference vehicle speed Vs is made equal to the reference vehicle speed vs1. Also, when the reference vehicle speed vs+ decreases, the control reference vehicle speed Vs is set to 1.3.
The higher of the calculated value reduced by the deceleration of G and the reference vehicle speed Vg' is set as the control reference vehicle speed Vs, and when the time for which the value calculated by deceleration at 1.3G is set as the control reference vehicle speed Vg reaches 96isec, then The higher of the calculated value reduced by the deceleration of 0.15G and the reference vehicle speed vs' is set as the control reference vehicle speed Vs.

Therefore, based on the deviation ΔVs between the acceleration/deceleration Dv of each axle, the five wheel speeds, and the control reference vehicle speed ■s, Pressure increase, pressure decrease, and hold control is performed under the condition classification shown in Fig. 4c (when the current control is in the depressurization mode or depressurization hold mode).

As shown in Figures 4b and 4c, the deviation ΔVs is Δ
When V2 = ΔVs/2 or more (when the deviation ΔVs of the wheel speed Va from the control reference vehicle speed Vs is large and the two wheels are largely idling), the pressure is continuously reduced regardless of the axle acceleration/deceleration Dv. In other words, priority is given to determining the next control mode based on the deviation ΔVs, and the brake pressure is lowered at high speed.

If the control reference vehicle speed is less than 8 km/h, anti-skid control of the gold wheel is not necessary, so 5QLI to 5OL3
Cut off the electricity. 8Km/h or more but 10Km/h
If it is less than h, anti-skid control of the front wheels is not necessary, and in order to ensure the directional stability of the vehicle, the 5OL
I, 50L2 is de-energized and anti-skid control of only the front axle is stopped.

So that the hydraulic pressure of the accumulator 17 is equal to or higher than a predetermined pressure,
When the pressure is low, the motor 15 is energized when the switch Ps is opened, and when the pressure is high, the motor 1 is energized when the switch Ps is closed.
5 is considered to be a stop, but while the motor is energized, the estimated motor temperature value is counted up in a predetermined pattern described later, and while the motor is stopped, it is counted down, and when the motor temperature 411i constant value reaches a predetermined high value, the motor is stopped. . Thereafter, the estimated motor temperature value is decreased by 1 or more, and when the estimated motor temperature value reaches a predetermined low value, the motor is energized if the motor needs to be energized.

The anti-skid control described above is performed only when the axle speeds Va of both front wheels FR and FL exceed 20 kno/h. This is done because changing the brake pressure using anti-skid control at low speeds has no particular effect and may even increase the braking distance, which can be dangerous. When anti-skid control is entered at a wheel speed exceeding 20 +++/h, the control reference vehicle speed is less than 8 km/h (estimated at axle speed 5 km/h) as described above.
At h), stop anti-skid control for both the front and rear axles, and
The reason why anti-skid control for only the front wheels is stopped at speeds below m/h (wheel speed estimated at 7 km/h) is to control anti-skid at speeds above 20 km/h.

The situation judgment is accurate, and subsequent false judgments are reduced, making anti-skid control safer. In addition, once anti-skid control has started, it is generally better to continue driving the car until the car stops. This is due to the stability and smooth feel of the brakes. For example, if the anti-skid control stops at 20 km/h, the car will react differently to driving operations at that point, making it difficult to drive.

The speed at which anti-skid control is stopped for the front and rear wheels is 10 km/h and 8 km/h, respectively, and the vehicle speed for the front axle is slightly higher in order to improve the directional stability of vehicle driving. As a result, when anti-skid control is activated and the car decelerates, the brake force on the rear axle is first increased, and then the brake force on the front wheels is increased, which not only makes steering easier but also prevents the car from swaying. do not have.

If anti-skid control is performed as it is during acceleration slipping, such as when the accelerator is depressed and the brake is depressed, there is a risk that pressure reduction control will be applied and no braking will occur. Therefore, in the above-mentioned anti-skin control, the microprocessor 13 compares the wheel speeds of the rear wheels (axles driven by the engine) and the front wheels (axles not driven by the engine) to determine whether there is an acceleration slip. , anti-skid control is not performed during acceleration slip.

In addition, in the above-mentioned anti-skid control, the microprocessor 13 monitors the duration of the pressure reduction mode, and when the duration of the pressure reduction mode is long (braking on a road with a low friction coefficient μ (hereinafter referred to as a low μ road)), the microprocessor 13 monitors the duration of the pressure reduction mode. , slow down the pressure increase speed to restore brake pressure and wait for the axle speed to return. This is to avoid 29, since early lock is likely to occur if the pressure increase rate is high on a low μ road.

In the anti-skid control described above, if the duration of the depressurization mode exceeds a predetermined time, the microprocessor 13 refers to the wheel speed Va and determines whether the wheel speed is restored (increased).
When this happens, it is not considered abnormal and the depressurization mode scheduled for control continues. If the wheel speed Va has not recovered, it is determined that there is an abnormality and the pressure reduction mode is stopped after a predetermined period of time.

36- In the above-mentioned anti-skid control, the repetition cycle of pressure increase and decrease of the anti-skid control is set so that the vibration of the braking force due to repeated pressure increase and decrease of the brake fluid pressure does not synchronize or resonate with the unsprung vibration of the vehicle. It is made to be larger than the period of unsprung vibration.

Next, details of control by the microprocessor 13 will be explained with reference to a flowchart shown in the drawings.

When the power is turned on, the microprocessor 13
Execute the main routine shown in the figure and cancel the interrupt mask there. Note that this microprocessor 13 has three interrupt ports 31 to S3, of which ports S1 and 3 are
3 can set whether to execute an interrupt using interrupt mask control, but baud 1-32 are ports that cannot be controlled by mask, and when the power is turned on, an interrupt is started on the signal to the port. When a signal change occurs, one interrupt process is executed.

First, the interrupt processing operation at port S1 will be explained with reference to FIG. 6a. When the signal Sl (speed pulse obtained by binarizing the voltage generated by the speed sensor 10 of the front right axle FTl) falls from the high level 11 to the low level L while the interrupt mask of the port S1 is released. to port S
The flip-flop 1 is set, and the interrupt processing shown in FIG. 68 is executed. That is, first, the flip-flop is reset to wait for the next signal change (from H to L).
Step 1: Below, only the numbers are written. The numbers in parentheses below indicate the step numbers), then the pulse number counter NT is counted up by 12), and then the current time T
The value To-T obtained by subtracting the previous time 1 from o, that is, the elapsed time since the previous time, is compared with 6m5eG (3).

If the elapsed time is less than 6 m5ec, the process returns to the step before entering the current interrupt. If the elapsed time is more than emsec, the elapsed time ro-r1 is stored in the time interval register T4), the current time is updated in the previous time register T15), and the pulse number counter N is stored.
The value NT of T is stored in the pulse number register N (6), and the pulse number counter NT is initialized (7). And FR6m indicating that more than 6m5ec has passed since the previous time.
Set the sec end flag (8) and return to the step before the interrupt.

In addition, if the clock pulse is constantly counted and 6m5ec is counted inside the microprocessor 13, 6m
Set the flag OCF indicating that 5 ec has passed and return to the initial state (count time 0) and count up again in the same way 6
The internal counter with m5ec period and the clock pulse are constantly counted and 64m5ec is counted.
Return the flag TOF indicating the progress to the initial state (count time 0) and raise it again in the same manner 64
There is an internal counter with an m5ec cycle, and the current time To is obtained from the values of the counter with a 64m5ec cycle.

Therefore T. -11 may be negative, but if it is negative, T 6 +64m5ec -T 1 is ro-T1
shall be.

Due to the interrupt control described above, when the FR6msec end flag is set, the number of pulses that arrived at port S1 during the time (6 msec or more) stored in time interval register T is stored in pulse number register N. Therefore, the time at which pulse counting was newly started is stored in the previous time register T1.

The rotational speed (axle speed) of the front wheel FR is multiplied by N/Roji's constant, and the axle speed can be calculated from the contents of registers T and N. The axle speed is set to FR6msec by referring to the flag in the main routine (Fig. 7b) described later.
Calculated when the end flag is set.

The interrupt processing at the interrupt port S3 (FIG. 6C) is exactly the same as the interrupt processing at the port S1 (FIG. 6a), so a description thereof will be omitted.

Interruption] The interrupt processing of S2 is shown in FIG. 6b.

In this interrupt processing, first, the presence or absence of the initialization end flag is checked, and if it is not present, the process returns to the main routine. If there,
Step 16 is performed which is exactly the same as steps 2-8 of FIG. 6a. As a result, this interrupt processing is not executed unless initialization has been completed.

