CN1154315A - Device for controlling vehicle for anti-locking brake - Google Patents

Device for controlling vehicle for anti-locking brake Download PDF

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Publication number
CN1154315A
CN1154315A CN96111245A CN96111245A CN1154315A CN 1154315 A CN1154315 A CN 1154315A CN 96111245 A CN96111245 A CN 96111245A CN 96111245 A CN96111245 A CN 96111245A CN 1154315 A CN1154315 A CN 1154315A
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CN
China
Prior art keywords
sliding ratio
line
trailing wheel
target
wheel slip
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Granted
Application number
CN96111245A
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Chinese (zh)
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CN1067951C (en
Inventor
大田淳朗
松任卓志
�谷一彦
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Publication date
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Publication of CN1154315A publication Critical patent/CN1154315A/en
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Publication of CN1067951C publication Critical patent/CN1067951C/en
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    • 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
    • B60T8/261—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 specially adapted for use in motorcycles
    • 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
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • 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
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1706—Braking or traction control means specially adapted for particular types of vehicles for single-track vehicles, e.g. motorcycles
    • 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
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3225—Systems specially adapted for single-track vehicles, e.g. motorcycles

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

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

Description

The anti-block brake controller of vehicle
The present invention relates to a kind of anti-block brake controller of vehicle, it is in ABS (Anti-lock Braking System) control, the present target setting sliding ratio line of putting on, an axis of coordinate of this coordinate is taken as the front wheel slip rate, another axis of coordinate is taken as the trailing wheel sliding ratio, this target sliding ratio line is braking reinforcement zone by initial point one side, be braking force-reducing area territory in a side opposite with initial point, front wheel slip rate and trailing wheel sliding ratio make the braking force reinforcement when above-mentioned braking reinforcement zone, front wheel slip rate and trailing wheel sliding ratio make braking force subtract power when above-mentioned braking force-reducing area territory.
The applicant once like this anti-lock vehicle braking force control system proposed application (being willing to flat 6-338539 number with reference to Japanese patent application laid).
In the invention of above-mentioned application, as shown in figure 23, to be present and to put on target setting sliding ratio line, the transverse axis of this coordinate is the front wheel slip rate, and the longitudinal axis is the trailing wheel sliding ratio, and this target sliding ratio line is a by the transverse axis intercept.Vertical axis intercept is that the straight line of b constitutes, and the downside of this target sliding ratio line (initial point one side) is braking reinforcement zone, and its upside (an opposite side with initial point) is braking force-reducing area territory.
Yet during owing to car brakeing, the force of inertia forward that acts on center-of-gravity position causes vehicle front to be bowed, thereby trailing wheel ground connection load is reduced, and the trailing wheel sliding ratio increases.Its result, shown in arrow A among Figure 23, sliding mode enters into braking force-reducing area territory from braking reinforcement area spans target sliding ratio line, thereby has carried out and might not necessary braking subtract power control.For avoiding this phenomenon that the vertical axis intercept b of target sliding ratio line is increased to b ', when setting the target sliding ratio line shown in the with dashed lines, enlarge, thereby the easy superfluous problem of sliding that takes place is arranged on the road surface of low-friction coefficient owing to brake the reinforcement regional integration.
The present invention finishes in view of above situation, and its purpose is, provides a kind of by considering the bow increase of the trailing wheel sliding ratio that caused of vehicle front, with surface friction coefficient greater than irrelevant, can carry out the control setup of suitable ABS (Anti-lock Braking System).
The described invention of the claim 1 of making for achieving the above object provides a kind of vehicle anti-block brake controller, it is the present target setting sliding ratio line of putting on, an axis of coordinate of this coordinate is taken as the front wheel slip rate, another axis of coordinate is taken as the trailing wheel sliding ratio, this target sliding ratio line is respectively braking reinforcement zone and braking force-reducing area territory by initial point one side and the opposite side opposite with initial point, front wheel slip rate and trailing wheel sliding ratio make the braking force reinforcement when above-mentioned reinforcement zone, and front wheel slip rate and trailing wheel sliding ratio make braking force subtract power when above-mentioned braking force-reducing area territory; It is characterized in that: above-mentioned target sliding ratio line is made of the 1st, the 2nd, the 3rd target sliding ratio line; The 1st target sliding ratio line is in the zone of front wheel slip rate greater than the 1st a reference value, and the trailing wheel sliding ratio is along with the increase of front wheel slip rate reduces; The 2nd target sliding ratio line is in the zone of front wheel slip rate less than the 1st a reference value, and the trailing wheel sliding ratio becomes and is not subjected to the 2nd a reference value that the front wheel slip rate influences; The 3rd mark sliding ratio line connects above-mentioned the 1st, the 2nd target sliding ratio line when the front wheel slip rate equals the 1st benchmark.
The described invention of claim 2 also has following feature except that the structure with the described invention of claim 1: when the trailing wheel acceleration/accel was negative value, above-mentioned the 2nd a reference value reduced according to the absolute value of this trailing wheel acceleration/accel.
The described invention of claim 3 is except that the structure with invention that claim 2 states, also have following feature: current sliding ratio and the trailing wheel sliding ratio of taking turns makes above-mentioned the 2nd a reference value increase of the value before reducing gradually that has reduced when braking reinforcement zone is transferred in braking force-reducing area territory.
Below, with reference to accompanying drawing embodiments of the invention are described.
