JPS6050060A - Antiskid controlling method - Google Patents
Antiskid controlling methodInfo
- Publication number
- JPS6050060A JPS6050060A JP15921683A JP15921683A JPS6050060A JP S6050060 A JPS6050060 A JP S6050060A JP 15921683 A JP15921683 A JP 15921683A JP 15921683 A JP15921683 A JP 15921683A JP S6050060 A JPS6050060 A JP S6050060A
- Authority
- JP
- Japan
- Prior art keywords
- wheel speed
- time
- control
- brake
- reference wheel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
- B60T8/17613—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure based on analogue circuits or digital circuits comprised of discrete electronic elements
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
【発明の詳細な説明】
〔技術分野〕
この発明は、アンチスキッド制御方法に関するものであ
る。DETAILED DESCRIPTION OF THE INVENTION [Technical Field] The present invention relates to an anti-skid control method.
アンチスキッド制御装置は、車体速度および車輪速度を
検出し、車体速度から、それより所定量低い基準車輪速
度をめ、制動時、車輪速度が基準車輪速度より低くなっ
たときには、運転者の制動操作によって車輪に加えられ
る制動力を弱め、その後、車輪速度が基準車輪速度まで
回復するより若干早いタイミングで制動力を強め、さら
にその後、車輪速度が基準車輪速度まで低下するより若
干早いタイミングで制動力を再び弱めるように制御する
ことによって、スキッドを発生させないで車両を安全に
、かつ短距離で停止させるものである。The anti-skid control device detects the vehicle speed and wheel speed, determines a reference wheel speed that is lower by a predetermined amount from the vehicle speed, and when the wheel speed becomes lower than the reference wheel speed during braking, the driver's braking operation is activated. weakens the braking force applied to the wheels, then increases the braking force slightly earlier than the wheel speed recovers to the reference wheel speed, and then increases the braking force slightly earlier than the wheel speed decreases to the reference wheel speed. By controlling the brake to weaken it again, the vehicle can be stopped safely and within a short distance without skidding.
このようなアンチスキッド制御装置における制御は、路
面の摩擦係数（以下、μという）に合致するように行わ
れるが、従来、μの低い路面、例えば、圧雪路に適した
制御を行うと、μの高い路面、例えば、アスファルト舗
装路面においては、制動力の弱め制御が行われ過ぎるこ
とがあった。Control in such an anti-skid control device is performed to match the coefficient of friction (hereinafter referred to as μ) of the road surface. Conventionally, when control is performed suitable for a road surface with a low μ, such as a road with compacted snow, μ On a road surface with a high temperature, for example, an asphalt pavement surface, braking force is sometimes weakened too much.
このような従来の問題に鑑み、本発明の目的とするとこ
ろは、所定条（’Ｉ下で、弱め制御の行われる期間の一
部を、強め制御に転換することによって、所定μ路面で
の制動力の弱め過ぎを防止することにある。In view of these conventional problems, an object of the present invention is to convert a part of the period during which weak control is performed to strong control under a predetermined condition ('I), thereby improving the performance on a predetermined μ road surface. The purpose is to prevent braking force from becoming too weak.
この目的を達成するため、本発明は、制動力を弱める制
御が行われる時間を計測し、この時間が一定時間以上と
なったとき、車輪速度が基準車輪速度より低くなるまで
を限度として、制動力を強める制御を所定時間だけ延長
することを特徴とする。In order to achieve this objective, the present invention measures the time during which control to weaken the braking force is performed, and when this time exceeds a certain time, the control is applied until the wheel speed becomes lower than the reference wheel speed. It is characterized by extending the control to increase the power for a predetermined period of time.
［発明の効果〕
かかる本発明によれば、弱め制御の時間が一定時間以上
となり、弱め過ぎの可能性のあるときに、強め制御の行
われる時間を延長するので、制動力の弱め過ぎを防止す
ることができる。しかも、強め制御の行われる時間の延
長は、車輪速度が基準車輪速度より低くなるまでを限度
としているので、路面のμが低くなればなるほど、車輪
速度の低下が早まって、強め制御の延り時間が短くされ
、低μ路で制動力が強くなり過ぎることも防止される。[Effects of the Invention] According to the present invention, when the time of the weakening control is longer than a certain time and there is a possibility that the braking force has been weakened too much, the time for the strengthening control is extended, thereby preventing the braking force from becoming too weak. can do. Furthermore, since the time period during which the intensive control is performed is limited to the time when the wheel speed becomes lower than the reference wheel speed, the lower the μ of the road surface, the faster the wheel speed decreases, and the longer the intensive control is extended. This shortens the time and prevents the braking force from becoming too strong on low μ roads.
