CN108367739A - The brake control of vehicle - Google Patents
The brake control of vehicle Download PDFInfo
- Publication number
- CN108367739A CN108367739A CN201680072456.6A CN201680072456A CN108367739A CN 108367739 A CN108367739 A CN 108367739A CN 201680072456 A CN201680072456 A CN 201680072456A CN 108367739 A CN108367739 A CN 108367739A
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- Prior art keywords
- wheel
- deceleration
- vehicle
- control
- wheel deceleration
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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
-
- 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
- B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
Abstract
The present invention provides a kind of brake control of vehicle, and the ABS controls to the front-wheel of the vehicle can be proceeded by the state of fully increasing the deceleration of vehicle.(the step S15 when front-wheel deceleration (DVWF) has reached holding judgement deceleration (DVWTH)：It is), proceed by the holding control (step S16) for keeping brake force.The first front-wheel deceleration of front-wheel deceleration (DVWF) (DVWF1) when to keeping control to start is compared, (the step S23 when the second front-wheel deceleration (DVWF2) is less than or equal to the first front-wheel deceleration (DVWF1) with the second front-wheel deceleration (DVWF2) of front-wheel deceleration (DVWF) i.e. at the time point that have passed through the stipulated time from the acquirement time point of the first front-wheel deceleration (DVWF1)：It is no), terminate the implementation for keeping control, and allow to increase the brake force applied to front-wheel.(the step S23 when the second front-wheel deceleration (DVWF2) is more than the first front-wheel deceleration (DVWF1)：It is), proceed by ABS controls (step S24).
Description
Technical field
The present invention relates to the brake controls that a kind of front-wheel to vehicle implements the vehicle of ANTI LOCK control.
Background technology
As motor bike, it is known that have the rotary speed of detection front-wheel to be the sensor of preceding wheel speed but do not have
The rotary speed for detecting trailing wheel is the vehicle of the sensor of rear wheel speed.In this motor bike, apply to vehicle
In the case of brake force, it is possible to can not accurately calculate the vehicle body velocities of vehicle.Therefore, it is possible to can not accurately calculate from
The difference i.e. slippage of front-wheel before being subtracted in vehicle body velocities obtained by wheel speed, it is difficult to determine the ANTI LOCK control carried out to front-wheel
It is carved at the beginning of system (hereinafter also referred to " ABS controls ").
Therefore, it in the brake control recorded in patent document 1, is set as slowing down with the deceleration of front-wheel i.e. front-wheel
Degree is more than the variable quantity of judgement deceleration and front-wheel deceleration more than judging that variable quantity is condition, proceeds by ABS controls.By
This, even after can not detecting wheel speed device, can also start to front-wheel carry out ABS controls.
Citation
Patent document
Patent document 1：Japanese Unexamined Patent Publication 2015-116976 bulletins
Invention content
The technical problems to be solved by the invention
For example, it is envisioned that travelling on pushing the speed for low μ roads and the brake force applied to front-wheel in motor bike
Vehicle deceleration under conditions of both smaller establishment, and above-mentioned judgement deceleration and judgement variable quantity both of which are carried out
Setting.In this case, the stage smaller in the variable quantity of front-wheel deceleration and front-wheel deceleration, the tire of front-wheel with
Friction coefficient between road surface reaches maximum.Therefore, judge that deceleration and judgement variable quantity are set to smaller value.It is another
Aspect, in the brake force applied to front-wheel in the case of pushing the speed big, if front-wheel deceleration and front-wheel deceleration
Variable quantity does not become larger, then maximum is not achieved in the friction coefficient between the tire and road surface of front-wheel.Therefore, will judge deceleration with
And in the case of judging that variable quantity is set as smaller value, it is possible in the fully increased stage ABS controls of above-mentioned friction coefficient
The beginning condition of system is just set up, and starts to reduce the brake force applied to front-wheel.In this case, ABS controls will be done in advance
In advance, it is unable to fully ensure the deceleration of vehicle.
In contrast to this, for example, it is envisioned that the braking for travelling on high μ roads in motor bike and applying to front-wheel
Vehicle deceleration under conditions of the larger both of which establishment of pushing the speed of power, and above-mentioned judgement deceleration and judgement are changed
Amount both of which is set.In this case, judge that deceleration and judgement variable quantity are set to larger value.Cause
This, in the brake force applied to front-wheel in the case of pushing the speed small, due to the change of front-wheel deceleration and front-wheel deceleration
Change amount is less big, and it is therefore possible to will not implement ABS controls.
The purpose of the present invention is to provide a kind of brake controls of vehicle, can be in the deceleration for fully increasing vehicle
The ANTI LOCK control to the front-wheel of the vehicle is proceeded by the state of degree.
Technological means for solving technical problem
For solve above-mentioned technical problem vehicle brake control with implement opposed vehicle front-wheel apply system
Premised on the device for the ANTI LOCK control (hereinafter also referred to " ABS controls ") that power is adjusted.The braking control of the vehicle
Device processed has：Control unit, deceleration, that is, front-wheel deceleration of the front-wheel under the situation for applying brake force to the front-wheel of vehicle
At the time of having reached holding judgement deceleration, the holding control for the brake force for keeping applying to the front-wheel is proceeded by；First takes
The portion of obtaining obtains and keeps the in control implementation process first front-wheel deceleration for obtaining the moment, as the first front-wheel deceleration；And
Second acquisition unit obtains the second front-wheel deceleration for obtaining the moment, and as the second front-wheel deceleration, the second acquirement moment is
In the time point for keeping have passed through the stipulated time in control implementation process and from the first acquirement moment.Moreover, control unit exists
It is less than or equal to the first front-wheel deceleration obtained by the first acquisition unit by the second front-wheel deceleration that the second acquisition unit obtains
When, terminate the implementation for keeping control, and allow to increase the brake force applied to front-wheel.On the other hand, control unit is in the second front-wheel
When deceleration is more than the first front-wheel deceleration, terminate the implementation for keeping control, and proceed by ABS controls.