Fig. 1 is the unitary side view of motor bike,
Fig. 2 is the view along the direction of arrow among Fig. 12,
Fig. 3 is the constructional drawing of brake equipment,
Fig. 4 is the longitudinal section of the 1st steel rope energy disperser,
Fig. 5 is the longitudinal section of the 2nd steel rope energy disperser,
Fig. 6 is the right side view (along the view of the direction of arrow among Fig. 7 6) of actuator,
Fig. 7 is the cutaway view of obtaining along 7-7 line among Fig. 6,
Fig. 8 is the left side view (along the view of the direction of arrow among Fig. 7 8) of actuator,
Fig. 9 is the cutaway view of obtaining along 9-9 line among Fig. 7,
Figure 10 is the cutaway view of obtaining along 10-10 line among Fig. 7,
Figure 11 is the cutaway view of obtaining along 11-11 line among Fig. 6,
Figure 12 is the cutaway view of obtaining along 12-12 line among Fig. 6,
Figure 13 is the cutaway view of obtaining along 13-13 line among Fig. 8,
Figure 14 is the cutaway view of obtaining along 14-14 line among Fig. 8,
Figure 15 is the Action Specification figure of interlock glancing impact,
Action Specification figure when Figure 16 is ABS (Anti-lock Braking System),
Figure 17 is the figure of illustration,
Figure 18 is the time diagram of illustration,
Figure 19 is the figure that target sliding ratio line is shown,
Figure 20 is the action diagram when high mu surface is travelled,
Figure 21 is the Action Specification figure when the low-friction coefficient road traveling,
Figure 22 is the figure of the difference of explanation prior art and effect of the present invention,
Figure 23 is the figure of the target sliding ratio line of expression prior art.
As Fig. 1～shown in Figure 3, at the front-wheel W of the small-sized friction car V with oscillating type unit power plant P FOn, the front-wheel brake B as plate disc brake the 1st car side brake, that move according to hydraulic action is installed F, at trailing wheel W ROn be equipped with as the 2nd car side brake, according to the actuating quantity of throw rod 1 performance mechanical type rear wheel brake B braking force, that be well known now RBe provided with handle 2 at the two ends, the left and right sides that turn to handle F, 2 R, at the 1st brake rocker arm 3 that has of the useful pivot suspension in right part that turns to handle F, the 1st brake rocker arm 3 FAs the 1st drag control member, with holding handle 2 FThe right hand can operate; The 2nd brake rocker arm 3 in the left part that turns to handle with pivot suspension R, the 2nd brake rocker arm 3 RAs the 2nd drag control member, with holding handle 2 RLeft hand can operate.
The 1st brake rocker arm 3 FWith front-wheel brake B FBy the 1st transmission system 4 FConnect the 1st transmission system 4 FCan be with the 1st brake rocker arm 3 FOperating effort be delivered to front-wheel brake B RThe 2nd brake rocker arm 3 RWith rear wheel brake B RThrow rod 1 by the 2nd transmission system 4 RConnect the 2nd transmission system 4 RCan be with the 2nd brake rocker arm 3 ROperating effort mechanically be delivered to rear wheel brake B RAnd, two transmission systems 4 F, 4 RPars intermedia be connected with actuator 5, can adjust front-wheel brake B by the action of this actuator 5 FAnd rear wheel brake B RBraking force.
With the 1st brake rocker arm 3 FThe 1st recommend steel rope 25 with actuator 5 couples together 1On, between the above two the 1st steel rope energy disperser 24 is installed medially 1, with the 2nd brake rocker arm 3 RThe 2nd recommend steel rope 25 with actuator 5 couples together 2Go up, the 2nd steel rope energy disperser 24 be installed medially between the above two 2These steel rope energy dispersers 24 1, 24 2Be configured in the right side and the left side of the following pipe of vehicle frame.The 1st steel rope energy disperser 24 on the right side 1The top dispose storage battery 53, and at the 2nd steel rope energy disperser 24 in left side 2The top dispose electronic control package 52.
In Fig. 1 and Fig. 2, symbol 56 is for establishing the fuel tank of the master cylinder that will be explained below 26 that gives actuator 5 tops, and symbol 57 is to connect to front-wheel brake B from master cylinder 26 (with reference to Fig. 3) FThe exhaust joint that is used for exhaust that is provided with of pipeline 27 upper ends, symbol 45 is to connect to rear wheel brake B from actuator 5 RThe 3rd recommend steel rope, symbol 58 is a fuel tank.
Below, with reference to Fig. 4 the 1st steel rope energy disperser 24 is described 1Structure.
The 1st recommends steel rope 25 1Be by cable 29 outside 1And outer cable 29 1' interiorly can insert logical interior cable 30 with moving freely 1Constitute this outer cable 29 1With the 1st brake rocker arm 3 FLink to each other this outer cable 29 1' link to each other with actuator 5.The 1st steel rope energy disperser 24 1Have: form energy disperser housing 31 cylindric, that connect to ground; Can insert the tubular movable link 32 in the energy disperser housing 31 in the axial direction with relatively moving; Be fixed in the energy disperser housing 31, the movable link 32 tubular stationary member 33 of its slip relatively; Can insert energy disperser housing 31 interior, its flanges 34 in the axial direction with relatively moving a Flange 32 with movable link 32 aNear sliding component 34; And compression is arranged on the flange 32 of movable link 32 a Flange 33 with stationary member 33 aBetween 2 springs 35,35.
Flange 33 at stationary member 33 aOn fixing outer cable 29 1An end, simultaneously at the flange 32 of movable link 32 aOn fixing outer cable 29 1' another end.Therefore, 35,35 performances of two springs make outer cable 29 1, 29 1The spring force of ' the direction left mutually.
Distolateral the 1st a load detector switch 38 of fixing at energy disperser housing 31 1, this detector switch 38 of loading 1With an end in contact of the movable link 32 that stretches out from these energy disperser housing 31 1 ends, when from the 1st brake rocker arm 3 FBrake operating input in the given load scope time, promptly when with the 1st recommend steel rope 25 1The cooresponding power of traction make movable link 32 compression springs 35,35 and when mobile, when this moves within the limits prescribed, the 1st load detector switch 38 1Connect.
In more detail, when the 1st brake rocker arm 3 FOperating effort when surpassing the increase of specified value ground, promptly along arrow ADirection is drawn interior cable 30 1Load when surpassing the increase of specified value ground, make cable 29 outside two 1, 29 1Under ' mutually approaching load the effect, movable link 32 compression springs 35,35 on one side, on one side slide to stationary member 33.Its result, movable link 32 makes the 1st load detector switch 38 1Detection piece action, thereby connect load detector switch 38 1
As shown in Figure 5, the 2nd steel rope energy disperser 24 2With above-mentioned the 1st steel rope energy disperser 24 1Structure is basic identical, for the 1st steel rope energy disperser 24 1Identical structural element is only put on same-sign and is represented that in the drawings detailed description is omitted.But, the 2nd steel rope energy disperser 24 2 Flange 34 at sliding component 34 a Flange 32 with movable link 32 aBetween be provided with 2 disk springs 36,36, this point and above-mentioned the 1st steel rope energy disperser 24 1Different.