以下、本発明の実施例を図面によって説明する。 Embodiments of the present invention will be described below with reference to the drawings.
第１図は、一実施例である４輪アンチスギソド制御装置
の全体構成を示すシステム図であり、従動輪である右前
輪１０および左前輪１４の車輪速度は、車輪速度センサ
１２および１６によって検出され、駆動輪である右後輪
１８および左後輪２０の車輪速度は、これら駆動輪１８
．２０を駆動するトランスミッション２２に設げられた
車輪速度センサ２４によって検出されており、また、各
車輪１０．１４．１８．２０には、それぞれ油圧ブレー
キ装置２６．２８．３０．３２が配設され、これら油圧
ブレーキ装置２６．２８．３０．３２には、油圧シリン
ダ３６あるいは油圧ポンプ３８で発生された油圧が、各
アクチュエータ４８．５０．５２を介して、それぞれ供
給されるように構成されている。油圧シリンダ３６は、
運転者がブレーキペダル３４を踏むことによってブレー
キ油圧を発生ずるものであり、油圧ポンプ３８は、エン
ジン回転に応じて油圧を発生ずる例えば、パワーステア
リングポンプと兼用されたものである。FIG. 1 is a system diagram showing the overall configuration of a four-wheel anti-slip control device according to an embodiment. , the wheel speeds of the right rear wheel 18 and the left rear wheel 20, which are the driving wheels, are the same as those of the driving wheels 18.
．． The speed is detected by a wheel speed sensor 24 provided in a transmission 22 that drives the wheels 10, 14, 18, 20, and a hydraulic brake device 26, 28, 30, 32 is installed on each wheel 10, 14, 18, 20, respectively. The hydraulic brake devices 26, 28, 30, 32 are configured to be supplied with hydraulic pressure generated by a hydraulic cylinder 36 or a hydraulic pump 38 via each actuator 48, 50, 52. . The hydraulic cylinder 36 is
Brake hydraulic pressure is generated when the driver depresses the brake pedal 34, and the hydraulic pump 38 is also used as, for example, a power steering pump that generates hydraulic pressure in accordance with engine rotation.
アクチュエータ４８は、油圧管路４０を介して右前輪１
０の油圧ブレーキ装置２６に接続され、また、アクチュ
エータ５０は、油圧管路４２を介して左前輪１４の油圧
ブレーキ装置２８に接続され、さらに、アクチュエータ
５２は、油圧管路４４を介して駆動輪１８．２０の油圧
ブレーキ装置３０．３２に接続されている。これらアク
チュエータ４８．５０．５２は、コンピュータ４６の出
力によって各油圧ブレーキ装置２６．２８．３０．３２
に供給される油圧を調整するものであり、コンピュータ
４６は、各車輪速度センサ１２．１６．２４によって検
出される各車輪速度と、この車輪速度からめられる基準
車輪速度との偏差状態に応じて制御出力を発生ずる。The actuator 48 is connected to the right front wheel 1 via the hydraulic conduit 40.
The actuator 50 is connected to the hydraulic brake system 26 of the left front wheel 14 via a hydraulic line 42, and the actuator 52 is connected to the hydraulic brake system 28 of the left front wheel 14 via a hydraulic line 44. 18.20 is connected to the hydraulic brake system 30.32. These actuators 48, 50, 52 are connected to each hydraulic brake device 26, 28, 30, 32 by the output of the computer 46.
The computer 46 controls the hydraulic pressure according to the deviation state between each wheel speed detected by each wheel speed sensor 12, 16, 24 and the reference wheel speed determined from this wheel speed. Generates output.