The brake control of above-mentioned vehicle is preferably provided with decision content configuration part, and the variable quantity of front-wheel deceleration is bigger, institute
It states decision content configuration part and more increases holding judgement deceleration.
In the brake control of above-mentioned vehicle, it is preferable that when the intrinsic cycle length of the vehicle is set as regulation
Between in the case of, the variable quantity of the front-wheel deceleration before the quotient's comparable time obtained with stipulated time divided by " 4 " is smaller,
Decision content configuration part more increases holding judgement deceleration.
Description of the drawings
Fig. 1 is the control device of an embodiment of the brake control for showing to have as vehicle, vehicle
The composition figure of the outline of a part.
Fig. 2 is the figure for showing the relationship between the slippage of front-wheel and torque.
Fig. 3 is the figure for showing the relationship between the slippage of front-wheel and torque, is illustrated between the tire of front-wheel and road surface
The frictional force situation that is changed according to the variation of the ground contact load of front-wheel of variation pattern of torque, that is, moment of friction that generates
Figure.
Fig. 4 be illustrate ANTI LOCK control executes when not starting in treatment progress that the control device executes processing into
The flow chart of journey.
Fig. 5 is for setting the figure for keeping judgement deceleration according to the variable quantity of front-wheel deceleration.
Fig. 6 is the sequence diagram for the situation for showing that various parameters change according to the intrinsic vibration of vehicle, and (a) shows front-wheel
Rotary speed is the passage of preceding wheel speed, the variable quantity i.e. passage of front-wheel deceleration of wheel speed before (b) showing, before (c) showing
Take turns the passage of the variable quantity of deceleration.
Fig. 7 is sequence diagram when vehicle has carried out brake operating when driving, and (a) shows the passage of front-wheel deceleration, (b) show
Go out the vehicle body velocities of vehicle and the passage of preceding wheel speed, the passage of the WC pressures in front-wheel wheel brake cylinder (c) is shown.
Specific implementation mode
In the following, referring to Figure 1 to Figure 7, to an embodiment of the brake control materialization of vehicle is illustrated.
The brake control i.e. vehicle of control device 100 for the vehicle for having present embodiment is shown in Fig. 1
An example.As shown in Figure 1, vehicle is that there are one the motor bikes of a front-wheel FW and trailing wheel RW for tool.In the vehicle
It is provided with the brake apparatus 10 of front-wheel and the brake apparatus 20 of trailing wheel.
The brake apparatus 20 of trailing wheel has：In the internal trailing wheel master cylinder 22 for generating MC pressures, the MC pressures are and driving
Member tramples the corresponding hydraulic pressure of stampede operation of brake pedal 21；And the trailing wheel wheel brake cylinder 23 for trailing wheel RW settings.
Moreover, trailing wheel master cylinder 22 and trailing wheel wheel brake cylinder 23 are connected by liquid flow path 24, as MC of the trailing wheel in master cylinder 22
When pressure increases, brake fluid flows into trailing wheel in wheel brake cylinder 23.As a result, trailing wheel is with the hydraulic pressure in wheel brake cylinder 23
WC pressures increase, and brake force corresponding with WC pressures is applied in trailing wheel RW.
The brake apparatus 10 of front-wheel has：In the internal front-wheel master cylinder 12 for generating MC pressures, the MC pressures are and driving
The corresponding hydraulic pressure of operation that member carries out brake handle 11；And the front-wheel wheel brake cylinder 13 for front-wheel FW settings.And
And when front-wheel is pressed with the MC in master cylinder 12 and increased, brake fluid flows into front-wheel in wheel brake cylinder 13.As a result, front-wheel
Increased with the hydraulic pressure in wheel brake cylinder 13, that is, WC pressures, and brake force corresponding with WC pressures is applied in front-wheel FW.
In addition, being provided with brake actuator 14 in the brake apparatus 10 of front-wheel, the brake actuator 14 is driving
In the state of member's operation brake handle 11, WC of the front-wheel in wheel brake cylinder 13 is pressed, i.e. to the brake force of front-wheel FW applications
It is adjusted.The brake actuator 14 has：It is in limitation front-wheel wheel brake cylinder 13 to keep valve 15, the holding valve 15
The normal-open electromagnetic valve that WC pressures act when increasing；And pressure reducing valve 16, the pressure reducing valve 16 are acted when making WC pressures reduce
Normal-closed electromagnetic valve.In addition, being provided in brake actuator 14：Reservoir 17 is temporarily stored from front-wheel wheel brake cylinder
13 brake fluid flowed out via pressure reducing valve 16；Pump 18, extract reservoir 17 in brake fluid, and to connection front-wheel master cylinder 12 with
It keeps spraying the brake fluid in the flow path of valve 15；And motor 19, the motor 19 are the power sources for pumping 18.