When the 2nd brake rocker arm 3 RDraw the 2nd to recommend steel rope 25 along the arrow A direction 2Interior cable 30 2Load in specialized range the time, the 2nd load detector switch 38 2Connect.In addition, owing to load is passed to load detector switch 38 with the little disk spring 36,36 of spring constant 2, thereby can increase load variations at input travel hour, just can the load loss as benchmark become less when not using the steel rope energy disperser, can reduce backlash the not harmony sense in the brake operating sensation not occur.
Below, with reference to Fig. 6～Figure 10 the structure of actuator 5 is described.
Actuator 5 has the 1st sun and planet gear 6 1, the 2nd sun and planet gear 62, as the magnet stopper 7 of sun gear brake equipment and electrical motor 8 that can free rotating.
The housing 9 of actuator 5 is made of the 1st housing member 10 and the 2nd housing member 11, electrical motor 8 is installed on the 1st housing member 10, the 2nd housing member 11 is connected with the 1st housing member 10, and on the axis identical with the pivot center of electrical motor 8 magnet stopper 7 is installed.The turning cylinder 7 of magnet stopper 7 aAnd the turning cylinder 8 of electrical motor 8 aArranged coaxial, and dock mutually their end.
The 1st sun and planet gear 6 1Be configured in electrical motor 8 turning cylinders 8 aPeriphery on, it has the turning cylinder 8 around electrical motor 8 aThe 1st Ring gear 16 of end periphery 1, be formed at the turning cylinder 8 of electrical motor 8 aThe 1st sun gear 17 of end 1, with the 1st Ring gear 16 1And the 1st sun gear 17 1The a plurality of planetary wheels 18 of ingear 1, 18 1..., and with these the 1st planetary wheels 18 1, 18 1The 1st planetary gear carrier 19 that supports respectively free to rotately 1And, start electrical motor 8 and can drive the 1st sun and planet gear 6 1The 1st sun gear 17 1Rotate.
The 2nd sun and planet gear 6 2Has turning cylinder 7 around magnet stopper 7 aThe 2nd Ring gear 16 of end periphery 2Be formed on the turning cylinder 7 of magnet stopper 7 aThe 2nd sun gear 17 of end 2With the 2nd Ring gear 16 2And the 2nd sun gear 17 2A plurality of the 2nd planetary wheels 18 of ingear 2, 18 2And with these the 2nd planetary wheels 18 2, 18 2Can distinguish the 2nd planetary gear carrier 19 of free rotation ground supporting 2And magnet stopper 7 can be braked and stop the 2nd sun and planet gear 6 2The 2nd sun gear 17 2Rotation.
The 1st Ring gear 16 1And the 2nd Ring gear 16 2Be same member, be in diametrically by the 1st planetary wheel 18 1, 18 1And the 2nd planetary wheel 18 2, 18 2The state of location can be clamped in the 1st planetary gear carrier 19 with rotating relatively freely 1With the 2nd planetary gear carrier 19 2Between.By making the 1st, the 2nd Ring gear 16 1, 16 2Be same member, can when reducing the part number, make the actuator miniaturization.
Turning cylinder 7 at magnet stopper 7 aAnd the turning cylinder 8 of electrical motor 8 aThe place ahead, with these turning cylinders 7 a, 8 aDispose the 1st actuating spindle 20 abreast 1And the 2nd actuating spindle 20 2At the 1st actuating spindle 20 1The inner form cylindrical portion, by with the 2nd actuating spindle 20 2Inner periphery can be engaged on the interior week of this cylindrical portion, the 1st actuating spindle 20 with freely relatively rotating 1And the 2nd actuating spindle 20 2Be configured in coaxially and the 1st, the 2nd sun and planet gear 6 1, 6 2Parallel axes its with axis on.
Clearly visible by Fig. 7 and Fig. 9, at the 1st actuating spindle 20 1On be fixed with the 1st quadrant gear 48 as the 1st control member 1, the 1st quadrant gear 48 1Establish son the 1st planetary gear carrier 19 with integral body 1On driven gear 49 1Engagement.In addition, at the 1st actuating spindle 20 1On fixing the piston ejector pin 43 that makes 26 actions of the master cylinder that illustrates later.
Master cylinder 26 has the cylinder body 39 that is fixed on actuator 5 housings 9, the front is facing to pressure chamber 41, be engaged in piston 40 in the cylinder body 39 slidably, and be contained in pressure chamber 41, produce the retracing spring 42 of piston 40 to the spring force of rear side (right side among Fig. 9) pushing, be connected with towards the pressure chamber 41 pipeline 27 at the front end of cylinder body 39.
Above-mentioned piston ejector pin 43 contacts are on piston 40 rearward end of stretching out from cylinder body 39 rear ends.When the 1st quadrant gear 481 was arranged in position shown in Fig. 9 solid line, the cup seal 44 that is arranged on the piston 40 was in the drain vent 39 that forms on the cylinder body 39 aThe position of opening, the 1st quadrant gear 48 1Can (direction that piston 40 is retreated) do a small amount of the rotation to the long and two-short dash line position from above-mentioned solid line position along clockwise direction Fig. 9, at this long and two-short dash line position and block 10 aContact and the restriction rotation.Because the pivot angle between above-mentioned solid line position and the long and two-short dash line position is by considering drain vent 39 aThe deviation of position and each Gear Processing precision and being set, therefore, when the 1st quadrant gear 48 1 Contact blocks 10 a, and piston 40 arrives when retreating end, the cup seal 44 of piston 40 is positively opened drain vent 39 a, and cup seal 44 can be from drain vent 39 aProduce big retreating.
When the 1st actuating spindle 20 1During with piston ejector pin 43 pushing piston 40, piston 40 is to dwindling pressure chamber's 41 volumes, one side action, and 41 hydraulic pressure that produce act on front-wheel brake B by pipeline 27 in the pressure chamber FOn.