各アクチュエータ４８．５０．５２には、第２図に示す
如く、油圧ポンプ３８出力の油圧を所定圧に調整するレ
ギュレータ部５３と、ブレーキ油圧の増減方向を切り換
えるための増減制御ソレノイドを含む制御弁部５４と、
ブレーキ油圧の増減勾配を緩急２段階に切り換えるため
の緩急制御ソレノイドを含むブレーキ油圧調整部５６と
が備えられている。前記制御弁部５４の増減制御ソレノ
イドは、例えば、通電時に油圧を減少方向とし、また、
前記ブレーキ油圧調整部５６の緩急制御ソレノイドは、
例えば、通電時に油圧の増減勾配を急勾配とするように
されている。As shown in FIG. 2, each actuator 48, 50, 52 includes a regulator section 53 that adjusts the hydraulic pressure output from the hydraulic pump 38 to a predetermined pressure, and a control valve that includes an increase/decrease control solenoid for switching the increase/decrease direction of the brake hydraulic pressure. Section 54 and
A brake oil pressure adjustment section 56 including a slow/sudden control solenoid for switching the gradient of increase/decrease of the brake oil pressure into two stages, slow and fast is provided. For example, the increase/decrease control solenoid of the control valve section 54 causes the oil pressure to decrease when energized, and
The slow/sudden control solenoid of the brake oil pressure adjustment section 56 is
For example, the gradient of increase/decrease in oil pressure is made steep during energization.
実施例におけるコンピュータ４６は、汎用のマイクロコ
ンピュータであり、周知のように予めＲＯＭ内に格納さ
れたプログラムに従ってＣＰＵが演算作動を行うように
なっている。このコンピュータ４６における演算作動の
うち基準車輪速度算出ルーチンについて、第３図のフロ
ーチャートを参照して説明する。The computer 46 in the embodiment is a general-purpose microcomputer, and as is well known, the CPU performs arithmetic operations according to a program stored in a ROM in advance. Among the calculation operations performed by the computer 46, the reference wheel speed calculation routine will be explained with reference to the flowchart shown in FIG.
まず、各車輪速度センサ１２．１６．２４の出力に応じ
て、右前輪１０、左前輪１４および後輪１８．２０の車
輪速度ＶｗＦＲ，ＶｗＦＬ、ＶｗＲを算出する。次いで
、この算出された車輪速度ＶＷＦＲ１ＶｗＦＬ、ＶｗＲ
から、次式によりその最大値Ｖ ｗ ｍａｘを算出する
。First, wheel speeds VwFR, VwFL, and VwR of the right front wheel 10, left front wheel 14, and rear wheel 18.20 are calculated according to the outputs of the respective wheel speed sensors 12, 16, and 24. Next, the calculated wheel speeds VWFR1VwFL, VwR
The maximum value V w max is calculated from the following equation.
Ｖｗｍａｘ ＝ＭＡＸ （ＶｗＦＲ，ＶｗＦＬ、ＶｗＲ
）さらに、車輪速度ＶｗＦＲ，ＶｗＦＬ、Ｖｗｌｌの最
大値Ｖ ｗ ｍａｘから基準速度差Δ■を減算して、次
式より第１の演算速度Ｖ ｓａｎを算出する。Vwmax = MAX (VwFR, VwFL, VwR
) Furthermore, the reference speed difference Δ■ is subtracted from the maximum value V w max of the wheel speeds VwFR, VwFL, and Vwll to calculate the first calculated speed V san from the following equation.
Ｖ ｓａｎ ＝ Ｖ ｗｍａｘ −Δ■ここで、Δ■は
、固定速度Ｖｏと速度係数Ｋ ｖを用いて、次式により
算出される。V san = V wmax −Δ■ Here, Δ■ is calculated by the following equation using the fixed speed Vo and the speed coefficient Kv.
ΔＶ＝Ｖｏ＋Ｋｖ・Ｖｗｍａｘ
次に、前回の基準車輪速度Ｖｓｎ−１と、基準減速度α
０を用いて、次式により前回よりΔを時間後、すなわち
、今回の第２の演算速度Ｖ ｓｂｎがめられる。ΔV=Vo+Kv・Vwmax Next, the previous reference wheel speed Vsn-1 and the reference deceleration α
Using 0, the second calculation speed V sbn after Δ time from the previous time, that is, the current second calculation speed V sbn is determined by the following equation.
Ｖ ｓｂｎ ＝ Ｖ ｓｎ −１−ｏｔ ｏ ・Δを以
上より、基準車輪速度Ｖｓｎば、２つの演算速度のうち
大きい方として、次式によりめられる。From the above, the reference wheel speed Vsn is determined by the following equation as the larger of the two calculated speeds.