Through the interrupt processing described above, data for axle speed calculation is updated and stored in registers T and N at a cycle of 6m56C or more. Note that the interrupt is executed on the condition that there is a change in the speed 40 detection pulse (51 to 53), so the interrupt will not be executed when the vehicle is stopped, and the axle speed is extremely low and the speed detection When the pulse period is 64 m5 ec or more, the speed calculation value based on the data in registers T and N has no reliability. Therefore, the vehicle speed sensors 10°11 and 12 are connected to the 5011
It is said that voltage oscillations with a period less than ISeC are generated. As a result, when the vehicle is running at this minimum speed, if the 6m5ec end flag is set, the data in the time interval register T indicates a value longer than 30m5ec (shorter than 50m5ec. In steps 147-158) in Figure 10a, the data ro-T1 in register T is referenced and it is 30m5.
If the value is longer than ec (50m5ec), it is the lowest speed, so in order to set the detected axle speed data to 0, set register N to 0 (clear register N). Note that this minimum speed is not always required. Although this does not necessarily correspond to the vehicle speed of 0, for anti-skid control purposes, this minimum speed is set to 0.
There is no problem in calculating and controlling it as follows. As will be described later, since the minimum wheel speed referred to in the control is 7.7 Km/h or around it, the wheel speed (minimum speed) at which the register N is set to 0 may be about 5 Km/h or less and JL is sufficient.

7a and 7b show the control main routine of the microprocessor 13.

To explain this main routine, when the power is turned on, the microprocessor 13 performs initialization in steps 17-24.

During this initialization, various registers, timers, and counters.

Clear the flags, etc., set the input port to the signal waiting state, set the timing signal to the output port, turn on the main relay MRY, cancel the interrupt mask of ports S1 and 33, and set the initialization end flag. and set the current time (64
msec internal counter count value) is set in register T1, and time interval register T is set to 32m5ec, a value at which the speed calculation value N/T (actually, the value obtained by multiplying it by a constant) is considered to be essentially 0. .

This initialization enables the interrupt processing operations of the interrupt ports 31 to S3.

Next, the microprocessor I3 refers to the presence or absence of the flag OCF indicating the count over of the 6m5ec internal counter (25), and if it is present, the subroutine OCFMAi (anti-skid control: hereinafter referred to as not only actual brake pressure control but also brake pressure control) is executed. It also includes control of status reading, computation, status determination, etc. until entering.Details are shown in Figures 10a to 11c. Proceed to 27 and 64m5e
cReference is made to the presence or absence of a flag TOF indicating that the internal counter has overcounted.

If TOF is present, subroutine TOFMAi (motor energization control) is executed.

Details are shown in Figures 9a and 9b. ) (28), and if it exits or there is no TOF, the warning flag is set by referring to the presence or absence of a warning flag (a flag that is set when an abnormality is determined; described later) (29). If not, the electromagnetic switching valve device 5OLI-
Refer to the energization state of each 5OL3, and if the depressurization is not energized, clear the count register 5OLt43-on counter, 5QL2 on counter, and 5QL3 on counter for monitoring the depressurization energization time of each of 5OLI, 5QL2, and 5QL3 ( 35). 5OLI
, 5QL2, and 5QL3 are energized to reduce pressure, refer to the count value (31.32), and if the duration is 5 seconds or more, the decrease in brake fluid pressure has continued for a long time, so in step 33a The acceleration/deceleration speed Dv of the axle is compared with a predetermined value -0.2G. If it is greater than -0.2G, the wheel speed va has recovered due to depressurization (deceleration has stopped) and can be considered normal, so proceed to step 36, but Dv
If it is less than -0.2G, the pressure reduction will be long and the return of the axle speed will be abnormally slow. Therefore, in order to avoid no-brake, the abnormality flag WRNFLG should be set (33), the main relay MR'/ should be turned off, and the electromagnetic Switching valve device 5OLI
.

All of 5OL2 and 5OL3 are de-energized (pressure increased), motor relay RLV is turned off, and energization of motor 1 is stopped (34).

When there is a warning flag (29), when the on counter is cleared (35), or when the main relay MRY
and when motor relay RLV is turned off (34),
Set port BS input (brake pedal 1 or not) to 4
4- Read (36) and compare the read state with the memory contents of the BS register (37). Immediately after the power is turned on, the initial state (brake pedal 1 is not depressed) is set in register 85 by the above-mentioned initialization.

If the comparison results do not match, this means that the brake pressure control l has changed from no depression to depression, or vice versa. Therefore, the BS change counter will be increased by 1 count.
8), check whether the count value is 5 or more (39)
, 5 or more, the process proceeds to the next step 42, passes through the subsequent control steps, and then returns to steps 36-37. In this way, when I check the discrepancy five times, the count value is 5 (I referenced it five times, and the state was the same all five times), so I updated the state read in step 40 to the BS register and set the brake. The new state of the petal 1 is memorized (41), the BS change counter is cleared for the next reading decision (41), and the process proceeds to the next step 42. If the same reading is not obtained five times after detecting a discrepancy, it is assumed that the brake has not been depressed or released sufficiently or that the switch is simply chattering, and the process proceeds from step 37 to step 41 to clear the BS counter. , B.S.
The contents of the register are not changed to the state read. By reading the state and updating the memory in this way, the changed state is stored in the BS register only when the brake pedal 1 changes from not being depressed to definitely being depressed or vice versa.

The next steps 42, 43, 44 and 45 are the same as the previously described steps 25, 26, 27 and 28, respectively, and therefore will not be described here.

After passing through step 45 and proceeding to steps 46 and 47, the contents of the priority counter are referred to, and if the contents of the priority counter is 1, the process goes to step 48 in Figure 7b, and if it is 2, the process goes to step 51 in Figure 7b. , and if it is neither 1 nor 2, the process proceeds to step 54 in FIG. 7C. steps 46 to 66
Up to this point, the wheel speed is calculated based on the speed pulse number count value N and time interval T obtained by the interrupt processing (FIGS. 6a to 6C).

Note that if the 6m5ec end flag is not set in 1 interrupt processing, the speed calculation data is not ready, so 6m5ec end flag is not set.
The axle speed is calculated only when the m5ec end flag is set.

If the axle speeds of the front fabric axle FR, front left axle FL, and both rear wheels are all calculated, the calculation will take a relatively long time, and the control will be delayed, especially when the anti-skid control OCFMAi is executed every time the 6m5ec internal counter times out. Since the motor energization control TOFMAi, which is executed every time the 64m5ec internal counter times out, may be delayed, in the calculation of the axle speed after step 46, when the axle speed has entered - times, it is the maximum (that is, the 6m5ec end flag is set). ) - only the axle speed is calculated.

In this case, if the calculation order of the axle speeds of the front cloth wheel FR, front left axle FL, and both rear wheels is fixed, the probability of entering the calculation will be different for each axis.

Therefore, by using the priority counter (register) and going through the same speed calculation flow (steps 46 to 64), step 64
The priority counter is incremented by 1, and when it exceeds a predetermined count value, it is initialized (set to 1). When the priority counter is 1, the process proceeds to step 48 and refers to the presence or absence of the FL6msec end flag.If it is present, the process proceeds to the FL (front left axle) speed calculation, and when that is completed, the priority counter 1 count 1
- Up (64). If there is no FL6msec end flag, check whether there is a rear 6m58C end flag (49), and if there is, proceed to calculate the rear (rear axle) speed, and when that is completed, increase the priority counter by one (64). If there is no rear 6m5ec end flag, please refer to the FR6rnsec end flag.50)
, if there is, FR (front right axle) speed calculation (57-6
Proceed to step 3), and when the step is completed, the priority counter is incremented by one (64).

In this way, if the priority counter is 1 when entering steps 46 and 47, as described above, FL6msec
The process proceeds with reference to the end flag (48), reference to the rear 6m5ec end flag (49), and reference to the FR6msec end flag (50), so when the priority counter is 1,
The calculation priority order is FL, rear, and FR.

However, when the priority counter content is 2, the rear 6m5
Reference of ec end flag (51), reference of 48- of FR6msec end flag (52), and reference of FL6msec end flag (
53), so when the priority counter is 2, the calculation priority order is rear, FR, and FL.

Furthermore, when the priority counter is 3, the procedure proceeds with reference to the FR6msec end flag (54), reference to the FL6msec end flag (55), and reference to the rear 6m5eC end flag (56), so when the priority counter is 3, the operation priority order is is FR, FL, and rear.

Due to the above priority shift, the speeds of each axis are calculated in the same order. In any case, F L 6 m s
If there is an ec end flag, it will proceed to the FL speed calculation, and the rear 6
If there is an m5ec end flag, proceed to rear speed calculation and
If the R6 msec end flag is present, the process proceeds to steps 57 to 63 for calculating the FR speed.

In the FR speed calculation, the 6m! set in the interrupt processing (Figure 6a) is used. The H3C end flag is cleared for the next data processing (57), and the data N of the pulse number counter N is sent to the accumulator register for the next calculation (5B).

Next, in step 59, axle speed = AN/T multiplied by a constant A
A subroutine (MULVW) for performing XN is executed.

FIG. 8a shows the constant multiplication MLILVIIW subroutine. In this case, the number of pulses N is compared with IO (70), and if it does not exceed 10, leave N as is; if it exceeds it, it is larger than the maximum speed corresponding value, so set the number of pulses N to 10 (71). ). Then, AXN is calculated (72). A is a constant. Next, store the AN value in memory.
3), Steps 74 to 45 have the same content as Steps 25 to 45
Step 77 is executed, and the process returns to step 60.
Execute.

Next, in step 61, the AN/T division subroutine (Dj
, VVI+l).

FIG. 8b shows the subroutine DiVVW. In this case, calculate Vw==AN/T and memorize the calculated value Vw as the FR axle speed78.79), and step 25~
Execute steps 80 to 83 & the same contents as 28, return to the original, and set V to the accumulator register in step 62.
Set ll. Next, in step 63, average value (smoothed value) calculation subroutines D i and G F i L are executed.