As mentioned above, by with the 1st actuating spindle 20 1And the 2nd actuating spindle 20 2Be configured in coaxially mutually and the 1st, the 2nd sun and planet gear 6 1, 6 2The axis of parallel axes on, and with two actuating spindles 20 1, 20 2The occasion that is configured in respectively on the different axis is compared, and can make actuator 5 densifications.And, because with master cylinder 26 and the 1st, the 2nd actuating spindle 20 1, 20 2Be configured in across and be supported in the 1st actuating spindle 20 1On the 1st quadrant gear 48 1Plane of rotation be supported in the 2nd actuating spindle 20 2On the 2nd quadrant gear 48 2The surface of revolution between, so can effectively utilize wasted space in the actuator 5, master cylinder 26 is arranged compactly.
Fig. 6, Figure 11 and Figure 12 illustrate and are connected in the 1st brake rocker arm 3 FThe 1st recommend steel rope 25 1With reach exterior the 1st actuating spindle 20 from the 1st housing member 10 1Between connecting portion.Axle bush 61 can be matched with the 1st actuating spindle 20 with rotating relatively freely 1Periphery on, upper arm 62 and underarm 63 are welded on the axle bush 61, and adjusting arm 64 usefulness bolts 65 are fixed on the 1st actuating spindle 20 1Periphery on.The 1st recommends steel rope 25 1Be connected in the top of upper arm 62 by wireline adapter 66.
As the adjustable bolt 68 of pivot suspension, penetrate the pin 69 that is bearing in adjusting arm 64 pars intermedias with pin 67, adjustment nut 70 is arranged in its top screw joint on underarm 63 tops.The coil spring 71 that is matched with adjustable bolt 68 peripheries contacts above-mentioned pin 69 pushings at the formed arc surface 70 in adjustment nut 70 lower ends aOn.
Therefore, be connected on the adjusting arm 64 by adjustable bolt 68 with upper arm 62 all-in-one-piece underarms 63, when when the 1st recommends that upper arm 62 rotates under steel rope 251 effect, the 1st actuating spindle 20 1Rotate by underarm 63, adjustable bolt 68 and adjusting arm 64.By the relative angle of each half way around ground rotation adjustment nut 70, change underarm 63 and adjusting arm 64, can be at random to the 1st actuating spindle 20 1Phase place finely tune.Can the 1st actuating spindle 20 will be located at thus 1Piston ejector pin 43 finely tune position shown in the solid line to Fig. 9, above-mentioned adjustable bolt 68 and adjustment nut 70 constitute setting devices.
Can know by Fig. 7 and Figure 10 and to find out, at the 2nd actuating spindle 20 2On can to rotate relatively freely that twelve Earthly Branches make be the 2nd quadrant gear 48 of the 2nd control member 2, the 2nd quadrant gear 48 2With integrally be located at the 2nd planetary gear carrier 19 2On driven gear 49 2Engagement.Be fixed in the 2nd actuating spindle 20 2The retainer 50 on Control arm 50 tops aBe engaged in the 2nd quadrant gear 48 2Go up formed slotted hole 48 aIn.These retainers 50 aAnd slotted hole 48 aConstitute free-wheeling mechanism.In Figure 10, can contact the 2nd quadrant gear 48 in 11 times formation of the 2nd housing member 2Link stopper 11 a, be used to limit the 2nd quadrant gear 48 2Rotate end along anti-clockwise among Figure 10.
In Fig. 8, Figure 13 and Figure 14, illustrate and be connected in the 2nd brake rocker arm 3 RThe 2nd recommend steel rope 25 2With reach exterior the 2nd actuating spindle 20 from the 2nd housing member 11 2Connecting portion.Be fixed in the 2nd actuating spindle 20 with bolt 72 2 Arm 73 on, can pivotally support a pair of wireline adapter 75,76 by pin 74.On wireline adapter 75, connect by outer cable 29 2And interior cable 30 2The 2nd of formation is recommended steel rope 25 2Interior cable 30 2, on wireline adapter 76, connect simultaneously by outer cable 46 and in the 3rd interior cable 47 of recommending steel rope 45 that constitutes of cable 47.
The operating effort of the 1st brake rocker arm 3F is delivered to front-wheel brake B FThe 1st transmission system 4 FBy the 1st steel rope energy disperser 24 1Be located at the 1st of installation medially and recommend steel rope 25 1, master cylinder 26 and pipeline 27 constitute, with the 2nd brake rocker arm 3 ROperating effort be delivered to rear wheel brake B RThe 2nd transmission system 4 RBy the 2nd steel rope energy disperser 24 2Be located at medially the 2nd recommending steel rope 252 and the 3rd and recommend steel rope 45 and constitute of installing.
The 2nd actuating spindle 20 that is stretching out by actuator 5 2Outer end fixed angle sensor 51, can measure the actuating quantity of actuator 5 by this angular transducer 51.As shown in Figure 3, at front-wheel W FOn front-wheel speed sensor 54 is housed, at trailing wheel W ROn trailing wheel speed sensor 55 is housed.Yet the action of opening and closing of the magnet stopper 7 in the actuator 5, and the rotation direction of electrical motor 8 and actuating quantity are by electronic control package 52 controls; 1st, the 2nd load detector switch 38 1, 38 2, angular transducer 51, front-wheel speed sensor 54, and the detected value of trailing wheel speed sensor 55 are input to this electronic control package 52 respectively.
Below, the effect of the embodiments of the invention with said structure is described.
By the 1st brake rocker arm 3 FOr the 2nd brake rocker arm 3 RThe brake operating input that is produced does not make actuator 5 actions, by the 1st brake rocker arm 3 under the state below the specified value FOr the 2nd brake rocker arm 3 R, by front-wheel brake B FOr rear wheel brake B RObtain braking force, when the 1st, the 2nd load detector switch 38 1, 38 2When not doing switch motion, stop the work of electrical motor 8 by electronic control package 52, magnet stopper 7 is in the state that is closing, and promptly forms to allow the 2nd sun gear 17 2The state that freely rotates.