As shown in Figure 1, front wheel speed sensor 110 and vehicle deceleration sensor 111 are electrically connected to control device 100,
The front wheel speed sensor 110 detects the i.e. preceding wheel speed VWF of rotary speed of front-wheel FW, the vehicle deceleration sensor
The deceleration Gx of 111 detection vehicles.The deceleration Gx of vehicle is the value for becoming larger in vehicle deceleration and becoming smaller when vehicle accelerates.
Moreover, control device 100 is set as controlling brake actuator 14 based on the information detected by these various sensors.
That is, in control device 100, in order to inhibit vehicle action stability under the situation for applying brake force to front-wheel FW
Decline, the WC implemented in brake force, that is, front-wheel wheel brake cylinder 13 that opposite front-wheel FW applies presses the anti-lock being adjusted
Control for brake (hereinafter also referred to " ABS controls ").In the ABS controls implementation process, by the state of making pump 18 act
It closes and keeps valve 15 and open pressure reducing valve 16, reduced to make the WC in front-wheel wheel brake cylinder 13 press.In addition, being protected by closing
Both valve 15 and pressure reducing valve 16 are held, to keep the WC in front-wheel wheel brake cylinder 13 to press.In addition, by closing pressure reducing valve
16 and open keep valve 15, come increase the WC in front-wheel wheel brake cylinder 13 pressure.
Wheel speed VWF but also wheel speed after being capable of detecting when the rotary speed of trailing wheel RW i.e. before it can not only detect
In the case of, due to can relatively accurately calculate the vehicle body velocities VS of vehicle, the slippage Slp of front-wheel FW can be calculated
(=VS-VWF).Therefore, the friction coefficient between the tire and road surface by front-wheel FW reaches the sliding at the time point of maximum value
Amount as " peak value generation slippage " when, can using the slippage Slp of front-wheel FW be more than or equal to peak value occur slippage as condition,
Proceed by ABS controls.Implement ABS controls in the state of keeping the deceleration Gx of vehicle as big as possible as a result,.
However, the sensor due to being not provided for wheel speed after detecting in this vehicle, it sometimes can not high-precision
Ground calculates vehicle body velocities VS.In this way, having used the cunning using the low calculated front-wheel FW of vehicle body velocities VS of counting accuracy
In the case of shifting amount Slp, it is difficult to proceed by ABS controls at the time of suitable.
Therefore, it in the brake control of the vehicle of present embodiment, is set as implementing to keep to front-wheel FW applications
The holding of brake force controls, and during being implemented based on holding control in front-wheel deceleration DVWF passage, to determine that ABS is controlled
It is carved at the beginning of system.In addition, front-wheel deceleration DVWF is to carry out the value that time diffusion obtains to preceding wheel speed VWF.
It is set as " BFW " by the braking moment of front-wheel FW, and the frictional force between the tire and road surface of front-wheel FW is generated
Torque, that is, moment of friction be set as " TFW " in the case of, subtracted from moment of friction TFW difference that braking moment BFW obtains (=
TFW-BFW) smaller, front-wheel deceleration DVWF is bigger.
That is, as shown in Fig. 2, being more than or equal in the slippage Slp of front-wheel FW real in the state that slippage SlpPK occurs for peak value
When having applied holding control, during holding control is implemented in, friction coefficient between the tire and road surface of front-wheel FW, that is, above-mentioned
Moment of friction TFW is reduced.As a result, when middle braking moment BFW is constant during keeping control to implement, due to from moment of friction
It subtracts the difference i.e. torque difference Δ BT that braking moment BFW is obtained in TFW to become smaller, therefore front-wheel deceleration DVWF becomes larger.
On the other hand, it is less than in the state that slippage SlpPK occurs for peak value in the slippage Slp of front-wheel FW and implements guarantor
When holding control, friction coefficient, that is, above-mentioned moment of friction TFW between the tire and road surface of front-wheel FW is not reduced.Therefore, it is keeping
When middle braking moment TFW is constant during control is implemented, the difference i.e. torque that braking moment BFW is obtained is subtracted from moment of friction TFW
Poor Δ BT is difficult to become smaller, therefore front-wheel deceleration DVWF is difficult to become larger.
In addition, when applying brake force to front-wheel FW, the ground contact load of trailing wheel RW becomes smaller and the ground contact load of front-wheel FW
Become larger.The phenomenon shows more notable the brake force applied to front-wheel FW when pushing the speed bigger.
Passage and the front-wheel FW of the above-mentioned moment of friction TFW1 before the ground contact load movement of front-wheel FW are shown in figure 3
Ground contact load movement after moment of friction TFW2 passage.Do not occur as shown in figure 3, slippage SlpPK itself occurs for peak value
Variation, but the slippage Slp of front-wheel FW be equal to peak value occur slippage SlpPK when moment of friction TFW with front-wheel FW's
Ground contact load becomes larger and becomes larger.That is, during the ground contact load of front-wheel FW becomes larger, front-wheel wheel system is being kept
During the brake force that WC pressures in dynamic cylinder 13 apply to front-wheel FW, moment of friction TFW becomes larger.Therefore, from moment of friction TFW
In subtract the difference i.e. torque difference Δ BT that braking moment BFW is obtained and become smaller, therefore front-wheel deceleration DVWF is easy to become smaller.
Therefore, it in the brake control of the vehicle of present embodiment, will keep being set as first at the beginning of controlling
The moment is obtained, the time point that the stipulated time is have passed through from the time started was set as the second acquirement moment.Moreover, stating on the implementation
When keeping control, the front-wheel deceleration DVWF at the first acquirement moment is obtained as the first front-wheel deceleration DVWF1, and obtain second
The front-wheel deceleration DVWF at moment is obtained as the second front-wheel deceleration DVWF2.It is less than or equal in the second front-wheel deceleration DVWF2
When the first front-wheel deceleration DVWF1, the friction coefficient between the tire and road surface of front-wheel FW is not up to maximum, can be judged as i.e.