FIG. 8c shows the average value calculation subroutine Dil';FiL. In this case, calculate the smoothed value Va=(VHw2+2VHWI+VH)/484), then the acceleration/deceleration of the smoothed value Va==(V
a-Vaw 1)/T is calculated (85). In addition,
V HW 1 is the previous calculated value, V HW 2 is the previous calculated value, and Vawl is the previous calculated value. In the following, Va will be referred to as axle speed, and Dv will be referred to as acceleration/deceleration.

Next, update the Va to the Vaw+ register (86)
, steps 87 to 90 with the same content as steps 25 to 28
Execute and return to the original step, and in step 64, increment the priority counter by 1 as described above (64), check whether the count value is 4 or not (65), and if it is not 4, leave it as is. , and if it is 4, update the count value to 1 (66), then FR and RL (front)
The average speed (Va of FR+Va of FR)/2 is calculated and compared with the rear speed Va (67).

If the average speed of the front is greater than the speed of the rear, the average vehicle speed of the front is used as the reference vehicle speed VS Sera 1-L (69), 5
1- When the average speed of the front is less than the speed of the rear,
The rear speed is set to the reference vehicle speed Vs (68), and then the process returns to step 25 and the steps from step 25 described above are executed. Repeat this below.

In the control main flow explained above, step 2
If the flag is set to O at each of 5, 42, 74, and 80.87,
If there is a CF, the next step is to execute a subroutine OCFMj that performs anti-skid control, and in step 27,
Temporarily flag TOF at each of 44, 76, 82, and 89.
If so, the next step is to execute a subroutine TOFMAi for controlling motor energization.

As explained above, OCF is set when the 6m5ec internal counter times out, and TOF is set when the 6m5ec internal counter times out.
Sera 1 when m5ec internal counter times out
be sent to As mentioned above, the presence or absence of these flags is referenced in many steps, and if they are present, anti-skid control or motor energization control is started accordingly.
Anti-skid control OCFMaj is practically 6m5ec,
It will be executed in cycles, and the motor monitoring control will actually take 16 minutes.
It is to be executed in 4+n5ec cycles.

First, the motor energization control TOFMAi is
This will be explained with reference to the flowchart shown in FIG.

Proceeding to motor energization control, the microprocessor 13:
First, the TOF flag is cleared and the presence or absence of a warning flag is referred to (91). This flag is set when an abnormality is detected, which will be described later.

If there is no warning flag, the flashing counter is cleared and motor relay RL'/ is turned on in step 106.

Proceeds to off reference, but if there is a warning flag, the seventh
Decompression abnormality continuation flag W set in step 33 in Figure a
The presence or absence of RNFLG is checked 93a), and the sensor waking flag is checked (93b).

When WRNFLG is present, the 3-time blink pattern data is set in the register (94), and when the sensor warning flag is present, the 2-time blink pattern data is set in the register (94).
93c), main relay MR■, motor relay RL'/
And the electromagnetic switching valve devices 5QLI to SQL3 are de-energized (95). In other words, the anti-skid control (brake fluid pressure control) is set to a state (abnormality safe state). Then, in steps 96 to 105, the warning lamp W is displayed for 0.5 seconds as the subsequent steps progress.
The flashing control of the warning lamp WL is performed in a pattern in which the warning lamp L is turned on, turned off for the next 0.5 seconds, and turned on for the next 0.5 seconds. After this blinking for 5 seconds, the light goes out. However, if IIIRNFLG remains after 5 seconds, the blinking control will be performed in the same way as described above, resulting in 111RNFLG.
While there is
Flashes twice. This blinking stops when WRNFLG is cleared. If there is a sensor warning flag, 2
Flashes twice.

When this flashing control is not performed or when it is performed (during flashing control), please refer to the turning on and off of motor relay RLY at step 106; when WRNFLG' is set to 1-, it is turned off at step 95. ), and when it is off (motor stopped), compare the contents of the estimated temperature register Tm with 40 (estimated temperature 40°C),
When the temperature exceeds 40 (because the temperature difference with the surroundings is large and the temperature decreases quickly), the contents of the estimated temperature register Tm are
Update to the value obtained by subtracting 3 from the current value (10g).

When the content of the estimated temperature register Tm is 40 or less, it is compared with 20 (estimated temperature 20°C) (109
).

When the humidity is higher than 20, the contents of the estimated humidity register Tm are
It is updated to a value obtained by subtracting 2 from the current value (110).

When the contents of the estimated temperature register T m is 20 or less,
The value obtained by subtracting 1 from the contents of the estimated temperature register TII+ is updated to the estimated temperature register Tm (11.1).

If the updated memory value is smaller than 0, the contents of the estimated temperature register are updated (cleared) to 0 (112, 113).

When updated in this way, the contents of the updated estimated temperature register Tm are compared with 20 (114), and if it is smaller than 20, the motor temperature estimate is 80 or more and there is a risk of overheating, so if motor energization is stopped. Clears the motor-on prohibition flag that is set to prohibit motor energization.

This means that motor energization is prohibited at an estimated temperature value of 80, and this prohibition is canceled when the estimated temperature value becomes less than 20. The reason why a large hysteresis is provided in the inhibition and release of the motor energization in this way is to take into consideration the stability of the control and the braking feeling of the vehicle driver. If the motor energization control prohibition is canceled at high temperatures, there is a high possibility that the temperature will rise to the prohibition temperature again soon, and prohibition and cancellation will be repeated many times, which will not only make the automatic control unstable but also cause operational problems. This is because the brake sensation of the driver changes from time to time, increasing the possibility of trouble occurring.

Next, the process proceeds to step 124, where the warning flag is referenced. If the motor relay RLV is on in step 106 described above, the motor is being energized, so the contents of the estimated temperature register Tm are compared with 40 (116), 4
If it exceeds 0, the motor temperature is relatively high, heat dissipation is large, and the temperature rise rate is small, so the estimated temperature register T
The value obtained by adding 2 to the contents of m is updated and stored in the estimated temperature register Tm (117). When the content of the estimated temperature register Tm is less than 40, the content of the estimated temperature register Tm is compared with 20 (118), and when it exceeds 20, the value obtained by adding 3 to the content of the estimated temperature register Tm is used as the estimated temperature register. The update memory 56- is updated to Tm (119). If the contents of the estimated temperature register Tm are 20 or less, a value obtained by adding 4 to the contents of the estimated temperature register Tm is updated and stored in the estimated temperature register Tl11 (120
).

Next, set the updated value in the estimated temperature register Tm to 8.
Compared with 0, if it exceeds 80, the estimated temperature register TI
Update the contents of I+ to 80 (memory 122), motor 1
5 is overheated, and in order to ensure the safety of the motor, a motor-on prohibition flag is set (123), and the presence or absence of a warning flag is checked in step 124.

If there is a warning flag in step 124.

Turn off motor relay RLY (130), extend 3se
Clear the c timer and proceed to step 133, but if there is no warning flag, refer to the presence or absence of the motor-on prohibition flag (125), and turn on the motor relay R as well as if there is a warning flag.
Turn off L'/130), clear the extended 3-sec timer, and proceed to step 133, but if there is no motor-on prohibition flag, read the open/closed state of the pressure switch PS and check whether it is a low pressure state or a high pressure state 126). If the pressure is low, turn on the motor relay RLV and proceed to step 5 (132) - 133. In high voltage condition, motor relay RLV
127), and if it is not on (which is fine), proceed to step 133. If it is on, it should be turned off, but if the extension timer is not set, set it. If the cell is set to 1, the extension timer is set to 1.
(64msec) Inflationmen l-L (,1211)
Check whether the value is 3 seconds or more (129) or more (3000/64 or more). If not, proceed to step 133 to continue the lay-on. If the time has exceeded 3 seconds, motor relay RL'l' is turned off (130) and the extension timer is cleared. The reason why the motor 15 is energized in a low pressure state (switch PS is open) and continues to be energized for 3 seconds even after the pressure rises and the switch PS is closed is due to hysteresis in motor energization and stopping. This is to have the following. If these 3 seconds are omitted, the motor 15 is energized as soon as the accumulator pressure drops slightly, and when it rises slightly, the motor 15 is immediately stopped and the motor 15 is turned on.

This is to prevent the number of off-times from becoming too large.

Proceeding to step 133, the microprocessor 13 refers to the code set as an output at its output port 5QL3 to determine whether or not it indicates depressurization energization. If it does not indicate reduced pressure energization, the 5QL3 on counter is cleared (134) and the process proceeds to step 137. If it indicates depressurization energization, the presence or absence of the rear pressure down stop flag is checked (135), and if so, the process proceeds to step 137. If it is not there, the 5OL3 on counter will be counted up by 1 (64msec) because the depressurization is being energized (brake fluid pressure is being depressurized).
6) Proceed to step 137.

Proceeding to step 137, the microprocessor 13 refers to the code set as an output at its output port 5OLI to determine whether the code indicates depressurization energization. If it does not indicate reduced pressure energization, the 5QL1 on counter is cleared (13g) and the process proceeds to step 141. If it indicates depressurization energization, check whether there is an FL press-fit stop flag (139), and if there is, the process advances to step 141. If this is not done, the 59-5QL1 on counter will be incremented by 1 count (64mse
c) Then (140) proceed to step 141.