Ｖｓｎ＝ＭＡＸ （Ｖｓａｎ 、 Ｖｓｂｎ ）このよ
うにしてめられる基準車輪速度Ｖｓｎと各車輪の車輪速
度ＶｗＦＲ１ＶｗＦＬ、ＶｗＲとの偏差状態に応じて、
各車輪のブレーキ油圧が制御される。この様子を、一つ
の車輪の場合を例にとって第４図のタイムチャートによ
って以下に説明する。Vsn=MAX (Vsan, Vsbn) Depending on the deviation state between the reference wheel speed Vsn determined in this way and the wheel speeds VwFR1VwFL, VwR of each wheel,
Brake oil pressure for each wheel is controlled. This situation will be explained below using the time chart of FIG. 4, taking the case of one wheel as an example.
ｔｏのタイミングで制動燥作が開始されると、（Ｃ）で
示す如く、ブレーキ油圧が急上昇する。When the braking operation is started at timing to, the brake oil pressure increases rapidly as shown in (C).
それと同時に、（Ａ）で示す如く、車輪速度Ｖｗが低下
し、ｔｌで車輪速度Ｖｗが基準車輪速度■ｓｎより低く
なる。このとき、（Ｂ）で示す如く、車輪の加減速度Ｖ
ｗも小さくなり、第１のしきい値Ｇ１より低くなってい
るので、（Ｄ）および（Ｅ）の如く、増減制御ソレノイ
ドおよび緩急制御ソレノイドが、共にオンとされ、（Ｃ
）の如く、ブレーキ油圧は急減圧される。ブレーキ油圧
の急減圧の結果、（Ｂ）の如く、車輪の加減速度※Ｗは
、除々に大きくなり、Ｌ２において、第１のしきい値Ｇ
１を上回り、（Ｅ）の如＜、緩急制御ソレノイドはオフ
とされ、ブレーキ油圧の減圧勾配は緩められる。さらに
、ｔ、に致ると、ＣＢ）の如く、加減速度※Ｗが第２の
しきい値Ｇ２を上回るようになるので、そこで、（Ｄ）
の如く、増減制御ソレノイｌ”がオフとされ、ブレーキ
油圧は増圧されるようになる。そして、ｔ４では、（Ｂ
）の如く、加減速度※Ｗが第３のしきい値Ｇ３よりも大
き（なるので、（Ｅ）の如く、緩急制御ツレ−ノイドが
オンとされ、（Ｃ）の如く、ブレーキ油圧の増圧勾配が
急勾配とされる。ｔ５で（Ｂ）の如（、加減速度※Ｗが
第３のしきい値Ｇ３より小さくなると、（Ｅ）の如く、
緩急制御ソレノイドは再びオフとされ、（Ｃ）の如く、
ブレーキ油圧の増圧勾配は再び緩められる。その後、Ｌ
６で、（Ｂ）の如く、加減速度Ｖｗが第１のしきい値Ｇ
、を下回ると、（Ｄ）の如く、増減制御ソレノイドがオ
ンとされ、ブレーキ油圧は減圧制御に切り換えられる。At the same time, as shown in (A), the wheel speed Vw decreases, and at tl, the wheel speed Vw becomes lower than the reference wheel speed ■sn. At this time, as shown in (B), the acceleration/deceleration of the wheel V
Since w has also become smaller and is lower than the first threshold value G1, both the increase/decrease control solenoid and the speed control solenoid are turned on, as shown in (D) and (E), and (C
), the brake oil pressure is suddenly reduced. As a result of the sudden pressure reduction of the brake oil pressure, the wheel acceleration/deceleration *W gradually increases as shown in (B), and at L2, the first threshold value G is reached.
1, as shown in (E), the slow/sudden control solenoid is turned off and the pressure reduction gradient of the brake oil pressure is eased. Furthermore, when reaching t, the acceleration/deceleration*W exceeds the second threshold G2 as shown in CB), so (D)
As shown in t4, the increase/decrease control solenoid l" is turned off and the brake oil pressure is increased. Then, at t4, (B
), the acceleration/deceleration*W is greater than the third threshold G3 (as shown in (E)), the slow/sudden control knob is turned on, and as shown in (C), the brake hydraulic pressure is increased. The slope becomes steep.At t5, as shown in (B) (and when the acceleration/deceleration *W becomes smaller than the third threshold G3, as shown in (E),
The speed control solenoid is turned off again, as shown in (C).
The pressure increase gradient of the brake oil pressure is relaxed again. After that, L
6, the acceleration/deceleration Vw is equal to the first threshold value G as shown in (B).