Under such state, when only to the 1st brake rocker arm 3 FWhen carrying out brake operating, by recommending steel rope 25 along with the 1st 1Traction and the 1st brake axle 20 that produces 1Rotation, make hydraulic pressure from master cylinder 26 output, this hydraulic pressure 27 acts on front-wheel brake B by the road FThereby, by front-wheel brake B FProduce braking force.At this moment, be input to the 1st actuating spindle 20 1Turning effort from the 1st quadrant gear 48 1Through driven gear 49 1And be delivered to the 1st planetary gear carrier 19 1
Yet, the 1st sun gear 17 when being in halted state owing to electrical motor 8 1Also stop, in addition, along with the 2nd brake rocker arm 3 RBe in non-braking operation state the 2nd sun and planet gear 6 2The 2nd planetary gear carrier 19 2Also stop, so the 1st planetary gear carrier 19 1Rotation through the 1st planetary wheel 18 1, 18 1, the 1st, the 2nd Ring gear 16 1, 16 2And the 2nd planetary wheel 18 2, 18 2And be delivered to the 2nd sun gear 17 2, make the 2nd sun gear 17 2Idle running.Therefore, as long as electrical motor 8 and magnet stopper 7 are not worked the 1st brake rocker arm 3 FAction just can not cause rear wheel brake B RAction.
Under electrical motor 8 and magnet stopper 7 out-of-run states, when only being the 2nd brake rocker arm 3 RWhen carrying out brake operating, by the 2nd transmission system 4 RThe mechanical braking operating effort transmit, by rear wheel brake B RProduce braking force.At this moment, even recommend steel rope 25 by the 2nd 2Traction make the 2nd actuating spindle 20 2Rotate, because electrical motor 8 is in halted state, the 1st sun gear 17 1Stopping, in addition, along with the 1st brake rocker arm 3 FBe in non-braking operation state, the 1st sun and planet gear 6 1The 1st planetary gear carrier 19 1Also stop, thereby the 1st, the 2nd Ring gear 16 1, 16 2By the 1st planetary wheel 18 1, 18 1Can not fix rotationally.Therefore, the 2nd planetary gear carrier 19 2Rotation through the 2nd planetary wheel 18 2, 18 2And be delivered to the 2nd sun gear 17 2, make the 2nd sun gear 17 2Be in idling conditions.Therefore, as long as electrical motor 8 and magnet stopper 7 are failure to actuate the 2nd brake rocker arm 3 ROperation just can not make front-wheel brake B FAction.
When the 1st brake rocker arm 3 FOr the 2nd brake rocker arm 3 RThe brake operating input that forms reaches specified value when above, actuator 5 is moved, thereby make front-wheel brake B FAnd rear wheel brake B RWork in linkage, when the 1st, the 2nd load detector switch 38 1, 38 2When carrying out switch motion, make electrical motor 8 work by electronic control package 52, magnet stopper 7 is in running order simultaneously, promptly to the 2nd sun gear 17 2Brake.
Imagination with the operating effort more than the specified value to the 2nd brake rocker arm 3 RCarry out brake operating, as shown in figure 15, when with 7 pairs the 2nd sun gears 17 of magnet stopper 2When starting electrical motor 8 under the state of braking, drive the 1st planetary gear carrier 19 1And the 2nd planetary gear carrier 19 2, they are rotated in opposite direction, by with the 2nd planetary gear carrier 19 2All-in-one-piece driven gear 49 2Drive the 2nd quadrant gear 48 2Rotate along clockwise direction among Figure 15.Yet, the 2nd quadrant gear 48 2With block 11 aContact limited it and rotated, thereby borrow its counter-force and the 1st planetary gear carrier 19 that rotates 1By the 1st driven gear 49 1Make the 1st quadrant gear 48 1Anticlockwise motion along Figure 15.Its result, master cylinder 26 actions, thus producing brake fluid pressure, this brake fluid pressure makes front-wheel brake B FAction.
At this moment, because the retainer 50 of Control arm 50 aRunning-fit is at the 2nd quadrant gear 48 2Slotted hole 48 aIn, follow the action of actuator 5 and the 2nd quadrant gear 48 that carries out 2Rotation, can be to according to the 2nd brake rocker arm 3 ROperation and to the 2nd actuating spindle 20 2Rotation exert an influence.At front-wheel brake B FAnd rear wheel brake B RInterlock action in, according to detecting the 2nd actuating spindle 20 2The action of output control actuator 5 of angular transducer 51 of rotational angle.
According to Figure 17 this is further detailed, when operation the 2nd brake rocker arm 3 RThe time, recommend steel rope 25 by the 2nd earlier 2And the 3rd recommend steel wire 45 rope and make rear wheel brake B RAction, trailing wheel W RBraking force increase.When increasing by the 2nd brake rocker arm 3 ROperational load make the 2nd steel rope energy disperser 24 2The 2nd the load detector switch 38 2During connection, make actuator 5 actions, thereby make front-wheel brake B FAction.Its result, the distribution of braking force is along the ideal Distribution kink of curve.
At this moment, suppose retainer 50 by Control arm 50 aWith the 2nd quadrant gear 48 2Slotted hole 48 aThe free-wheeling mechanism that constitutes does not exist, and is after actuator 5 moves, trailing wheel W RBraking force be from the 2nd brake rocker arm 3 at chaufeur RThe part of input is added the part that action increased (Figure 17 bend part) of actuator 5, and is shown in dotted line, trailing wheel W RThe braking force surplus, depart from the ideal Distribution line out and away, trailing wheel W RLocking liability the possibility of increase is arranged.Yet, trailing wheel W in fact RBraking force only be the importation of chaufeur, so by suitably setting the actuating quantity of actuator 5, adjust front-wheel W FBraking force, can easily obtain partition characteristic, and can improve brake feel near the ideal Distribution line.
Below, the situation that ABS (Anti-lock Braking System) is controlled is described.