Proceeding to step 141, the microprocessor 13 refers to the code set as an output at its output port 5OL2 to determine whether the code indicates depressurization energization. If it does not indicate reduced pressure energization, the 5QL2 on counter is cleared (142), and the routine returns to the original routine from which motor energization control was entered (return). If it indicates depressurization energization, the presence or absence of the FR press-in stop flag is checked (143), and if there is, the routine returns to the original routine from which motor energization control was entered (return). If it is not there, the pressure is being energized (brake fluid pressure is being reduced), so it is 5QL.
2-on counter is counted up by 1 (64msec)
(136), and returns to the original routine from which motor energization control was entered.

By the motor energization control TOFMAi described above, the motor 15 is energized when the accumulator pressure becomes lower than a predetermined pressure, and the motor 15 is stopped 3 seconds after the accumulator pressure reaches the predetermined pressure. When the motor 15 is energized, the motor temperature estimate is increased at a speed corresponding to the range to which the estimated value belongs = 60-, and when the motor 15 is stopped, it is decreased at a speed corresponding to the range to which the estimated value belongs.

When the estimated motor temperature value exceeds a predetermined value of 80, the motor on prohibition flag is set to stop the energization of the motor 15, and after setting the flag to 1~, when the estimated motor temperature value becomes less than 20, the flag is set. is cleared to enable motor energization. Furthermore, when the brake fluid pressure is being reduced, among the on counters 5QLI to 5QL3 for monitoring the duration of pressure reduction, those corresponding to the electromagnetic switching valve devices 5QLI to 5OL3 that are being energized for pressure reduction are counted up.

In the above-mentioned main routine, the contents of these 5QLI to 5QL3 on counters are referred to, and if it is longer than 5 seconds, the abnormality continues, so a flag WRN indicating abnormal decompression continues is set.
Set FLG. If this is set,
Motor energization control controls blinking of warning lamp WL, and for abnormality protection, main relay MRY, motor relay RLY, and electromagnetic switching valve device SQL 1 to 5O are activated.
Turn off all L3.

Next, the anti-skid control OCF M A i will be explained with reference to FIGS. 10a to 11c.

As mentioned above, the microprocessor 13 has a size of substantially 6 m5.
Proceed to anti-skid control OCF M A i at the ec cycle. When proceeding to this anti-skid control ○CF M A i, 6 clear the flag OCF indicating time-over of the m5ec internal counter (145), reset the 6 m5ec internal counter hL (146), and perform the rear The contents of the allocated previous time register T1 are stored in memory (147), and the rear time interval T explained in the interrupt processing is set to 3Qmsec and 50nl S e
Compare with C (14B). When T is between them, the pulse number register N is set to simplify the calculation of the subsequent axle speed calculation (Figure 7b), assuming that the axle speed is O.
Set the contents to 0 (clear). Then, the rear 6m5ec end flag is set (150). Similarly for FR and FL, steps 151 to 154 and 155 to
Determine whether the axle speed is 0 at 15g, and if it is 0, set N to 0.
and sets the 6m5ec end flag.

Next, the microprocessor 13 registers the BS register (7a
Refer to the data (159) in which the state read by changing the brake switch BS in the figure is stored in memory), and if it is L (brake not depressed), set 3 in the pressure increase mode counter, and set the pressure reduction mode counter to 3. Clear the counter and clear the low μ flag (160). That is, brake pedal 1
Initializes the status register for anti-skid control when (11) is depressed.

Next, the reference vehicle speed Vg (see steps 67 to 69 in FIG. 7b) is compared with the rear axle speed Va (161). If the rear axle speed is different from the rear axle speed Va, the reference speed Vs should be the average axle speed of the front wheels (the front axle speed is higher than the rear wheel speed), so the process proceeds to step 174, but the reference speed Vs is different from the rear axle speed Va. When is equal to the rear axle speed Va, since the rear axle speed is higher than the front wheel speed (because of the possibility of acceleration slip), F
R speed and 0.875Vs (+62 compared to Vs = rear Va)), and if FR speed is smaller than 0.875Vs, the possibility of acceleration slip is even higher, so FL speed and 0.87
5Vs (Vs = rear Va) (163). FL
If the speed is smaller than 0.875Vs, it is determined that there is an acceleration slip 63- and an acceleration slip flag is set (164). F.R.
If the speed is 0.875Vs or more, or if the FL speed is 0.875Vs or more, it is determined that there is no acceleration slip and the process proceeds to step 171 to clear the acceleration slip flag.

In the aforementioned step 161, the reference vehicle speed Vs (see steps 67 to 69 in FIG. 7B) is compared with the rear axle speed Va, and if the reference vehicle speed Vs is different from the rear axle speed νa, the reference speed Vs is determined by the average axle speed of the front wheels (front wheel speed should be higher than the rear axle speed), so step 1
74, where the reference speed Vs is compared with the average speed of the front axle (174). If the reference speed Vs and the front average speed do not match, the acceleration slip determination cannot be made (the data is not yet complete), so the acceleration slip flag is cleared (171). If they match (the front average speed is higher than the rear speed), the reference speed Vs is compared with 30 km/h (175).

When the front speed is higher than the rear speed with the brakes off and the vehicle speed is 30km/h or higher, compare the rear speed with 64-0.75Vs (176) and the rear speed is 0.
．． If it is 75 Vs or more, it is assumed that at least one of the vehicle speed sensors 10 to 12 is abnormal, and a sensor warning flag is set (170). The acceleration slip flag is cleared (171).

If the rear speed is less than 0.75Vs, the FR speed is 1,
Compare 25Vs and 0.75Vs: 177.17
8) If the FR speed is greater than 1.25Vs or less than 0.75Vs, the vehicle speed sensor IO~12
170) Clear the acceleration slip flag (171).

If the FR speed is in the range of 25Vs to 0.75Vs, it is considered normal and no acceleration slip has occurred, so the acceleration slip flag is cleared (171).
.

When the reference speed y s+ is less than 30+n/h (175), the reference speed ■sl is compared with 20 Km/h (179).

If the reference speed is less than 20 km/h, the acceleration slip flag is cleared (171).

When the speed is 20km/h or more, L'- is the rear speed, F
Compare R speed and FL speed with 5Km/h, respectively,
If the speed is below 5Km/h, the condition that has progressed so far is that the average speed of the front is greater than the rear speed when the brake is off and the speed is 20K.
m/h or more, and the axle speed is abnormally low compared to this, so at least one of the vehicle speed sensors 10 to 12 is abnormal and the sensor warning flag is set! -shi(
1,70) Clear the acceleration slip flag (17j)
.

Now, when it is determined that there is an acceleration slip and the acceleration slip flag is set (164), the FR speed and FL speed are compared with 20km/h (+, 65, 166).
, the speed difference between FR and FL is small at speeds exceeding 20 km/h, so let's compare the FR speed and F], 167.
168), if the difference between the two is too large, the vehicle speed sensor 10-1
170) Clears the acceleration slip flag (171).

If the difference between the two is small, it is assumed that the sensor is normal and the state determination is correct, and a control reference vehicle speed at the start of anti-skid control when the brake is on is set (169). This is done by setting the reference vehicle speed Vs in the control reference vehicle speed register. When the brakes are turned on, as shown in FIG. 5, control starts from deceleration region I, so as a preparation state for that period, a flag indicating deceleration region ■ is set, and the rear control is started from deceleration region I.

Clear FL and FR ocn (anti-skid required flag), mode counter, control counter, high μ flag,
Clear the slip counter, deceleration area counter, etc. (
172). Note that the state in which the high μ flag is cleared is the state in which the low μ flag is set. That is, when the acceleration slip flag is set (164), the low μ flag is set (172). Next, the electromagnetic switching valve device 5QLI~5OL
3 is de-energized (173), and the process returns to the control step before entering the anti-skid control OCFMAi.

Enter anti-skid control OCFMAi, step 1
If []S=l+ in step 59 (brake depression), proceed to step 183 in Fig. 10b and check the presence or absence of the acceleration slip flag (183); if not, anti-skid control is required in step 188. Refers to the presence or absence of the flag OCR.

When there is an acceleration slip flag, the rear wheels are slipping, so set the average wheel speed of the front FR and FL = 67 to the reference vehicle speed vsl (184), and compare this reference vehicle speed Vs with the rear axle speed (185). ). If the rear speed is smaller than vs', the acceleration slip condition is no longer present, so clear the acceleration slip flag by setting 18.
7), refer to the presence or absence of the anti-skid control required flag OCR (18g).

If the rear speed is above vs', there is a possibility that the vehicle is under acceleration slipping, but if the brake is on (BS = H) is 30
Please refer to whether 0m5ec or more has passed.186)
If the acceleration slip flag has passed, there is a high possibility that the rear speed is higher than the reference speed Vs' (front average speed) due to front wheel braking rather than acceleration slip, so clear the acceleration slip flag (187) and anti-skid. The presence or absence of the control required flag OCR is referred to (188).

Now, in step 18g, anti-skid control required flag OC
The presence or absence of R (one assigned to each of FL, FR, and rear) is checked, and if it does not exist, the process proceeds to the anti-skid necessity determination shown in FIG. 10c, and at least one OCR is detected. Step 1 of the job diagram
Brake fluid pressure control below 89 Proceed to 68-.