, the increase/decrease control solenoid is turned on and the brake oil pressure is switched to pressure reduction control as shown in (D).
しかし、本発明においては、後述のように、この減圧へ
の切り換えが禁止され、ｔ６より若干後れたｔｌのタイ
ミングで、ブレーキ油圧の減圧が行われることになる。However, in the present invention, as will be described later, this switching to pressure reduction is prohibited, and the brake hydraulic pressure is reduced at timing tl, which is slightly later than t6.
ｔ８に致れば、（Ａ）の如（、基準車輪速度Ｖｓｎより
大きくな−）ていた車輪速度Ｖｗが再び基準車輪速度Ｖ
ｓｎより小さくなるため、ここで、（Ｅ）の如り、暖色
制御ソレノイドがオンとされ、ブレーキ油圧の減圧勾配
は急勾配とされる。ｔ９で（Ｂ）の如く、加減速度※Ｗ
が第１のしきい値Ｇ１を超えれば、（Ｅ）の如く、緩急
制御ソレノイドがオフとされ、ブレーキ油圧の減圧勾配
は緩められる。以後、同様の動作を繰り返すことによっ
て、車輪速度ＶＷは基準車輪速度Ｖｓｎとの偏差をなく
すように制御される。つまり、車輪のスリップ率が基準
車輪速度Ｖｓｎによって決められる最適スリップ率とな
るように制御される。At t8, the wheel speed Vw, which was as shown in (A) (greater than the standard wheel speed Vsn), becomes the standard wheel speed V again.
Since it becomes smaller than sn, the warm color control solenoid is turned on as shown in (E), and the pressure reduction gradient of the brake oil pressure is made steep. At t9, as shown in (B), acceleration/deceleration *W
If it exceeds the first threshold value G1, as shown in (E), the slow/sudden control solenoid is turned off and the pressure reduction gradient of the brake oil pressure is eased. Thereafter, by repeating the same operation, the wheel speed VW is controlled so as to eliminate the deviation from the reference wheel speed Vsn. In other words, the wheel slip rate is controlled to be the optimum slip rate determined by the reference wheel speed Vsn.
本発明において、特徴的なことは、ｔｌからｔ２までの
時間Ｔ１を計測し、この計測時間Ｔ１が一定時間Ｔｓよ
りも大きいとき、（Ａ）の如く、車輪速度Ｖｗが基準車
輪速度Ｖｓｎより低い状態から高くなった時点ｔ１ｏか
ら所定時間Ｔｃの間、増減制御ソレノイドがオフからオ
ンに切り換えられるのを禁止することにある。つまり、
ブレーキ／１１１圧の減圧が比較的長時間継続したとき
、その後、ブレーキ油圧の増圧制御時間を延長してやっ
て、ブレーキ油圧の下がり過ぎるのを防止することであ
る。In the present invention, a characteristic feature is that the time T1 from tl to t2 is measured, and when this measured time T1 is longer than the fixed time Ts, the wheel speed Vw is lower than the reference wheel speed Vsn, as shown in (A). The objective is to prohibit the increase/decrease control solenoid from being switched from OFF to ON for a predetermined time Tc from the time t1o when it becomes high from the state. In other words,
When the brake/111 pressure continues to be reduced for a relatively long time, the control time for increasing the brake oil pressure is extended to prevent the brake oil pressure from dropping too much.
このような制御を実現するためのコンピュータ４Ｇ内の
プログラムが第５図に示されており、以下、第５図のフ
ローチャー’ Ｉ−を参照して詳しく説明する。A program in the computer 4G for realizing such control is shown in FIG. 5, and will be described in detail below with reference to flowchart 'I-' in FIG.
はじめに、第５図（Ａ）の如く、車輪速度Ｖｗが基準車
輪速度Ｖｓｎより小さくなり、しかも加減速度※Ｗが第
１のしきい値Ｇ１を下回る第４図のｔｌのタイミングで
、増減制御ソレノイドおよび緩急制御ソレノイドがオン
とされ、急減圧制御が行われるとき、タイマＴ１がクリ
ヤと同時にスタートされ、時間計測が開始される。その
とき、フラグＦ１がセットされ、時間計測中に繰り返し
タイマＴ□がクリヤ、スタートされないようにする。First, as shown in FIG. 5(A), at the timing tl in FIG. 4 when the wheel speed Vw becomes smaller than the reference wheel speed Vsn and the acceleration/deceleration*W falls below the first threshold G1, the increase/decrease control solenoid is activated. When the slow/sudden control solenoid is turned on and rapid pressure reduction control is performed, the timer T1 is started at the same time as the timer T1 is cleared, and time measurement is started. At this time, flag F1 is set to prevent repeat timer T□ from being cleared and started during time measurement.