According to the output of front-wheel speed sensor 54 and trailing wheel speed sensor 55, in case detect the tendency that wheel has locking, electronic control package 52 places mode of operation with magnet stopper 7, makes electrical motor opposite direction action along with above-mentioned interlock action the time simultaneously.So, as shown in figure 16, drive the 1st planetary gear carrier 19 1And the 2nd planetary gear carrier 19 2, make they mutually in opposite direction and along the time with above-mentioned interlock action opposite direction rotate, drive the 1st quadrant gear 48 along the clockwise direction of Figure 16 1, drive the 2nd quadrant gear 48 in the counterclockwise direction 2At this moment, the 1st quadrant gear 48 1Rotation be directly delivered to the 1st actuating spindle 20 1, make the 1st actuating spindle 20 1Along weakening front-wheel W FThe direction of braking force is rotated, simultaneously the 2nd quadrant gear 48 2Transmission by Control arm 50 retainers 50 aWith its slotted hole 48 aEnd contact and be delivered to the 2nd actuating spindle 20 2, make the 2nd actuating spindle 20 2Along weakening trailing wheel W RThe direction of braking force is rotated.
By sliding ratio according to wheel, make the electrical motor 8 positive and negative increase-decrease plan power that transfer of actuator 5, can avoid the ABS (Anti-lock Braking System) control of wheel lockup effectively.
At the 1st, the 2nd transmission system 4 F, 4 RIn, actuator 5 and the 1st, the 2 brake rocker arm 3 F, 3 RBetween be respectively arranged with the 1st, the 2nd steel rope energy disperser 24 1, 24 2, when increasing braking force again in the ABS (Anti-lock Braking System) control, can be by placing off working state utilization to be stored in steel rope energy disperser 24 electrical motor 8 1, 24 2In screen resilience, in addition, in the implementation process of ABS (Anti-lock Braking System) control, can avoid directly acting on the 1st brake rocker arm 3 from the power of actuator 5 one sides FOr the 2nd brake rocker arm 3 R, obtain good operation feeling.
The actuator 5 of present embodiment is by being provided with the 1st quadrant gear 48 that restriction links to each other with master cylinder 25 1The link stopper 10 of slewing area a(with reference to Fig. 9) can obtain following effect.
In Figure 18, for example as front-wheel W FSpeed is crossed specified value and when being lower than vehicle body speed, and ABS (Anti-lock Braking System) control beginning makes the 1st quadrant gear 48 by the action of actuator 5 1Pivot angle reduce to the direction that reduces braking force, accompany therewith, front-wheel W FBraking force also reduce.Along with the 1st quadrant gear 48 1The minimizing of rotational angle, the piston 40 of master cylinder 26 is also followed piston ejector pin 43 and is retreated, and in Fig. 9, has just opened drain vent 39 at cup seal 44 aAfter, the 1st quadrant gear 48 1With link stopper 10 aThereby contact makes to rotate and is restricted.
At this moment, suppose there is not above-mentioned link stopper 10 a, as shown in phantom in Figure 18, the 1st quadrant gear 48 1Further rotate the 1st brake rocker arm 3 FThe rocking arm antagonistic force also increase, worsened the rocking arm sensation.And, make actuator 5 actions, thereby making the 1st quadrant gear 48 1When the direction that increases braking force is rotated, the cup seal 44 sealing drain vents 39 of piston 40 a, the moment that produces brake fluid pressure in pressure chamber 41 also postpones, and responsibility reduces.
Yet, as shown in this embodiment, by using link stopper 10 aLimit the 1st quadrant gear 48 1Along the rotation of the direction that piston 40 is retreated, at action drives the 1st quadrant gear 48 that carries out for increasing braking force once more along with actuator 5 1The time, piston 40 is advanced fast to produce brake fluid pressure, can avoid the reduction of responsibility.
Below, further specify the particular content that ABS (Anti-lock Braking System) is controlled with reference to Figure 19～Figure 23.
In the diagram of curves of Figure 19, transverse axis is expression front wheel slip rate λ F, the longitudinal axis is expression trailing wheel sliding ratio λ R, on this rectangular coordinates, set with the target sliding ratio line L shown in the heavy line 1, L2, L3, at this target sliding ratio line L 1, L2, L3 inboard (initial point side) be set at braking reinforcement zone A1, (side opposite with initial point) is set at braking force-reducing area territory A in the outside 2Front wheel slip rate λ FAnd trailing wheel sliding ratio λ RBe according to the front-wheel speed V that measures with front-wheel speed sensor 54 FReach the trailing wheel speed V that measures with trailing wheel speed sensor 55 RCalculate, for example can adopt according to non-driving wheel speed, be front-wheel speed V FThe estimated vehicle body speed V that estimates F' be calculated as follows,
Front wheel slip rate λ F=(V F'-V F)/V F' ... (1)
Trailing wheel sliding ratio λ R=(V F'-V R)/V F' ... (2)
The front wheel slip rate λ that calculates by following formula FAnd trailing wheel sliding ratio λ RIf the target sliding ratio line L on the rectangular coordinates of Figure 19 1, L2, L3 inboard braking reinforcement zone A1The time, think that the sliding mode of vehicle is little, along a direction electrical motor 8 of actuator 5 is rotated, make front-wheel brake B FAnd rear wheel brake B RBraking force all increase, the sliding mode that makes vehicle thus is towards target sliding ratio line L 1, L2, L3 direction move.If front wheel slip rate λ FAnd trailing wheel sliding ratio λ RAt target sliding ratio line L 1, L2, L3 the outside braking force-reducing area territory A 2The time, think that the sliding mode of vehicle is big, the electrical motor 8 of actuator 5 is rotated round about, make front-wheel brake B FAnd rear wheel brake B RBraking force all reduce, thus with the sliding mode of vehicle towards target sliding ratio line L 1, L2, L3 direction move.
Target sliding ratio line L 1, L2, L3 be by the 1st target sliding ratio line L 1, 3 line segments such as the 2nd target sliding ratio line L2 and the 3rd target sliding ratio line L3 constitute.
The 1st target sliding ratio line L 1Be the line segment of oblique bottom right, be set in rectangular coordinates the 1st quadrant, front wheel slip rate λ FZone (λ greater than the 1st a reference value frmad F＞frmda), λ on this line segment R=-a λ F+ b (a＞0, b＞0) sets up.That is, because at the 1st target slip sliding rate line L 1On, front wheel slip rate λ FTrailing wheel sliding ratio λ during increase RReduce front wheel slip rate λ FTrailing wheel sliding ratio λ during minimizing RIncrease, thereby front-wheel W FAnd trailing wheel W RTotal sliding ratio keep certain.