First, the determination of whether anti-skid control is necessary will be explained with reference to FIG. 10c. First, the pressure increase mode counter is set to 3 (228), and the control reference vehicle speed Vg is compared with 20 km/h (229).

Since there is no need to start anti-skid control when the control reference vehicle speed Vs is 20 Km/h or less, the process proceeds to step 169 in FIG. 10a to update the control reference vehicle speed Vg.

In this case, the reference vehicle speed vs' at that time is updated and stored in the control reference vehicle speed register.

If the control reference vehicle speed Vs exceeds 20 km/h, it is necessary to perform anti-skid control (brake fluid pressure control) depending on the situation, so in steps 230 to 231 the control reference vehicle speed is updated to the one during braking. . That is, if the control reference vehicle speed is calculated and decelerated by a deceleration of 1.3G, the calculated value is compared with the actual reference vehicle speed Vs', and the higher one is set as the control reference vehicle speed Vg (this is the area shown in FIG. 5). ■). Next, in steps 233 to 238, it is determined which of the anti-skid control condition categories at the start of brake-on shown in FIG. At 244, set the pressure increase hold mode flag FLUPII, FRU['H or RRU['H, and set the anti-skid control required flag OCR, and set the anti-skid control (FRCONT) for the front right wheel shown in Figure 1 Ob. Proceed to left wheel anti-skid control (FLCONT) or rear axle anti-skid control (RRCONT).

Note that when the pressure is in the continuous pressure increase region shown in FIG. 4a, the electromagnetic switching valve devices 5QLI to 5OL3 are in the pressure increase (non-energized) state at this point, so there is nothing to do and the anti-skid control continues. Return to the control step before entering OCFMAi. Therefore, even if the brake is turned on, if the pressure is continuously increased as shown in FIG. is applied, the brake fluid pressure increases as the output fluid pressure of the mask cylinder 2 increases, the braking force increases, and eventually advances to the pressure increase hold region shown in FIG. 4a,
Therefore, through steps 233 to 244, the pressure increase hold mode flag FLUPII, FRUPll or RRUP is set.
H is set, and the anti-skid control required flag OCR is set.

Now, set the pressure increase hold flag FLU['H, FRUPH or RRUPll, and set the anti-skid control required flag FLOCR, FROCR or RROCR to control the anti-skid control FLCONT, FRCONT or R.
Proceed to RCONT, then anti-skid control QC
Return to the control step before entering FMAi)
Further, if the anti-skid control OCFMAi is executed and the control is executed up to step 188, the anti-skid control required flag OCR is set at this point (the anti-skid control FLCONT, FRCONT
or execute RRCONT), so step 18
8 to step 189, and it is checked whether the deceleration is in the deceleration region ■. 1.3 in the deceleration region (see Figure 5)
Compare the value calculated by decelerating the control reference speed with the deceleration of G and the actual reference speed 190), and if the actual reference speed is larger than the calculated value, update the memory in the register with the actual reference vehicle speed as the control reference speed 191), Proceed to step 196 and area■
Clear control counter. If the calculated speed is greater than the actual standard vehicle speed, the control counter will be counted up by 1 (6 5e).
c) L (193), area ■ counter contents 96m
Compare with 5ec (194).

If the content of the area I control counter is 96m5ec or more, the area II control flag is set to calculate deceleration at a deceleration of 0.15G, the area T control counter is cleared (195), and the area ■ control counter is set. Clear (1
96). If it is not 96m5ec or more, the area control flag is not changed in order to calculate deceleration at 1.3G.

Next, in step 197, the electromagnetic switching valve devices 5QLI to 5O
Please refer to the energization amount specification code to L3 197, 199,
201), when the reduced pressure is energized (778 energized or 374 energized), the reduced pressure counter is counted up by 1 (6
msec) (198, 200, 202). When the vacuum pressure counter is incremented by one count when the vacuum pressure counter is incremented by 1 when the vacuum pressure counter is not energized, the control standard vehicle speed is compared with 8 km/h (203).If it is less than 8 km/h, all axle To end the anti-skid control, clear the anti-skid control required flag OCR, set the decompression stop flag 72-, and clear the control counter 210).
All of the electromagnetic switching valve devices 5QLI to 5OL3 are de-energized, and the control returns to the control step before entering the anti-skid control 0CFNAi (return).

When the control reference vehicle speed is 8 km/h or more, the control reference vehicle speed is compared with 10 km/h (204). If the control reference vehicle speed is less than 10 km/h, only the anti-skid control for the front axle is terminated, so the anti-skid control required flag OCR for FR and FL is cleared and the FR and FL
Set the decompression stop flag and clear the control counter (20g). And electromagnetic switching valve device SQL 1 and 5
QL2 is de-energized and the process proceeds to rear anti-skid control RRCON on the condition that the rear anti-skid control required flag RROCR exists.

Now, in step 189, if the deceleration is not in the deceleration region ■ (that is, in the region H), the deceleration calculation is O, 14G deceleration. If it is larger, set the calculated value to the control reference speed 2] 6), count up the area H control counter by 1 (6 msec) L (2] 7), refer to the presence or absence of the low μ flag 218) Otherwise, it will slip. 21.9) If 200m5ec has elapsed since the brake was turned on, the braking must be working, so compare the control standard speed with 1.1KIn8 and see if 200m5ec has passed since the brake was turned on. If it is smaller than /h, the process proceeds to step 214, where the area ① control flag is set, the area II control flag is cleared (214), and the area II control counter is cleared (215). Then, the process returns to step 197.

When there is a low μ flag, 200m5 from the brake on
ec has not elapsed or the control reference vehicle speed is 7, 7
When the speed is over Km/h, the brake is turned on by 30
Referring to whether 0m5ec has elapsed (220)
, if it has elapsed, set the low μ flag and clear the high μ flag (222); if it has not elapsed, then step 2
22 and refers to the elapsed time of area II from the contents of the area II control counter (223, 224).

Elapsed time is 100, 200, 300, 450, 600,
At 750,900 or 1200m5ec, low μ
Referring to the presence or absence of the flag (225), when there is a low μ flag, all axle speeds Va are compared with the control reference speed to determine whether all differences are within β, and when there is no low μ flag, all differences are Refer to whether it is 1 or more (226, 227
). If all values are within β or γ, the process proceeds to step 214, where the area control flag is set to area ■, and the area II control flag is cleared (215). If the difference is not within β or not within 1, the process returns to step 197 without changing the area control flag. Elapsed time is 1
When the distance is 500m5ec, change to area I.

For other elapsed times, the process advances to step 197 and waits for the elapsed time.

``Setting the control reference vehicle speed J'' in steps 189 to 227 described above is executed only when the OCR is set, and is performed based on the elapsed time since the brake is turned on.

Based on the correlation between the elapsed time of each region, the presence or absence of the low μ flag (presence or absence of slip), the reference vehicle speed Vs, and the calculation speed of the predetermined deceleration, the control reference vehicle speed in time series and the speed region ■ or I
I.

Therefore, in the case of region I, that is, when the reference vehicle speed (estimated vehicle speed) is decreasing as shown in FIG. judge.

In region II, that is, as shown in FIG.
When the estimated vehicle speed) Vs has recovered, it is determined in steps 212 to 227-step 197 whether the conditions for returning to region (3) are satisfied.

Setting the control reference vehicle speed explained above (189 to 227)
During the anti-skid control, the control reference vehicle speed is set and updated, and when the pressure is being reduced, the duration of the pressure reduction is counted.

Anti-skid control (brake fluid pressure control) of the front right wheel FR in steps 205 to 207 in Fig. 10b FRCONT
.

The anti-skid control (brake fluid pressure control) FLCONT for the front left axle FL and the anti-skid control (brake fluid pressure control (RRCONT) for the rear axle RR are virtually the same, and the front FR, FL and rear RR are constant values. The only difference is that

Therefore, the anti-skid control (brake fluid pressure control) flow is shown in FIGS. 11a to 11c only for FLCONT for the front left axle. Next, this anti-skid control FLCO
Explain NT.

76- When proceeding to FLCONT, the microprocessor 13 sets the control address of the electromagnetic switching valve device 5OLI to 2.
45), the control counter is increased by one count 246), and the FL vehicle wheel angle Va with respect to the control reference vehicle speed Vs is
Calculate the difference ΔVs ” Vs - va and find that ΔVs is 0
(247) whether the axle speed v8 is higher than the control reference vehicle speed Vg. ΔVs is smaller than 0 (
(the axle speed is higher than the control reference vehicle speed) and the presence or absence of the anti-skid control required flag OCR (FLOCR),
Without it, anti-skid control (brake fluid pressure control)
Since there is no need to energize the solenoid switching valve device 5OLI (0
78 energization output), and the process proceeds to step 267, which will be described later.

If the control required flag FLOCR is present, refer to the presence or absence of the low μ flag (258), and if there is no low μ flag, compare the acceleration/deceleration Dv of the axle speed (acceleration for positive, deceleration for negative) with 12G259), 12G If ΔVs is less than 0 and the acceleration/deceleration is 12, as shown in Figures 4b and 4C,
When exceeding G, continuous pressure increase is sufficient regardless of the current brake fluid pressure control mode (normal brakes that do not require anti-skid control in this state: 501.1 continuous valve energization)), so the pressure increase mode is sufficient. Clear the counter 26
0), the process proceeds to step 262, which will be described later.