その後、第６図のＬ２のタイミングで、加減速度※Ｗが
第１のしきい値Ｇ１を上回ると、タイマＴ１はストップ
され、時間計測が完了する。そして、フラグＦ１がクリ
ヤされる。Thereafter, when the acceleration/deceleration *W exceeds the first threshold value G1 at timing L2 in FIG. 6, the timer T1 is stopped and time measurement is completed. Then, the flag F1 is cleared.
次に、第５図（Ｃ）の如く、重輪速度Ｖｗが基準車輪速
度Ｖｓｎより大きくなる第４図のｔｌ。のタイミングで
、上述の時間Ｒ１測の結果、タイマＴ、が一定時間Ｔｓ
よりも大きくなったか否か判定され、Ｔ１がＴｓよりも
大きいときに、タイマＴ２がクリヤされ、同時にスター
トされる。そして、フラグＦ２がセットされ、タイマＴ
２の作動中に繰り返し、タイマＴ２がクリヤ、スタート
されるのを防止する。その後、加減速度※Ｗが第１のし
きい値Ｇ１より小さくなるＬ６のタイミングで、本来の
制御としては、第４図（Ｃ）、（Ｄ）に破線で示すよう
に、増減制御ソレノイドがオンとされ、ブレーキ油圧が
減圧されるが、本発明によれば、タイマ１゛２が所定時
間］゛Ｃの計測を完了したか否か判定し、開側完了する
までは、増減制御ソレノイドをオフのまま維持し、タイ
マＴ２が所定時間Ｔｃの計測を完了したときにタイマＴ
２の計測作動を停止するとともに、増減制御ソレノイド
のオフ制御を終了する。この増減制御ソレノイドのオフ
制御が終われば、既に加減速度※Ｗが第１のしきい値Ｇ
、を下回っているので、本来の増減制御ソレノイドの制
御ルーチンによって、増減制御ソレノイドはオンとされ
、ブレーキ油圧の減圧が行われる。Next, as shown in FIG. 5(C), at tl in FIG. 4, the heavy wheel speed Vw becomes greater than the reference wheel speed Vsn. At the timing of , as a result of the above-mentioned time R1 measurement, the timer T is set for a certain period of time Ts.
It is determined whether T1 has become greater than Ts, and when T1 is greater than Ts, timer T2 is cleared and started at the same time. Then, flag F2 is set and timer T
Repeatedly during operation of T2, timer T2 is cleared and prevented from being started. After that, at timing L6 when the acceleration/deceleration *W becomes smaller than the first threshold value G1, the original control is to turn on the increase/decrease control solenoid as shown by the broken lines in Fig. 4 (C) and (D). According to the present invention, the timers 1 and 2 determine whether or not the measurement of the predetermined time ゛C has been completed, and the increase/decrease control solenoid is turned off until the opening side is completed. When timer T2 completes measuring the predetermined time Tc, timer T
2 is stopped, and the off control of the increase/decrease control solenoid is ended. When this increase/decrease control solenoid is turned off, the acceleration/deceleration *W has already reached the first threshold value G.
, the increase/decrease control solenoid is turned on according to the original control routine for the increase/decrease control solenoid, and the brake oil pressure is reduced.
このように増減制御ソレノイドのオフ時間が延長され、
ブレーキ油圧の減圧が禁止される結果、第４図（Ｃ）に
おいて、矢印Ｒで示す如く、ブレーキ油圧は所定値だけ
増圧されることになる。In this way, the off time of the increase/decrease control solenoid is extended,
As a result of prohibiting pressure reduction of the brake oil pressure, the brake oil pressure is increased by a predetermined value as shown by arrow R in FIG. 4(C).
ただし、第５図（Ｂ）で示す如く、車輪速度ＶＷが基ｆ
ｆ１ｌＢ車輪速度Ｖｓｎより大きい状態から小さくなっ
たときには、増減制御ソレノイドおよび緩急制御ソレノ
イドは共にオンとされ、上述の第５図（Ｃ）の制御に優
先して、ブレーキ油圧の減圧が行われる。この結果、μ
の低い路面で、車輪がロックしやすいときには、ブレー
キ油圧の減圧が行われるため、μの低い路面に対する制
御上の悪影響はない。However, as shown in Fig. 5(B), the wheel speed VW is based on f.