The slippage Slp front-wheels FW of increase front-wheel FW is set also not show locked tendency.Therefore, although keeping control to terminate, not
Implement ABS controls, allows to increase the WC pressures into the brake force i.e. front-wheel wheel brake cylinder 13 that front-wheel FW applies.
On the other hand, when the second front-wheel deceleration DVWF2 is more than the first front-wheel deceleration DVWF1, the tire of front-wheel FW
Friction coefficient between road surface is in from during maximum value declines, and can be judged as when the cunning that further increase front-wheel FW
The locked tendency of front-wheel FW can further become larger when shifting amount Slp.Therefore, it by terminating to keep controlling and implementing ABS controls, reduces
Brake force, that is, the front-wheel applied to front-wheel FW is pressed with the WC in wheel brake cylinder 13.
Next, with reference to flow chart shown in Fig. 4, control device 100 executes when to not yet implementing ABS controls processing into
Journey illustrates.In addition, executing present treatment process according to preset each controlling cycle.
As shown in figure 4, in present treatment process, control device 100 is found out to being detected by front wheel speed sensor 110
Preceding wheel speed VWF carry out the obtained front-wheel deceleration DVWF (step S11) of time diffusion.Next, control device 100 is found out
The variable quantity DDVWF (step S12) for the front-wheel deceleration that time diffusion obtains is carried out to front-wheel deceleration DVWF.Moreover, control
Front-wheel deceleration DVWF setting of the device 100 based on acquirement keeps judgement deceleration DVWTH (step S13).Holding judgement subtracts
Speed DVWTH be for determining above-mentioned holding control at the beginning of the decision content carved.Therefore, in the present specification, by executing step
The control device 100 of rapid S13 constitutes an example of " decision content configuration part ".
Furthermore it is possible to which figure referring to Figure 5 keeps judgement deceleration DVWTH to set.Figure shown in fig. 5 is before showing
It takes turns the variable quantity DDVWF of deceleration and keeps the figure of the relationship between judgement deceleration DVWTH.That is, as shown in figure 5, in front-wheel
In the case that the variable quantity DDVWF of deceleration is less than the first variable quantity DDVW1, judgement deceleration DVWTH is kept to be set to the
One judgement deceleration DVWTH1.In addition, being more than or equal in the variable quantity DDVWF of front-wheel deceleration bigger than the first variable quantity DDVW1
The second variable quantity DDVW2 in the case of, keep judgement deceleration DVWTH to be set to bigger than the first judgement deceleration DVWTH1
The second judgement deceleration DVWTH2.Moreover, the variable quantity DDVWF in front-wheel amount of deceleration is more than or equal to the first variable quantity DDVW1
And less than the variable quantity in the case of the second variable quantity DDVW2, keeping judgement deceleration DVWTH to be set to front-wheel deceleration
The more big then bigger values of DDVWF.Therefore, in the brake control of the vehicle of present embodiment, the variation of front-wheel deceleration
It is bigger to measure DDVWF, keeps judgement deceleration DVWTH bigger.
Here, as shown in (a) of Fig. 6, the vibration component that vehicle is intrinsic is included in preceding wheel speed VWF.Therefore, such as Fig. 6
(a), (b), shown in (c), value i.e. front-wheel deceleration DVWF that time diffusion obtains is carried out to preceding wheel speed VWF and to front-wheel
The value i.e. variable quantity DDVWF of front-wheel deceleration that deceleration DVWF progress time diffusions obtain is also according to the vibration intrinsic with vehicle
The corresponding cyclical swing of ingredient.But the variable quantity DDVWF of front-wheel deceleration lags " 1/4 " compared with front-wheel deceleration DVWF
Period changes.Therefore, it as shown in solid in (c) of Fig. 6, is set according to the variable quantity DDVWF of newest front-wheel deceleration
Determine in the case of keeping judgement deceleration DVWTH, when the front-wheel deceleration DVWF comprising the intrinsic vibration component of the vehicle becomes
Hour, the variable quantity DDVWF of front-wheel deceleration becomes larger, therefore judgement deceleration DVWTH is kept to become larger.Therefore, although it is sometimes former
This is carved at the beginning of not being to maintain control, but front-wheel deceleration DVWF can become keeping judgement deceleration DVWTH or more, cause
Control is kept to start.
But it is possible to grasp the length, that is, stipulated time TMA in the period of the intrinsic vibration component of vehicle in advance.Therefore, such as
In (c) of Fig. 6 shown in dotted line, before the comparable time TMB of quotient (=TMA/4) obtained with stipulated time TMA divided by " 4 "
The variable quantity DDVWF of front-wheel deceleration, i.e. front-wheel deceleration before 1/4th periods variable quantity DDVWF, kept to set
Judge deceleration DVWTH.Become hour in the front-wheel deceleration DVWF comprising the intrinsic vibration component of vehicle as a result, keeps judgement
Deceleration DVWTH becomes smaller, and when front-wheel deceleration DVWF becomes larger, judgement deceleration DVWTH is kept to become larger.Therefore, it is possible to inhibit
Unnecessarily implement to keep control.