When there is a low μ flag or acceleration/deceleration Dv is 12G
If the pressure is below, it is in the pressure increase region regardless of whether you refer to FIG.
Since it is necessary to control the energization pattern for pressure increase (during control) shown in the second column of the figure, it is determined whether or not the pressure increase mode has already been entered by referring to the flag (261).

If the pressure increase mode is not set, set the pressure increase mode flag FLIIPS here (262), and set the electromagnetic switching valve device 5OLI to 0/8 output bias (263:
(See the pattern in the left column of the second column in Figure 2).

Next, a pressure reduction stop flag is set (264) and a pressure increase mode counter is set (265). In this case, when the value of the pressure increase mode counter is 0, it is set to 1,
If it is 1, set it to 2, and if it is 3, leave it as 3. When entering this control for the first time, the previous step 2
Since the pressure increase mode counter is set to 3 in step 28 (FIG. 10c), in this case, the content of the pressure increase mode counter is not changed in step 265.

Next, anti-skid control required flag OCR (FLOCR)
266) Clear the control counter 267) and proceed to the next control step 207 (return).

If the pressure increase mode is set, it means that the pressure increase mode has already been entered, so steps 261 to 26
Proceed to step 8, refer to the elapsed time since entering the pressure increase mode (268), and the elapsed time is 6 m5ec [Set the pressure increase mode (262, 263), then set the next cycle (ems
ec) later entered OCFMAi], the content of the reduced pressure counter is referred to in steps 269 and 271, and if the content of the reduced pressure counter is 500 m5ec or more, the slip is large and the brake fluid has been used for a long time. Since the pressure is being reduced, the low μ flag is set, and in order to reduce the pressure increase speed (shorten the 078 energization time in pressure increase mode), first count up the control counter by 1 (6 msec). (Add progress) L (270
), the value obtained by subtracting 48m5ec from the contents of the vacuum pressure counter is updated and set in the vacuum pressure counter.

79- Next, count up another 2 (add 12 msec elapsed)
(273). The content of reduced pressure lasita is 500m5ec
If it is less than 48m5ec or more, the low μ flag is set and the control counter is counted up by 2 (12ms
ec progress) (273). And 48+ from the contents of the reduced pressure counter! The value obtained by subtracting l5ec (remaining pressure reduction subtracted by pressure increase) is updated and set in the reduction pressure counter (274).

When the content of the reduced pressure counter is smaller than 48 m5ec, the control counter is not counted up and the reduced pressure counter is cleared (272). In this case, 6
By clearing the pressure reduction counter, the pressure increase of Wlsec is offset from the pressure reduction.

After setting the pressure increase (262, 263) by the above control counter count-up processing, ems
When ec has passed, depending on the previous depressurization state (road friction coefficient), if the depressurization state was long (low μ), the low μ flag is set, and the pressure is increased (078 energization:
Count the elapsed time (de-energized) longer than the actual elapsed time (control counter), and calculate the actual increase in pressure energization (0/8 energized: refer to the pattern 80- in the left column of the second column in Figure 2). Shorten the time (delay the rise in pressure). Set the pressure increase time according to μ.

If it is not 6m5ec in step 268, refer to the elapsed time since entering the pressure increase mode in steps 275, 277, 279 and 282, and if it is 24m5ec (4 counts), the energization instruction code of the electromagnetic switching valve device 5OLI is 378 energized. Change the level to indicate 30m5
ec (5 counts), the energization instruction code is changed to one that indicates the 278 energization level, and 72m5ec or higher (
12 counts or more), the process proceeds to steps 262 to 267, where the pressure increase mode flag FLUPS is reset and the energization instruction code is set to the 0/8 energization level (de-energized). 2nd column left column in Figure 2)
Reset.

When it is less than 72m5ec (12 counts), further Δ
Compare Vs with 0 (276), and if it is less than 0, proceed to the next step (207) (return), but if it is 0 or more, the pressure increase mode is set at this point, so in Figure 4b (pressure increase In order to determine the control mode to which the mode should be shifted, shown in
+, B Proceed to determination of the next control mode in the pressure increase mode/pressure increase hold mode shown in figure b.

Note that the reason why the next control mode is not determined when ΔVs<O is that when Δ■s<O, the next control mode classification conditions (Fig. 4C) for pressure reduction mode and pressure reduction hold mode and pressure increase mode and
Next control mode classification conditions in pressure increase hold mode (No. 4b)
(Fig.) are exactly the same, so in steps 247 to 259, the next control mode is determined and transferred when △Vs < 0, and only when △Vs≧0, the pressure increase mode/pressure increase mode is activated as described above. Figure 4b (pressure increase mode,
In order to determine the control mode to which the control mode should be shifted as shown in the condition classification (referenced in the pressure increase hold mode), the process proceeds to determination of the next control mode in the pressure increase mode and pressure increase hold mode shown in FIG. 11b.

As a result of comparing ΔVs with 0 in step 247, 8Vs
If ≧0, set △vs to 1. /2Vs (reference vehicle speed)248), and if 8Vs is larger than that, the next control mode will be continuous pressure reduction regardless of the current control mode, so the pressure reduction mode flag FLDPS should be set.249
), set 5OLI to 778 energization 250), clear the boost mode counter 251), step 266
Proceed to.

If ΔVs is less than 1/2Vs (reference vehicle speed), compare Dv with 20G (252), and if Dv is greater than 20G (because the next control mode is continuous pressure increase), compare the reference speed Vs with 30Km/h. If Vs is large, the high μ flag is cleared, the Seriton low μ flag is cleared (254), and the pressure increase mode counter is cleared (255).Proceed to step 262. V
If s is smaller than 30 Km/h, the μ flag is left as is and the process proceeds to step 255.

If Dv is smaller than 20G, step 299 (11th
．． Proceed to Figure c).

When proceeding to the determination of the next control mode in the pressure increase mode/pressure increase hold mode shown in step 11b, the axle acceleration/deceleration Dv is compared with -4G (282), and if it is smaller than -4G, the process proceeds to step 288 and ΔVs = Vs-Va at 8Km/h
If ΔVs is higher than that, set the pressure reduction mode flag FLrlPS (249), set the electromagnetic switching valve device 5OLI to 7/8 energization (250), and clear the pressure increase mode counter (251). , step 26
Proceed to step 6. If ΔVs is less than 8 Km/h, the contents of the pressure increase mode counter 83- (see 289, 290) are 1 (the pressure increase mode is entered for the first time after executing the pressure reduction mode more than once).
If so, the pressure increase may be continued as it is, so the process returns (proceeds to step 207). If the content of the pressure increase mode counter is 2 (the second pressure increase mode control has been started after executing two pressure reduction modes), 5OLI
is energized (hold energized after completing pressure increase 0/8: refer to the left column of the second column in Figure 2) or not. Return to end the booster energization). If the current is not being applied, it means that the required pressure increase has been completed, so the process proceeds to step 249 for pressure reduction mode control. When the content of the pressure increase mode counter is 3, the pressure increase mode is being executed for the first time after the brake is turned on (this is the step 22).
8, set the pressure increase mode counter to 3, and proceed to step 26.
If the content is 3 in step 5, it remains as 3), and since the next control determination is the pressure reduction mode (see FIG. 4b), the process proceeds to step 249 and subsequent steps for pressure reduction mode control.

=84- In this way, in the pressure increase mode control for the first time after the brake is turned on, the reason why the next control mode is determined to be the pressure decrease mode and then immediately proceeds to the pressure decrease mode control is to prevent excessive pressure increase (axle lock). This is to prevent it. After that, when the pressure reduction mode control is executed at least once (this clears the pressure increase mode counter), in the subsequent pressure increase, the pressure increase mode control must be repeated at least twice as described above. This is to make the brake fluid pressure longer, and as a result, when there is a pressure reduction, the pressure reduction time will inevitably become longer, and the period of rise and fall of the brake fluid pressure will be lengthened. By making it long like this,
The vibration period of the braking force due to the vertical movement of the brake fluid pressure becomes significantly longer than the period of the unsprung vibration of the vehicle, and the amplification of the unsprung vibration due to resonance, synchronization, etc. does not occur. In other words, once the pressure is reduced, the pressure increase mode control (left column of the second column in FIG. 2) is repeated twice in succession to prevent resonance with unsprung vibration.

Even in these two consecutive pressure increase mode controls, the brake fluid pressure has been lowered once by the previous pressure reduction, so there is no risk of the pressure being increased too much (wheel lock).

Referring again to step 282 in Figure 11b. When the wheel acceleration/deceleration Dv is equal to or greater than 14G in step 282, Dv is compared with 12G (2g3). Dv is 12G
If it is smaller than α, compare ΔVs with α292), and if it is greater than α, the next control mode is continuous pressure reduction or pressure reduction.In any case, the pressure reduction mode should be executed, so step 2
The process proceeds to step 88, and the process proceeds to pressure increase continuation or pressure reduction mode control in the same manner as the condition determination after step 288 described above.