When the f11B wheel speed becomes smaller than Vsn from a state larger than Vsn, both the increase/decrease control solenoid and the slow/sudden control solenoid are turned on, and the brake oil pressure is reduced in priority to the control shown in FIG. 5(C) described above. As a result, μ
When the wheels are likely to lock on a road surface with a low μ, the brake oil pressure is reduced, so there is no adverse effect on control on a road surface with a low μ.
以上、本発明の特定の実施例について説明したが、本発
明は、この実施例に限定されるものではなく、特許請求
の範囲に記載の範囲内で種々の実施態様が包含されるも
のであり、例えば、２輪のアンチスキッド制御装置にも
適用可能である。また・車体速度の検出は、対地速度セ
ンサを使って検出しても良い。Although specific embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and includes various embodiments within the scope of the claims. For example, it is also applicable to a two-wheel anti-skid control device. Additionally, the vehicle speed may be detected using a ground speed sensor.
第１図は、本発明の一実施例の全体構成を示すシステム
図、第２図は、一実施例におけるアクチュエータの要部
構成を示すブロック図、第３図は、一実施例におけるコ
ンピュータの、基準車輪速度をめるための制御フローを
示すフローチャー１・、第４１ネ１は、一実施例におり
る各部の動作波形の一例を示すタイムチャー１・、第５
図は、一実施例におりるコンピュータの、アクチュエー
タを動作するプログラムのうち本発明において変更され
た制御フローを示すフローチャートである。
１０−−−〜右前輪
１２．１６．２４−−−−・車輪速度センサ１４−−−
−−一左前輪
１８．２０−一一一一後輪
２２−−−−−−１−ランスミッション２６．２８．３
０．３２−−−−−−油圧ブレーキ装置３４−−−−−
ブレーキペダル
３６−−−−−油圧シリンダ
３８−−−−一油圧ポンプ
４０．４２．４４−−−−一油圧管路
４６−−−−コンピュータ
４８．５０．５２−−−−−−アクチュエータ５３−−
−−−−レギュレータ部
５４−−−−一制御弁部
５６−−−−−−ブレーキ油圧調整部FIG. 1 is a system diagram showing the overall configuration of one embodiment of the present invention, FIG. 2 is a block diagram showing the main configuration of an actuator in one embodiment, and FIG. 3 is a system diagram showing the main configuration of an actuator in one embodiment. Flowcharts 1 and 41, which show the control flow for setting the reference wheel speed, are time charts 1 and 5, which show an example of the operation waveforms of each part in one embodiment.
The figure is a flowchart showing a control flow of a program for operating an actuator of a computer according to an embodiment, which has been changed in the present invention. 10---~Right front wheel 12.16.24----Wheel speed sensor 14---
--1 left front wheel 18.20-1111 rear wheel 22---1-Lance transmission 26.28.3
0.32------Hydraulic brake device 34------
Brake pedal 36 ---- Hydraulic cylinder 38 ---- - Hydraulic pump 40.42.44 ---- Hydraulic line 46 ---- Computer 48.50.52 ---- Actuator 53 ---
---Regulator section 54--Control valve section 56--Brake oil pressure adjustment section
Claims (1)
それより所定量低い基準車輪速度をめ、制動時、車輪速
度が基準車輪速度より低くなったときには、運転者の制
動操作によって車輪に加えられる制動力を弱め、その後
、車輪速度が基準車輪速度まで回復するより若干早いタ
イミングで制動力を強め、さらにその後、車輪速度が基
準車輪速度まで低下するより若干早いタイミングで制動
力を再び弱めるように制御するアンチスキッド制御方法
であって、 制動力を弱める制御が行われる時間を計測し、この時間
が一定時間以上となったとき、車輪速度が基準車輪速度
より低くなるまでを限度として、制動力を強める制御を
所定時間だけ延長することを特徴とするアンチスキッド
制御方法。[Claims] 1. Detect the vehicle speed and wheel speed, and from the vehicle speed,
The reference wheel speed is set to a predetermined amount lower than that, and when the wheel speed becomes lower than the reference wheel speed during braking, the braking force applied to the wheels by the driver's braking operation is weakened, and then the wheel speed is reduced to the reference wheel speed. This is an anti-skid control method that increases the braking force at a timing slightly earlier than the wheel speed recovers, and then weakens the braking force again at a timing slightly earlier than the wheel speed decreases to the reference wheel speed. The control is characterized in that the time during which the control is performed is measured, and when this time exceeds a certain time, the control that increases the braking force is extended for a predetermined period of time until the wheel speed becomes lower than the reference wheel speed. Anti-skid control method.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15921683A JPS6050060A (en) | 1983-08-30 | 1983-08-30 | Antiskid controlling method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15921683A JPS6050060A (en) | 1983-08-30 | 1983-08-30 | Antiskid controlling method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6050060A true JPS6050060A (en) | 1985-03-19 |