Be back to Fig. 4, set keep the judgement of control device 100 of judgement deceleration DVWTH keep mark FLG whether by
It is set as " opening " (step S14).Holding mark FLG is to be set as " opening " when implementing to keep control, and keep being not carried out
The mark " closed " is set as when control.Moreover, (the step S14 in the case where keeping mark FLG to be set as " opening "：It is), control
Device 100 makes processing turn to the step S19 that will be explained below.
On the other hand, (the step S14 in the case where keeping mark FLG to be set as " closing "：It is no), control device 100 judges
Whether the front-wheel deceleration DVWF of current point in time, which is more than or equal to, keeps judgement deceleration DVWTH (step S15).In current time
The front-wheel deceleration DVWF of point is less than (step S15 in the case of holding judgement deceleration DVWTH：It is no), control device 100 is unreal
Holding control is applied, and present treatment process is made temporarily to terminate.
On the other hand, the feelings for keeping judging deceleration DVWTH are more than or equal in the front-wheel deceleration DVWF of current point in time
(step S15 under condition：It is), control device 100, which proceeds by, keeps control (step S16).That is, control device 100 makes braking hold
The holding valve 15 of row device 14 is closed to keep the WC in front-wheel wheel brake cylinder 13 to press.Therefore, in the present specification, by executing
The control device 100 of step S16 constitutes an example of " control unit ", is somebody's turn to do " control unit " under the situation for applying brake force to front-wheel FW
At the time of front-wheel deceleration DVWF has reached holding judgement deceleration DVWTH, the braking for keeping applying to front-wheel FW is proceeded by
The holding of power controls.
Next, control device 100 will keep mark FLG to be set as " opening " (step S17), before obtaining current point in time
Wheel deceleration DVWF, i.e. as control is kept at the beginning of the front-wheel deceleration DVWF at the first acquirement moment that puts, using as
First front-wheel deceleration DVWF1 (step S18).Therefore, in the present specification, it is made of the control device 100 of execution step S18
An example of " the first acquisition unit ".Later, control device 100 makes present treatment process temporarily terminate.
In step S19, control device 100 determines whether to have passed through the stipulated time from the first acquirement moment.That is, in step
In S19, it can determine whether reached for the second acquirement moment.In addition, in the brake control of the vehicle of present embodiment,
As described above, at the beginning of first obtains the moment to keep control, the second acquirement moment was the end time for keeping controlling.Cause
This, in step S19, additionally it is possible to determine whether to reach the finish time for the holding control implemented with certain period.Moreover,
The moment is obtained not yet by (step S19 in the case of the stipulated time from first：It is no), control device 100 keeps present treatment process temporary
When terminate, continue implement keep control.
On the other hand, (the step S19 in the case where have passed through the stipulated time from the first acquirement moment：It is), control dress
The front-wheel deceleration DVWF for setting 100 acquirement current points in time, using as the second front-wheel deceleration DVWF2 (step S20).Therefore,
In the present specification, an example of " the second acquisition unit " is made of the control device 100 of execution step S20.Next, control device
100 make the holding valve 15 of brake actuator 14 open to terminate to keep control (step S 21), and mark FLG will be kept to be set as
" closing " (step S22).
Then, control device 100 judges whether the second front-wheel deceleration DVWF2 is more than the first front-wheel deceleration DVWF1 (steps
Rapid S23).In the case where the second front-wheel deceleration DVWF2 is less than or equal to the first front-wheel deceleration DVWF1, the tire of front-wheel FW
Maximum has not yet been reached in friction coefficient between road surface, remains able to the deceleration Gx for increasing vehicle, therefore can be judged as ABS
The beginning condition of control is not yet set up.On the other hand, it is more than the first front-wheel deceleration DVWF1 in the second front-wheel deceleration DVWF2
In the case of, friction coefficient between the tire and road surface of front-wheel FW declines from maximum value, the deceleration Gx of vehicle become enough to
Greatly, therefore it can be judged as that the beginning condition of ABS controls has been set up.
Therefore, (the step in the case where the second front-wheel deceleration DVWF2 is less than or equal to the first front-wheel deceleration DVWF1
S23：It is no), control device 100 does not allow to proceed by ABS controls, and present treatment process is made temporarily to terminate.On the other hand, second
Front-wheel deceleration DVWF2 is more than (step S23 in the case of the first front-wheel deceleration DVWF1：It is), control device 100 allows out
Begin to carry out ABS controls (step S24), and present treatment process is made temporarily to terminate.
Next, with reference to sequence diagram shown in Fig. 7, in conjunction with effect to the brake control of the vehicle of present embodiment
Effect illustrates.
As shown in (a), (b), (c) of Fig. 7, the brake operating of driver applies system to front-wheel FW in being travelled by vehicle
When power, the vehicle body velocities VS of vehicle is tapered into.At this point, in the case where requiring vehicle slowly to slow down, front-wheel wheel system
WC in dynamic cylinder 13 presses pushing the speed for Pwc small, therefore, although front-wheel deceleration DVWF becomes smaller, the change of front-wheel deceleration
Change amount DDVWF is smaller.Therefore, the holding judgement deceleration DVWTH set using figure shown in fig. 5 is become smaller (step S13).
In the example shown in Fig. 7, judgement deceleration DVWTH is kept to be set equal to the first judgement deceleration DVWTH1.