When it is less than α, the next control mode is hold (currently pressure increase mode, pressure increase hold: hold after pressure increase, brake fluid pressure is held in the increased state), so step 294) Set the flag to indicate pressure increase hold mode via 293.
8 energization 295) Proceed to step 266. Note that when the process proceeds to step 293 after the next 6 m5 ec, the pressure increase hold mode has been set, so the process returns from step 293. That is, once the pressure increase hold mode is entered, the hold is continued until a condition other than the hold mode is reached with reference to the condition divisions in FIG. 4b.

Refer again to step 283. Dv in step 283
If it is 12G or more, compare ΔVs with α (284), and if it is smaller than α, the next control mode will be pressure increase, so check whether the current pressure increase mode or pressure increase hold mode is selected (297, 298), if it is the pressure increase mode, it returns as is, and if it is the pressure increase hold mode, it proceeds to step 262 to set the pressure increase mode.

If ΔVs is greater than or equal to α in step 284, ΔVs is compared with β (285). If ΔVs is smaller than β, Dv is compared with −1.3G in order to determine whether the hold mode or pressure increase mode should be selected (296). If Dv is smaller than -1.3G, the hold mode (pressure increase hold mode) should be selected, so in step 293 and subsequent steps, the current mode is referred to and if the current mode is the pressure increase mode, the pressure increase hold mode is selected. Set the mode 294), 5O
Set LI to 2/8 energization (295), step 26
Proceed to step 6. If the current mode is the pressure increase hold mode, no change is required and the process returns.

If Dv is -1.3G or more, it is necessary to enter the pressure increase mode, refer to the current control mode, and if it is the pressure increase 87- mode, return as is, and if it is the pressure increase hold mode, step Proceed to 262 (297, 298).

Refer to step 285 again. At step 285 ΔV
If s is greater than β, compare ΔVs with γ286),
If ΔVs is larger than γ, the next control mode is the pressure reduction mode, so the process proceeds to step 288.

If ΔVs is less than γ, Dv will be 2g compared to 6G? )
, Dv is 6G or less, the next control mode is the pressure reduction mode, and the process proceeds to step 288.

If Dv exceeds 6G, the next control mode is the pressure increase mode, so the process advances to step 297.

Next, the determination of the next control mode in the pressure reduction mode and pressure reduction hold mode from step 309 onward in FIG. 11c will be explained.

The current mode is referred to (309), and if it is the decompression mode, the duration of the decompression mode is read from the contents of the decompression pressure counter and compared with 120 m5ec (323).

If 12 seconds or more have elapsed, it means that one cycle of pressure reduction control (left column of column 5 in FIG. 2) has been completed, and the process proceeds to step 245. When it is less than 120m5ec.

88- Compare the contents of the reduced pressure counter with 48 m5 ec (reduced pressure energization time: left column of column 5 in Figure 2).324), 48 m5 ec
If so, set SQL l to 278 energization (hold). 325) L, Proceed to step 313. 48m5
If it exceeds ec, the process advances to step 313. In step 313, Dv is compared with -1,3G, and Ov is -1,
If Dv is less than 3G, Dv is compared with -12G in step 327, and if Dv is greater than -12G, the process proceeds to step 330. If Dv is less than 112G, refer to the high μ flag, and if it is present, proceed to step 328; otherwise, step 24
Proceed to step 9.

Now, if it is determined in step 309 that the mode is not the vacuum hold mode, check whether the mode is the vacuum hold mode or not (3]0), and if it is not the vacuum hold mode (this is impossible), the process returns. When in decompression hold mode,
Refer to the contents of the control counter and compare it (decompression hold time) with 150m5ec (312), 15
If it is more than 0m+ec, it is considered insufficient decompression and proceed to step 2.
Proceed to step 49 to set the decompression mode. 150m5ec
If it is less than 313), Dv is compared with -1.3G.
If Dv is -1.3G or less, pressure is reduced or continuous pressure is reduced, so the process proceeds to step 327. If it exceeds -1.3G, ΔVs is compared with α (314). If ΔVs is smaller than α, the next control mode is the pressure increase mode, and the process proceeds to step 262 and subsequent pressure increase settings.

When ΔVs is greater than α, Dv becomes -0.3 compared to 6G.
1.5) If Dv is -0.6G or less, the next control mode is pressure reduction mode or continuous pressure reduction mode, so step 3
Proceed to step 30 to set the decompression mode. Dv is -0,6
If it exceeds G, ΔVs is compared with β in step 316, and if ΔVs is smaller than β, the process proceeds to step 262 and subsequent steps to set the pressure increase mode. If ΔVs is greater than or equal to β, Dv is compared with 0.6G in step 317, and if Dv is less than 0.6G, the process proceeds to step 330, but if Dv exceeds 0.6G, Dv is not compared with 6G. 3]8), Dv is 6
If it exceeds G, compare 8 Vs with γ (329), and if it exceeds γ, the next control mode is the decompression hold mode, so the process goes to step 320. If it is less than 1, the pressure is increased, and the process proceeds to step 262, where the pressure increase mode is set.

When Dv is 6G or less in step 318, Δ
Compare Vs with γ3]9), and if it is greater than or equal to γ, the next control mode is the pressure reduction mode, and the process proceeds to step 330. 1
If it is less than that, it is in decompression hold mode, so step 3
Proceed to set vacuum hold mode below 20.

As explained above, after brake pedal 1 is depressed, anti-skid control (brake fluid pressure control) is entered on the condition that the estimated vehicle speed is 20 km/h or more, which is the third value, and less than 20 km/h. This does not include anti-skid control.

This is step 1 when brake pedal 1 is depressed.
59 to step 183 and then step 18
4 to 187, the presence or absence of the anti-skid required flag OCR is checked in step 188, and if it is not present (anti-skid control has not yet entered), the process proceeds to step 228 and then to step 229, where the control reference vehicle speed is set. is 2
If the speed does not exceed 0 km/h, the process returns to step 169 and does not enter anti-skid control, but it is determined whether anti-skid is necessary on the condition that the speed exceeds 20 km/h (steps 233 to 244). This is because the flag OCR indicating this is set in steps 240, 242 or 91-244, and the process proceeds to anti-skid control (brake fluid pressure control) 205, 206 or 207.

Once anti-skid control is entered, if brake pedal 1 is continuously depressed (anti-skid required flag OC
R), in step 203 the control reference vehicle speed is compared with 8 Km/h (end speed for rear axle anti-skid control: second value), and in step 204 the control reference vehicle speed is set to 10/Km (front speed). When the control reference vehicle speed becomes less than 10/Km (compared to the end speed for the anti-skid control of the axle (first value)), the flag OCR is cleared to end the anti-skid control of the front wheels, and the electromagnetic switching valve device 5
OLI and 5QL2 are de-energized and the control reference vehicle speed is 8km.
/h, the flag OCR is cleared and the electromagnetic switching valve devices 5OLI, 5OL2 and 5OL3 are de-energized in order to end anti-skid control for the front and rear wheels, so at speeds of 20km/h or more. Once anti-skid control (brake fluid pressure control) is activated, anti-skid control is applied to the front wheels until the estimated speed is less than 10 m/h, and for the rear wheels until the estimated speed is less than 8 Kn+/h = 92-. continue. Since this anti-skid control starts at speeds of 20 km/h or higher, the state detection at the beginning of the control is accurate, and it continues continuously according to a predetermined logic, so continuity is ensured.
Since it is highly stable, it does not give the driver a sense of abnormality and does not require a particularly long braking distance. 20Km
Anti-skid control does not start when the brake pedal is depressed at a speed below /h, but since the speed is low, there is a low possibility of axle locking, and the driver can sufficiently respond to the situation by operating the brakes. Even if the axle locks occur, the speed is low, so the operability and stability of driving are higher than when the anti-skid control is applied even at speeds of 20 km/h or less.

Anti-skid control (brake fluid pressure control) ends at 10 km/h or less for the front wheels and 8 km/h or less for the rear axle, so the vehicle is highly stable when anti-skid control is released, improving operability and stability. Highly sexual.

〔Effect of the invention〕

As explained above, in the present invention, the directional stability of anti-skid control when anti-skid is released becomes high □, and the stability of vehicle driving becomes high.

In the preferred embodiment of the present invention described above, the stability of anti-skid control in the low speed range is increased, and the stability of vehicle operation is also increased. Furthermore, the accumulated pressure in the accumulator is maintained at a predetermined value when anti-skid control is not performed. When anti-skid control is not performed, almost no accumulator pressure is consumed, so the electric motor is not energized and power consumption is low. Since it is sufficient to accumulate pressure in the accumulator during non-control times with a pump and electric motor having a smaller capacity than the capacity that provides the amount of hydraulic pressure required during anti-skid control, small-sized pumps and electric motors can be used.

Even if a small pump and electric motor are used, a numerical value is counted up when the electric motor is energized, and counted down while the electric motor is not energized to obtain an estimated motor temperature value, and when this value reaches a predetermined value, the electric motor is activated. Since the current is turned off, overheating of the electric motor is prevented, and abnormalities such as burnout of the motor due to long-term current being applied are avoided. Even if the electric motor is stopped as described above to prevent such an abnormality, there will still be pressure accumulation in the accumulator, and in the worst case, there will be a bypass valve device that directly applies brake fluid pressure from the mask cylinder to the wheel cylinder. Therefore, the braking action is not impaired.