At above-mentioned the 1st target sliding ratio line L 1The below, set the 1st target sliding ratio line L be shown in broken lines abreast 1', two the 1st target sliding ratio line L 1, L ' 1Between be the dead zone.When the sliding mode of vehicle from braking reinforcement zone A 1Transfer to braking force-reducing area territory A 2The time, the 1st target sliding ratio line L 1Become benchmark, and work as from braking force-reducing area territory A 2Transfer to braking reinforcement zone A 1The time, the 1st target sliding ratio line L 1' become benchmark.Like this, owing in the dead zone, stopped to the control of braking the reinforcement direction, thereby can prevent that the braking reinforcement control when ABS (Anti-lock Braking System) is controlled from making front and back wheel sliding ratio λ F, λ RBecome excessive, superfluous slip is finished ahead of time.
The 2nd target sliding ratio line L 2Be set at the front wheel slip rate λ in the 1st quadrant of rectangular coordinates FLine segment (λ in the＜frmda zone and transverse axis R=rrmdao), the 2nd target sliding ratio line L 2According to trailing wheel speed V RThe time differential value, be trailing wheel acceleration/accel dV R/ dt=Rrw is to reducing by a side shifting.That is, the 2nd target sliding ratio line L of trailing wheel acceleration/accel Rrw 〉=0 o'clock 2Be λ R=rrmdao, trailing wheel acceleration/accel Rrw are negative value, trailing wheel speed V RWhen having the tendency of minimizing (locking tendency), the 2nd target sliding ratio line L 2' move to above-mentioned the 2nd target sliding ratio line L 2The λ of below (initial point one side) R=rrmda.The 2nd a reference value rrmad determines with following formula.
rrmda＝rrmdao-K×｜Rrw｜
Rrmdao: positive constant
K: positive coefficient
| Rrw|: the absolute value of the trailing wheel acceleration/accel of negative value
Trailing wheel acceleration/accel Rrw 〉=0 o'clock, the 2nd target sliding ratio line L 2'=L 2Be in the top, trailing wheel acceleration/accel Rrw＜0 o'clock, the 2nd target sliding ratio line L 2' according to this absolute value | the size of Rrw| moves downwards.Therefore, according to trailing wheel W RThe low-friction coefficient ground-surface degree that the locking tendency increases, the 2nd target sliding ratio line L 2' move down.
When the vehicle sliding mode from braking force-reducing area territory A 2Transfer to braking reinforcement zone A 1The time, the 2nd target sliding ratio line L 2' with the regulation speed towards the 2nd target sliding ratio line L 2Be moved upward.The 2nd target sliding ratio line L 2' the speed that is moved upward is that the dotted line of α is represented with the inclination angle in Figure 20 and Figure 21, and this inclination alpha is set the trailing wheel speed V when braking reinforcement on high mu surface for RSlip a little bit smaller slightly (with reference to Figure 20), and when on the low-friction coefficient road surface, braking reinforcement trailing wheel speed V RSlip much smaller (with reference to Figure 21).
The 3rd target sliding ratio line L 3Be set on the rectangular coordinates, front wheel slip rate λ FEqual the line segment (λ of the 1st a reference value frmda F=frmda) on, with above-mentioned the 1st target sliding ratio line L 1And the 2nd target sliding ratio line L 2Couple together.
By the control of braking reinforcement, increase front-wheel W FAnd trailing wheel W RBraking force the time, make front-wheel W by the force of inertia forward that acts on the vehicle's center of gravity position FGround connection load increase, make front wheel slip rate σ FReduce; On the other hand, make trailing wheel W RGround connection load reduce, thereby make trailing wheel sliding ratio σ RIncrease.Its result is at the front wheel slip rate σ of Figure 19 FLittle (σ FIn＜frmda) the zone, even the big road surface of friction coefficient, the sliding mode of vehicle also is easy to from braking reinforcement zone A 1One side is transferred to braking force-reducing area territory one side, and the braking that might carry out needing subtracts power control.
Yet, as mentioned above, under the big occasion of surface friction coefficient, trailing wheel W RRelatively be difficult to locking, so, the absolute value of the trailing wheel acceleration/accel Rrw of negative value | Rrw| diminishes, its result, the 2nd target sliding ratio line L 2' be positioned at the 2nd target sliding ratio line L of the top 2Near, be in the 1st target sliding ratio line L 1The top position of extended line.Like this, the sliding mode of vehicle is difficult to from braking reinforcement zone A 1Transfer to braking force-reducing area territory A 2, the braking of avoiding carrying out needing subtracts power control.
On the other hand, under the little occasion of surface friction coefficient, because trailing wheel W RBe easy to locking, thereby the absolute value of the trailing wheel acceleration/accel Rrw of negative value | Rrw| becomes big, the 2nd target sliding ratio line L 2' the distance that moves downwards is big.Its result, the sliding mode of vehicle is easy to from braking reinforcement zone A 1One moves by side to braking force-reducing area territory A 2One side can be braked fast and subtracted power control, avoids trailing wheel W RLocking in possible trouble.
In Figure 20 and Figure 21, dotted line is illustrated in front wheel slip rate σ FLittle zone (σ F＜target sliding ratio line in frmda), trailing wheel speed V REnter braking force-reducing area territory A when this target sliding ratio line is crossed in crosscut from the top down 2, brake and subtract power control, and the out-of-date braking reinforcement zone A that enters of crosscut from bottom to top 1, brake reinforcement control.From braking force-reducing area territory A 2Transfer to braking reinforcement zone A 1The time, target sliding ratio line is not from L 2' turn back to L quickly 2, but turn back to target sliding ratio line L lentamente with inclination alpha as described above 2
Clearly visible by Figure 22, suppose from braking force-reducing area territory A 2Transfer to braking reinforcement zone A 1The time, target sliding ratio line is from L 2' return the L that comes here quickly 2(reference point line) then promptly carried out from braking reinforcement zone A at the P point subsequently 1To braking force-reducing area territory A 2Move.On the other hand, target sliding ratio line of the present invention is from L 2' turn back to L gradually 2(with reference to dotted line) is from braking reinforcement zone A 1To braking force-reducing area territory A 2Transfer carry out at P '.Therefore, can braking force-reducing area territory A will be moved to according to the present invention 2The moment in advance, can prevent superfluous the slip, can carry out the ABS (Anti-lock Braking System) control of high stability.