In this case, reach holding judgement deceleration DVWTH (steps in the 21st moment t21 front-wheel deceleration DVWF
S15：It is), therefore proceed by and keep control (step S16).In this way, from the 21st moment t21 for being equivalent to for the first acquirement moment
Start, keeps the WC in front-wheel wheel brake cylinder 13 to press Pwc by implementing to keep control.Then, when from the 21st moment t21
It has passed through front-wheel deceleration DVWF, i.e. the second front-wheel of the 22nd moment t22 after the stipulated time (being equivalent to for the second acquirement moment)
(step S23 when deceleration DVWF2 is more than the front-wheel deceleration DVWF, i.e. the first front-wheel deceleration DVWF1 of the 21st moment t21：
It is), it can be judged as that the deceleration Gx of vehicle becomes sufficiently large.That is, can be judged as that the slippage Slp of front-wheel FW is more than or equal to
Slippage SlpPK occurs for peak value.Therefore, in the 22nd moment t22, terminate to keep control, and start to make by implementing ABS controls
Front-wheel is reduced with the WC pressures Pw in wheel brake cylinder 13.Therefore, it can also be judged as vehicle action when vehicle slowly slows down
When stability is easy to decline, it can be proceeded by the front-wheel of the vehicle in the state of fully increasing the deceleration Gx of vehicle
ABS is controlled.
In addition, in the case where carrying out the driver requested emergency braking of brake operating, front-wheel is in wheel brake cylinder 13
WC pressures Pwc push the speed big, therefore both front-wheel deceleration DVWF and the variable quantity DDVWF of front-wheel deceleration become
Greatly.Therefore, the holding judgement deceleration DVWTH set using figure shown in fig. 5 is become larger (step S13).Shown in Fig. 7
In example, judgement deceleration DVWTH is kept to be set equal to the second judgement deceleration DVWTH2.
In this case, reach holding judgement deceleration DVWTH (steps in the 11st moment t11 front-wheel deceleration DVWF
S15：It is), therefore proceed by and keep control (step S16).That is, when the variable quantity DDVWF of front-wheel deceleration is big, can sentence
The friction coefficient after becoming larger for front-wheel deceleration DVWF between the tire and road surface of front-wheel FW of breaking is up to maximum value, because
This proceeds by holding control after front-wheel deceleration DVWF becomes larger.Accordingly, it is difficult to be happened at the tire of front-wheel FW with
Friction coefficient between road surface begins to the phenomenon that carrying out keeping control before reaching maximum value.
Since front-wheel deceleration DVWF has reached the 11st moment t11 for keeping judgement deceleration DVWTH, protected by implementing
Control is held to keep the WC in front-wheel wheel brake cylinder 13 to press Pwc.Then, when have passed through the stipulated time from the 11st moment t11
Front-wheel deceleration DVWF, i.e. the second front-wheel deceleration DVWF2 of the 12nd moment t12 (being equivalent to for the second acquirement moment) afterwards is more than
(step when being equivalent to the front-wheel deceleration DVWF, i.e. the first front-wheel deceleration DVWF1 of the 11st moment t11 at the first acquirement moment
S23, yes), it can be judged as that the deceleration Gx of vehicle becomes sufficiently large.That is, can be judged as that the slippage Slp of front-wheel FW is more than
Slippage SlpPK occurs equal to peak value.Therefore, in the 12nd moment t12, terminate to keep control, and open by implementing ABS controls
Begin to make the WC in front-wheel wheel brake cylinder 13 that Pwc is pressed to reduce.Therefore, can be judged as leading due to the early deceleration of vehicle
When the stability of vehicle action being caused to be easy to decline, it can be proceeded by this in the state of fully increasing the deceleration Gx of vehicle
The ABS of the front-wheel of vehicle is controlled.
In addition, in the case of driver requested emergency braking during high μ road drivings, with emergency braking
At the initial stage of vehicle deceleration, the variable quantity DDVWF of front-wheel deceleration is less big sometimes.That is, the variable quantity of front-wheel deceleration sometimes
DDVWF is less than the second variable quantity DDVW2.In this case, judgement deceleration DVWTH is kept to be less than the second judgement deceleration
DVWTH2。
Even in this case, (the step S15 when front-wheel deceleration DVWF reaches holding judgement deceleration DVWTH：
It is), it also begins to carry out holding control (step S16).Moreover, by implementing that control is kept to keep front-wheel wheel brake cylinder 13
During interior WC pressures Pwc, the ground contact load of trailing wheel RW can become smaller sometimes, and the ground contact load of front-wheel FW can become larger (reference
Fig. 3).In this way, during the ground contact load of front-wheel FW becomes larger, moment of friction TFW becomes larger, therefore front-wheel slows down as described above
Degree DVWF is easy to become smaller.
That is, before the second front-wheel deceleration DVWF2 obtained after the first front-wheel deceleration DVWF1 sometimes can be less than first
Take turns deceleration DVWF1.In this way, in the case where the second front-wheel deceleration DVWF2 is less than or equal to the first front-wheel deceleration DVWF1
(step S23：It is no), even if terminating to keep not proceeding by the ABS controls to front-wheel FW if control.Therefore, when by terminating to protect
Control is held when opening the holding valve 15 of brake actuator 14, brake fluid is from front-wheel with 12 effluent of master cylinder to front-wheel wheel braking
13 side of cylinder, front-wheel are increased with the WC pressures Pwc in wheel brake cylinder 13.That is, the brake force applied to front-wheel FW increases.Therefore, when
Friction coefficient between the tire of front-wheel FW and road surface implements holding control during becoming larger towards maximum value when, pass through
ABS controls are not proceeded by after the holding controls, and can increase the brake force applied to front-wheel FW, thus, it is possible to increase
The deceleration of vehicle.