| JPH0433656B2 JPH0433656B2 (en) | 1992-06-03 |
Family
ID=15688865
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15921683A Granted JPS6050060A (en) | 1983-08-30 | 1983-08-30 | Antiskid controlling method |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6050060A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63137036A (en) * | 1986-11-28 | 1988-06-09 | Mazda Motor Corp | Slip control device for vehicle |
| EP0308795A2 (en) * | 1987-09-19 | 1989-03-29 | Sumitomo Electric Industries Limited | Antiskid control device |
| JPH02500013A (en) * | 1986-10-08 | 1990-01-11 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | anti-lock control device |
| EP0618118A2 (en) * | 1993-03-31 | 1994-10-05 | Toyota Jidosha Kabushiki Kaisha | Anti-lock brake system |
-
1983
- 1983-08-30 JP JP15921683A patent/JPS6050060A/en active Granted
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02500013A (en) * | 1986-10-08 | 1990-01-11 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | anti-lock control device |
| JPS63137036A (en) * | 1986-11-28 | 1988-06-09 | Mazda Motor Corp | Slip control device for vehicle |
| EP0308795A2 (en) * | 1987-09-19 | 1989-03-29 | Sumitomo Electric Industries Limited | Antiskid control device |
| EP0618118A2 (en) * | 1993-03-31 | 1994-10-05 | Toyota Jidosha Kabushiki Kaisha | Anti-lock brake system |
| US5362139A (en) * | 1993-03-31 | 1994-11-08 | Toyota Jidosha Kabushiki Kaisha | Anti-lock brake system wherein brake pressure for higher-speed rear wheel is made lower than that for lower-speed rear wheel |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0433656B2 (en) | 1992-06-03 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| KR100258046B1 (en) | Intake throttle control device of vehicle engine | |
| JP2638990B2 (en) | Driving force distribution control device for four-wheel drive vehicle | |
| JP2509299B2 (en) | Anti-skid controller for four-wheel drive vehicle | |
| US6882921B2 (en) | Traction control algorithm for vehicle operation upon deformable road surfaces | |
| JPH0359864B2 (en) | ||
| GB2390651A (en) | Traction control with individual lowering of the slip threshold of the driving wheel on the outside of a bend | |
| JPH01103566A (en) | Fixing preventive device for car | |
| US20030229439A1 (en) | Driving performance of a motor vehicle on mu-split slopes | |
| US5551769A (en) | Method and system for split mu control for anti-lock brake systems | |
| JPH03153456A (en) | Antilock controller | |
| JP2500857B2 (en) | Anti-skidding control device | |
| KR970059019A (en) | Anti-lock control unit | |
| JPS6050060A (en) | Antiskid controlling method | |
| KR950014359B1 (en) | Anti-skid brake device of vehicle | |
| JPH04276146A (en) | Method and device for controlling racing of wheel | |
| JP3517954B2 (en) | Vehicle anti-skid control device | |
| JPS6050061A (en) | Controlling method of antiskid mechanism | |
| JP3453848B2 (en) | Vehicle anti-skid control device | |
| JP3608667B2 (en) | Anti-skid control device | |
| JPH04345562A (en) | Judging method for friction factor of road surface and anti-skid brake control method using method thereof | |
| JP2001213299A (en) | Method and device for vehicular anti-spin regulation (asr) | |
| KR100293676B1 (en) | Target speed setting method of traction control system | |
| JP2973713B2 (en) | Total control system for traction and differential limiting torque | |
| KR100372974B1 (en) | Trace control method of vehicle | |
| JPH032698B2 (en) |