More than describe embodiments of the invention in detail, but in the scope that does not exceed theme of the present invention, can carry out various design modifications the present invention.
As mentioned above, because invention claimed in claim 1 is being taken as front-wheel to an axes of coordinates Sliding ratio is taken as another axes of coordinates on target setting sliding ratio line on the coordinate of trailing wheel sliding ratio, This target sliding ratio line has the 2nd target sliding ratio line, and the 2nd target sliding ratio line is at front-wheel In the zone of sliding ratio less than the 1st a reference value, take turns thereafter sliding ratio and not affected by the front wheel slip rate The 2nd a reference value is therefore when braking, even by the inertia force of vehicle the ground connection load of trailing wheel is subtracted Less, the trailing wheel sliding ratio increases, by the setting of above-mentioned the 2nd a reference value, sliding mode also be difficult to from Braking reinforcement zone strides across the 2nd target sliding ratio line and enters braking force-reducing area territory, can avoid not thus The braking that must want subtracts power control. In addition, because in the field of front wheel slip rate greater than the 1st a reference value Close down, mark off braking reinforcement zone and braking force-reducing area territory by the 1st target sliding ratio line, so Can brake rapidly and subtract power control, vehicle when guaranteeing to brake along with the increase of front and back wheel sliding ratio Stability.
Because invention claimed in claim 2 when the trailing wheel acceleration is negative value, makes the 2nd benchmark Value reduces according to the absolute value of this trailing wheel acceleration, therefore, when on the low-friction coefficient road surface, When the locking tendency of trailing wheel strengthened, sliding mode was easy to stride across the 2nd a reference value from braking reinforcement zone And enter braking force-reducing area territory, and can brake rapidly thus and subtract power control, can guarantee that vehicle is steady Qualitative.
Because invention claimed in claim 3 is when sliding mode moves to system from braking force-reducing area territory During moving reinforcement zone, make the 2nd a reference value that reduced for the moment little by little the value before reduce increase, So the moment of again shifting to braking force-reducing area territory can be shifted to an earlier date. Its result can prevent in braking Sliding ratio surplus in the reinforcement zone can be guaranteed intact stability.

Claims (3)

1. the anti-block brake controller of a vehicle, it is presently to put on target setting sliding ratio line, an axis of coordinate of this coordinate is taken as front wheel slip rate (λ F), another axis of coordinate is taken as trailing wheel sliding ratio (λ R), this target sliding ratio line is respectively braking reinforcement zone (A by initial point one side and the opposite side opposite with initial point 1) and braking force-reducing area territory (A 2), front wheel slip rate (λ F) and trailing wheel sliding ratio (λ R) at above-mentioned reinforcement zone (A 1) time make the braking force reinforcement, and front wheel slip rate (λ F) and trailing wheel sliding ratio (λ R) at above-mentioned braking force-reducing area territory (A 2) time make braking force subtract power; It is characterized in that: above-mentioned target sliding ratio line is by the 1st, the 2nd, the 3rd target sliding ratio line (L 1, L 2, L 3) constitute; The 1st target sliding ratio line (L 1) be at front wheel slip rate (λ F) in the zone greater than the 1st a reference value (frmda), trailing wheel sliding ratio (λ R) along with front wheel slip rate (λ F) increase reduce; The 2nd target sliding ratio line (L 2) be at front wheel slip rate (λ F) in the zone less than the 1st a reference value (frmda), trailing wheel sliding ratio (λ R) become and be not subjected to front wheel slip rate (λ F) the 2nd a reference value (rrmda) of influence; The 3rd target sliding ratio line (L 3) be at front wheel slip rate (λ F) connect above-mentioned the 1st, the 2nd target sliding ratio line (L when equaling the 1st a reference value (frmda) 1, L 2).
2. the anti-block brake controller of vehicle as claimed in claim 1 is characterized in that: when trailing wheel acceleration/accel (Rrw) is negative value, above-mentioned the 2nd a reference value (rrmda) is reduced according to the absolute value of this trailing wheel acceleration/accel (Rrw).
3. the anti-block brake controller of vehicle as claimed in claim 2 is characterized in that: the current sliding ratio (λ that takes turns F) and trailing wheel sliding ratio (λ R) from braking force-reducing area territory (A 2) transfer to and brake reinforcement zone (A 1) time, make the increase of the value before reducing gradually of above-mentioned the 2nd a reference value (rrmda) that has reduced.
CN96111245A 1995-09-05 1996-08-28 Device for controlling vehicle for anti-locking brake Expired - Fee Related CN1067951C (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP22810895 1995-09-05
JP228108/1995 1995-09-05
JP228108/95 1995-09-05

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CN1067951C CN1067951C (en) 2001-07-04

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Publication number Priority date Publication date Assignee Title
JP3554435B2 (en) * 1996-06-27 2004-08-18 本田技研工業株式会社 Anti-lock brake control device for vehicle
US11384876B2 (en) 2020-07-07 2022-07-12 Safoco, Inc. Fluid conduit connector system
US11530601B2 (en) 2020-07-07 2022-12-20 Safoco, Inc. Fluid conduit connector system
US11519536B2 (en) 2020-07-07 2022-12-06 Safoco, Inc. Fluid conduit connector system

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JPS57186563A (en) * 1981-05-13 1982-11-17 Honda Motor Co Ltd Interlocking brake device for motorcycle
JPS5833560A (en) * 1981-08-24 1983-02-26 Honda Motor Co Ltd Brake gear for motorcycle

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FR2738205B1 (en) 2000-05-26
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FR2738205A1 (en) 1997-03-07
TW389731B (en) 2000-05-11
CN1067951C (en) 2001-07-04

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