In addition, the above embodiment can also be changed to other embodiment as described below.
In the above-described embodiment, be based on obtained with stipulated time TMA divided by " 4 " the comparable time TMB of quotient (=
TMA/4 the variable quantity DDVWF of the front-wheel deceleration before) sets holding judgement deceleration DVWTH.But with based on newest
The variable quantity DDVWF setting of front-wheel deceleration the case where keeping judgement deceleration DVWTH compare, if in front-wheel deceleration
When reducing based on the intrinsic vibration of vehicle holding judgement deceleration DVWTH can reduce DVWF, such as can also be based on and rule
It fixes time before quotient's comparable time that the arbitrary integer (for example, 5) other than TMA divided by " 4 " obtains, front-wheel deceleration change
Change amount DDVWF keeps judgement deceleration DVWTH to set.
In the above-described embodiment, if by based on the intrinsic vibration of vehicle, front-wheel deceleration variable quantity DDVWF
Variation caused by keep the variation of judgement deceleration DVWTH less big, then can also be based on the change of newest front-wheel deceleration
Change amount DDVWF keeps judgement deceleration DVWTH to set.
The size of the variable quantity DDVWF of front-wheel deceleration can not also be depended on, and judgement deceleration DVWTH will be kept
It is fixed as specified value.In such a situation it is preferred to which the specified value is set as closer compared with the second judgement deceleration DVWTH2
The value of first judgement deceleration DVWTH1.By the way that judgement deceleration DVWTH will be kept to be fixed as this specified value, no matter vehicle row
How are the μ values on the road surface sailed and the mode of the brake operating of driver, are easy to proceed by holding control in vehicle deceleration process
System.
For example, in the case where judgement deceleration DVWTH will be kept to be fixed as specified value in this way, in the second front-wheel deceleration
DVWF2 becomes smaller than equal to the first front-wheel deceleration DVWF1, and does not immediately begin to carry out ABS controls after keeping control
When, the process time that can also be lighted in the end time of holding control proceeds by ABS at the time of have passed through the stipulated time
Control.
In the above-described embodiment, the front-wheel deceleration DVWF for keeping being put at the beginning of control is obtained, as first
Front-wheel deceleration DVWF1.But in above-mentioned brake actuator 14, point to holding valve 15 is closed at the beginning of keeping control
Time point be possible to generate time lag.Therefore, the time point that actually front-wheel is kept with the WC pressures Pwc in wheel brake cylinder 13
Front-wheel deceleration DVWF be possible to than keeping the front-wheel deceleration DVWF that puts at the beginning of controlling slightly larger.Accordingly it is also possible to
The deviant for the increase for counteracting front-wheel deceleration DVWF corresponding with above-mentioned time lag is added at the beginning of keeping control
In the front-wheel deceleration DVWF of point, and itself and value are set as the first front-wheel deceleration DVWF1.Moreover, in this way can also pair with protect
The corresponding first front-wheel deceleration DVWF1 of front-wheel deceleration DVWF put at the beginning of holding control and the second front-wheel deceleration
DVWF2 is compared, and judges whether to proceed by ABS controls after keeping control.
In the above-described embodiment, as long as in during implementing to keep control, the first acquirement moment can also be
At the time of holding after being put at the beginning of control.For example, point slows down with the first front-wheel at the beginning of by making holding control
Time lag between spending the acquirement time point of DVWF1 is more than or equal to the time that point at the beginning of holding controls extremely keeps the closing of valve 15
Time lag needed for point, before front-wheel deceleration DVWF when actually keeping to the brake force that front-wheel FW applies can be obtained as first
Take turns deceleration DVWF1.In addition, as the feelings at the first acquirement moment at the time of after being put at the beginning of will keep controlling in this way
Under condition, the time span during keeping the implementation of control is longer than stipulated time.
The rotary speed that the brake control of vehicle can also be applied to detection trailing wheel RW is the biography of rear wheel speed
In the vehicle of sensor.In this case, it when can also be abnormal in the sensor and vehicle body velocities VS can not be found out, executes
Treatment progress shown in Fig. 4, as fail safe.
Brake control as vehicle, it is also known that vehicle body velocities are estimated according to preceding wheel speed VWF, and based on this
When the slippage for the front-wheel FW that the presumed value of vehicle body velocities and preceding wheel speed VWF are obtained is more than or equal to decision content, ABS can be implemented
The device of control.I.e., it is also known that a kind of sliding that can implement as illustrated in the above-described embodiment using front-wheel FW
Amount determine start time the first ABS control, with using front-wheel FW slippage determine the 2nd ABS of start time control this two
The brake control of person.In this device, the first ABS controls and the 2nd ABS can also be implemented according to situation come preferential
One of control.For example, it is also possible to that can be judged as the presumption precision based on the preceding calculated vehicle body velocities of wheel speed VWF
Gao Shi, preferentially implements the 2nd ABS controls compared with the first ABS is controlled, and another aspect can be judged as the vehicle body velocities
When presumption precision is not high, preferentially implement the first ABS controls compared with the 2nd ABS is controlled.
In the above-described embodiment, to applied to the WC having into front-wheel FW applications and front-wheel wheel brake cylinder 13
In the vehicle of the arrestment mechanism of the corresponding brake force of Pwc, vehicle brake control is pressed to be illustrated.But as
Arrestment mechanism, it is also known that brake force corresponding with the driving force of motor such as motor is applied to the mechanism of front-wheel FW.It can also
The brake control of vehicle is applied to have in the vehicle of this DYN dynamic arrestment mechanism.