Also, compared to the conventional case where the brake fluid pressure to the wheel cylinders is controlled by a combination of only pressure increase and pressure decrease (power fluid pressure consumption) (alternating switching between power pressure application and power pressure release to the reservoir). Since no power pressure is consumed during hold, the brake fluid pressure can be controlled in the manner of increasing the pressure and holding it, and decreasing the pressure and holding it, thereby significantly reducing the consumption of power fluid pressure. This reduction allows for further downsizing of the pump and electric motor. In addition, the rate of pressure increase can be adjusted by combining and repeating pressure increase for a predetermined time and hold time for an arbitrary length, and similarly, the rate of pressure increase can be adjusted by combining pressure reduction for a predetermined time and hold time for an arbitrary length and repeating the same. The pressure speed can be adjusted, allowing more accurate and smooth anti-skid control.

[Brief explanation of the drawing]

FIG. 1a is a block diagram showing the system configuration of an embodiment of the present invention, and FIG. 1b is a sectional view showing details of the configuration of the hydraulic pressure control valve unit 3 shown in FIG. 1a. FIG. 2 is a plan view showing the energization pattern in which the microprocessor 13 energizes the electromagnetic switching valve devices 5QLI to 5OL3 in the brake fluid pressure control of this embodiment, and FIG. 3 shows the brake fluid obtained by combining various energization patterns. A graph showing how the pressure increases and decreases; FIG. 4a is a graph showing the relationship between the vehicle running state and the control mode when anti-skid control is entered;
Figure 4b is a graph showing the next control mode to proceed to in light of vehicle running conditions when anti-skid control is being performed in pressure increase mode or pressure increase hold mode, and Figure 4c is a graph showing anti-skid control in pressure reduction mode or pressure reduction hold mode. Inside is a graph showing the next control mode in light of the vehicle running condition, and Fig. 5 is a time chart showing the relationship among axle speed, reference vehicle speed, control reference vehicle speed, wheel cylinder hydraulic pressure, etc. during anti-skid control. =96-. 6a, 6b and 6c show the interrupt handling operation of the microprocessor 13,
FIGS. 8a and 7b are flowcharts showing the main control operation (main routine) related to anti-skid control of the microprocessor 13, FIGS. 8a, 8b and 8c are flowcharts showing the subroutine for calculating wheel speeds, and FIGS. 9a and 9b are flowcharts showing motor energization control (subroutine), and FIG. 10a is a flowchart showing motor energization control (subroutine). 10b and 10c are flowcharts showing anti-skid control (subroutine), FIG. 11a and 1
1b and 11c show anti-skid control (10th
It is a flowchart which shows the anti-skid control (electromagnetic switching valve device energization control: subroutine) which actually controls brake fluid pressure in FIG.a, FIG. 10b, and FIG. 10c). l: Brake pedal and 2 brake mask cylinder 3.4
．． 5: Hydraulic pressure control valve units 38 to 3h: Bypass valve devices 31 to 3n: Hydraulic pressure control valve devices 8, 7, 8, 9 Brake wheel cylinder 10.1
1, 12: Speed sensor 13: Microprocessor 1
4: Electronic control unit 15: Electric motor 16: Pump 1
7: Accumulator pps Nibrake hydraulic pressure source device RLY: Motor relay MRY: Main relay vL
: Warning lamp BSW Brake operation detection match PS: Pressure detection switch R5V : Reservoir 99- -Ara〇- Fig. 4a 6'Vs°39/12's -? mhZ to 0.3
60 ■ JP-A Showa GO-209356 (29) Fig. 6c] JP-A Showa GO-209356 (30) Fig. 8a Fig. 8b [Section =] 1 line JP-A-Sho GO-20935G (32) Fig. 8c [Door ■] 荊Figure 98 [弼四]

Claims (7)

[Claims] (1) Front wheel brake fluid pressure control valve device inserted in the brake fluid pressure supply line from the brake mask cylinder to the brake wheel cylinder of the front axle; front wheel brake fluid pressure control valve device operating means for controlling the state of the front wheel brake fluid pressure control valve device ; Front wheel speed detection means for detecting the rotational speed of the front wheels; Rear wheel brake fluid pressure control valve device inserted in the brake fluid pressure supply line from the brake mask cylinder to the rear brake wheel cylinder; Rear wheel brake fluid pressure control Rear wheel valve device operation means for controlling the state of the valve device; Rear wheel speed detection means for detecting the rotational speed of the rear wheels; Brake depression detection means for detecting depression of the brake hydraulic pressure, and front and rear wheel speed detection. The vehicle's estimated speed is calculated based on the rotational speed of the front and rear axles, and when the brake is pressed, the system monitors the state of the brake pedal detection means and the brake depression detection means, calculates the estimated speed of the vehicle from the rotational speed of the front and rear axles, and calculates the vehicle's estimated speed based on the estimated speed, front and rear wheel rotational speed, and acceleration/deceleration of the rotational speed when the brake is depressed. Increase the brake fluid pressure for the front and rear wheels. It determines whether or not pressure reduction is necessary, and gives an instruction to the front and rear wheel valve device operating means to set the brake fluid pressure control valve device to a pressure increase or pressure decrease state, and while the brake is in the depressed state, the estimated vehicle speed is set to the first value. An anti-skid control device comprising: control means for stopping pressure increase and decrease control of a rear axle when the pressure of the front wheels becomes less than a second value which is lower than the first value; (2) The control means controls the brake fluid pressure control valve device based on the determination result, on the condition that the estimated vehicle speed is at least a third value higher than the first value and the second value. Brake fluid pressure control is started to give instructions to increase or decrease the pressure in the front axle. The anti-skid control bag holder according to claim 1, wherein brake fluid pressure control is continued based on the determination result until the estimated vehicle speed becomes equal to or less than a second value. (3) Front and rear wheel brake fluid pressure 1ml # Each of the valve devices includes a brake fluid pressure port that receives brake fluid pressure from the brake mask cylinder, a control output port that provides brake fluid pressure to the wheel cylinder, a control input port, a power hydraulic port, a valve member for opening and closing between the output port and the control input port, a spring means for forcing the valve member in a closing direction;
and a bypass valve device comprising a piston that receives pressure from a power hydraulic port in the direction of driving the valve member open; and a brake hydraulic pressure port that receives brake hydraulic pressure from the brake mask cylinder, communicating with the control input port. A hydraulic control chamber, a power hydraulic port, a valve member that opens and closes between the hydraulic control chamber and the brake hydraulic port, a spring means that forces the valve member in the closing direction, and a direction that drives the valve member open. When the pressure of the power hydraulic port is received, the volume of the hydraulic control chamber is reduced by moving in that direction, and the volume of the hydraulic control chamber is increased by moving in the opposite direction, and the hydraulic pressure is moved in the direction that opposes the pressure of the power hydraulic port. A hydraulic control valve device comprising a piston that receives the pressure of the pressure control chamber; each of the front and rear wheel valve device operating means includes a power hydraulic pressure source that applies accumulator pressure to the power hydraulic port of the bypass valve device. ; and is inserted between the accumulator pressure output port and drain pressure port of the power hydraulic pressure source and the power hydraulic port of the hydraulic pressure control valve device, and the power hydraulic pressure port of the hydraulic pressure control valve device is inserted in response to energization. An anti-skid control device according to claim 1, further comprising: an electromagnetic switching valve device selectively connecting an accumulator pressure output port and a drain pressure port. (4) The power hydraulic pressure source includes an electric motor, a liquid pressurizing pump driven by the electric motor, and an accumulator receiving the discharge pressure of the liquid pressurizing pump, and includes the power hydraulic port 1 of the bypass valve device. 3. The anti-skid control device according to claim 3, wherein the anti-skid control device provides an accumulator pressure to an accumulator pressure. (5) the power hydraulic pressure source includes a pressure detection means for detecting the accumulator pressure; the control means controls energization and deenergization of the electric motor in accordance with the accumulator pressure; The number is counted up at a predetermined rate, and the number is counted down at a predetermined down rate while the electric motor is not energized, and when the count value reaches a predetermined value, the energization of the electric motor is stopped; 4
) The anti-skid control device described in item 2. (6) The electromagnetic switching valve device is configured to have at least a pressure increase state in which the power hydraulic port of the hydraulic pressure control valve device is connected to the accumulator pressure output port, a hold state in which the power hydraulic pressure port is closed, and a hold state in which the power hydraulic pressure port is closed, depending on the current value. The control means is a multi-position switching solenoid valve device that connects the power hydraulic port to a drain pressure port and enters a reduced pressure state;
Based on the estimated speed 9 rotational speed and the acceleration/deceleration of the rotational speed, it is determined whether or not to increase, hold, and reduce the brake fluid pressure, and the above-mentioned state of the electromagnetic switching valve device is controlled in time series; The anti-skid control device according to scope (4). (7) The control means determines the rate of increase in brake fluid pressure to the wheel cylinder based on a combination of the duration of the pressure increase state and the duration of the hold state, and determines the pressure increase rate of the brake fluid pressure to the wheel cylinder based on the combination of the duration of the pressure reduction state and the hold state. The anti-skid control device according to claim 6, which determines the speed at which brake fluid pressure is reduced to the cylinder.