As long as being capable of detecting when preceding wheel speed VWF and the vehicle of ABS controls can be implemented to front-wheel, then can also
The brake control of vehicle is applied to other vehicles other than motor bike (for example, motor tricycles vehicle or motor-driven
Four-wheel car).
Claims (3)
1. a kind of brake control of vehicle implements the anti-lock system that the brake force of the front-wheel application of opposed vehicle is adjusted
Dynamic control, which is characterized in that have：
Control unit, deceleration, that is, front-wheel deceleration of the front-wheel has reached guarantor under the situation for applying brake force to the front-wheel of vehicle
At the time of holding judgement deceleration, the holding control for the brake force for keeping applying to the front-wheel is proceeded by；
First acquisition unit obtains the front-wheel deceleration that first kept in control implementation process obtains the moment, as first
Front-wheel deceleration；And
Second acquisition unit, obtain second obtain the moment front-wheel deceleration, as the second front-wheel deceleration, it is described second obtain when
Quarter is in the time point for keeping have passed through the stipulated time in control implementation process and from the first acquirement moment；
The control unit is less than or equal to take by described first in the second front-wheel deceleration obtained by second acquisition unit
When the first front-wheel deceleration that the portion of obtaining obtains, terminate the implementation for keeping controlling, and allow to increase the braking applied to front-wheel
Power terminates the implementation for keeping controlling when the second front-wheel deceleration is more than the first front-wheel deceleration, and proceeds by described
ANTI LOCK control.
2. the brake control of vehicle according to claim 1, which is characterized in that
Has decision content configuration part, the variable quantity of front-wheel deceleration is bigger, and the decision content configuration part more increases the holding and sentences
Determine deceleration.
3. the brake control of vehicle according to claim 2, which is characterized in that
Front-wheel deceleration is to carry out the value that time diffusion obtains to the i.e. preceding wheel speed of the rotary speed of front-wheel, is wrapped in the preceding wheel speed
Containing the intrinsic vibration component of vehicle,
In the case where the length of the vehicle intrinsic vibration period is set as the stipulated time, with the stipulated time divided by " 4 "
The variable quantity of front-wheel deceleration before obtained quotient's comparable time is bigger, and the decision content configuration part more increases the holding
Judge deceleration.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2015-242389 | 2015-12-11 | ||
| JP2015242389A JP6387949B2 (en) | 2015-12-11 | 2015-12-11 | Brake control device for vehicle |
| PCT/JP2016/078927 WO2017098785A1 (en) | 2015-12-11 | 2016-09-29 | Brake control device for vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108367739A true CN108367739A (en) | 2018-08-03 |
| CN108367739B CN108367739B (en) | 2020-10-02 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201680072456.6A Active CN108367739B (en) | 2015-12-11 | 2016-09-29 | Vehicle brake control device |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP6387949B2 (en) |
| CN (1) | CN108367739B (en) |
| WO (1) | WO2017098785A1 (en) |
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|---|---|---|---|---|
| JP6379457B2 (en) * | 2013-08-23 | 2018-08-29 | 株式会社アドヴィックス | Road friction coefficient estimation device for motorcycle and anti-lock brake control device using the same |
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|---|---|---|---|---|
| US20070210648A1 (en) * | 2006-03-13 | 2007-09-13 | Advics Co., Ltd. | Brake control device for vehicle |
| CN201161583Y (en) * | 2008-01-31 | 2008-12-10 | 赵西安 | Locking proof system |
| CN103171536A (en) * | 2011-12-26 | 2013-06-26 | 日信工业株式会社 | Vehicle brake hydraulic pressure control apparatus |
| CN103221277A (en) * | 2011-02-18 | 2013-07-24 | 株式会社爱德克斯 | Braking control device for vehicle and braking control method for vehicle |
| CN104203667A (en) * | 2012-03-22 | 2014-12-10 | 丰田自动车株式会社 | Brake control device |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5972706B2 (en) * | 2012-08-06 | 2016-08-17 | ボッシュ株式会社 | BRAKE CONTROL DEVICE AND ITS CONTROL METHOD |
| JP6406820B2 (en) * | 2013-12-19 | 2018-10-17 | ボッシュ株式会社 | BRAKE CONTROL DEVICE AND ITS CONTROL METHOD |
-
2015
- 2015-12-11 JP JP2015242389A patent/JP6387949B2/en active Active
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2016
- 2016-09-29 WO PCT/JP2016/078927 patent/WO2017098785A1/en active Application Filing
- 2016-09-29 CN CN201680072456.6A patent/CN108367739B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20070210648A1 (en) * | 2006-03-13 | 2007-09-13 | Advics Co., Ltd. | Brake control device for vehicle |
| CN201161583Y (en) * | 2008-01-31 | 2008-12-10 | 赵西安 | Locking proof system |
| CN103221277A (en) * | 2011-02-18 | 2013-07-24 | 株式会社爱德克斯 | Braking control device for vehicle and braking control method for vehicle |
| CN103171536A (en) * | 2011-12-26 | 2013-06-26 | 日信工业株式会社 | Vehicle brake hydraulic pressure control apparatus |
| CN104203667A (en) * | 2012-03-22 | 2014-12-10 | 丰田自动车株式会社 | Brake control device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN108367739B (en) | 2020-10-02 |
| WO2017098785A1 (en) | 2017-06-15 |
| JP2017105398A (en) | 2017-06-15 |
| JP6387949B2 (en) | 2018-09-12 |
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