JP2003054397A - Brake control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device performing the brake control while defining the spin caused by side slipping of rear wheels and the drift caused by side slipping of front wheels with respect to a slide slipping phenomenon of a combination vehicle. SOLUTION: A target yaw rate A determined from the steering input by operation and a detected output Bw of a yaw rate sensor mounted on a vehicle are compared, and it is determined that the side slipping phenomenon is the spin, when an absolute value of A-B is over a predetermined threshold value, and the polarities of A-B and B are different from each other. The different threshold values are respectively determined to automatically perform the brake control with comparatively small slide slipping in a case of the spin, and to perform the brake control with the comparatively large side slipping in the case of the drift, whereby the troublesome operation can be prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is used for controlling the attitude of a running vehicle. The present invention relates to a posture control that copes with a vehicle side slip phenomenon. The present invention relates to a device that automatically detects when the actual traveling direction of a vehicle does not match the direction or amount steering input by a driving operation and executes braking control. Although the present invention is a device developed for use in controlling the attitude of an articulated vehicle, this principle can be applied to other than articulated vehicles. INDUSTRIAL APPLICABILITY The present invention is an attitude control device that focuses on the spin (side slip of the rear wheel) phenomenon of the side slip phenomenon, and is an attitude control device that is particularly effective for suppressing the so-called jackknife phenomenon caused by the articulated vehicle.

[0002]

2. Description of the Related Art Among the sideslip phenomenon of a vehicle, the phenomenon caused by the sideslip of the front wheels is defined as drift, and the phenomenon caused by the sideslip of the rear wheels is defined as spin. As a driver's feeling while driving a vehicle, in many cases, when the drift occurs, the course of the vehicle is not sufficiently changed with respect to the steering input by the driving operation. On the other hand, immediately after the side-slip phenomenon has started, the spin is in a state in which the course of the vehicle is further changed with respect to the steering input by the driving operation. In a connected vehicle, when a spin phenomenon occurs in the tractor (towing vehicle), the angle formed by the tractor and the trailer (towed vehicle) around the vertical axis of the connector suddenly increases. This is called the jackknife phenomenon. When the jackknife phenomenon occurs, this causes loss of controllability of driving, and often causes a serious accident, such as applying a large torsional force to the connecting device and damaging the connecting device.

To further explain this, it is assumed that the driver gives a certain amount of steering input to the tractor while the connected vehicle is traveling on a straight road. At this time, the tractor changes its traveling direction to the left for left and to the right for right according to the steering input. However, the trailer, due to its running inertia,
In order to maintain the traveling direction up to that point, a force is exerted on the tractor that pushes it obliquely forward from the rear.
This causes side slips on the rear wheels of the tractor. When the skid phenomenon occurs on the rear wheel of the tractor, the driver recognizes that the traveling direction of the tractor is turning beyond the steering input, and this causes the jack knife phenomenon.

When the jack knife phenomenon occurs, even if the tractor is decelerated, the trailer may not follow the deceleration and stop decelerating. When the load of the trailer is large and the traveling inertia is high, for example, when traveling down a curve, the driver slows down sufficiently before approaching the curve and reduces the traveling inertia of the trailer to reduce the tractor. The car must be carefully operated so that it does not cause a skid phenomenon.

The applicant of the present application has filed a patent application for a braking control device that automatically applies a brake to the trailer side to give a force to pull back the tractor to the rear side before the tractor causes a rollover phenomenon (Japanese Patent Application No. 2000-178721). Not disclosed at the time of filing of the present application, hereinafter referred to as "first application"). The device disclosed in this prior application detects lateral acceleration by a sensor provided on the tractor side, and when the state where it exceeds a predetermined value continues for a certain period of time, the braking device of the trailer is automatically braked even if there is no driving operation. It controls the state. Since the device of the invention of the prior application detects that the lateral acceleration (not the yaw rate) provided on the tractor becomes large and executes the braking control of the trailer, the lateral slip phenomenon of the wheels of the tractor is particularly noted. The control is not performed.

As the arithmetic logic of the program control circuit, the yaw rate (A) naturally generated in the vehicle according to the steering can be calculated from the steering input by the driving operation and the vehicle speed. On the other hand, the yaw rate (B) actually occurring in the vehicle can be measured by the yaw rate sensor equipped in the vehicle. Then, the difference (A−B) between these two yaw rates is calculated, and when it is not zero, it can be seen that the vehicle is slipping. However, there is no known logic that distinguishes the side-slip phenomenon between the rear-wheel side-slip phenomenon (spin) and the front-wheel side-slip phenomenon (drift).

[0007]

As described above, the difference (A
-B) is calculated, and when automatic braking control is performed for this difference (A-B), the control threshold value is set to a slightly safe side, and the side slip due to spin is also caused by drift. If uniform braking control is performed even for side slip, braking may occur too quickly and too quickly. For example, if you change lanes while driving on a highway, a trained driver will determine that there is still enough room to reach a dangerous state, and the vehicle will automatically brake when the skid exceeds the control threshold. Control may be exercised. This is an annoying operation for the driver.

A detailed analysis of such a situation has revealed that most of them have a slight side slip phenomenon on the front wheels and no side slip phenomenon on the rear wheels. Since the front wheels are steered directly, slight side slip of the front wheels can be recovered by the driver's natural correction steering. However, when side slippage occurs on the rear wheels, it may be difficult to smoothly recover the side slippage only by steering the front wheels, even if the amount of side slippage is small. Under such circumstances, it is necessary for the trailer to be properly braked before the situation worsens due to the jack knife phenomenon or the like.

That is, in order to properly execute the automatic braking control for the side slip phenomenon of the tractor, it is necessary to distinguish between the side slip phenomenon (drift) of the front wheels and the side slip phenomenon (spin) of the rear wheels, and it is dangerous. It was found that it is desirable to set the control threshold to a low drift for a small amount of drift, and to set a strict control threshold for a relatively dangerous spin. Therefore, the inventor of the present application examined a method of distinguishing whether the side slip phenomenon of the tractor is due to the front wheels or the rear wheels.

The present invention has been made against such a background, and the side slip phenomenon of a vehicle is caused by a spin (a side slip of the rear wheel) or a drift (a side slip of the front wheel). An object of the present invention is to provide a braking control device that can perform control by distinguishing between the two. The present invention provides a braking control device capable of setting different control start threshold values for executing automatic braking control to different values depending on whether the sideslip phenomenon is caused by spin or drift. To aim. An object of the present invention is to provide a braking control device capable of eliminating driver's dissatisfaction that automatic braking control is discontinued. The present invention aims to improve drivability.

[0011]

According to the present invention, the steering angle, vehicle speed and yaw rate of a vehicle are measured and detected, and these are used as control inputs. In order to detect the lateral slip phenomenon by distinguishing between drift and spin, it is better to observe and use yaw rate than to use lateral acceleration. Then, the yaw rate calculated from the vehicle speed and the steering angle assuming that there is no side slip phenomenon is set as the target value (A), and the actually detected yaw rate (B) is the target value (A) for a predetermined value or more for a predetermined time or more. If it exceeds continuously, it is judged that there is a side slip. And this invention is the said target value (A).
When the difference (A-B) of the yaw rate (B) detected as is the opposite polarity to the detected yaw rate (B),
This side slip phenomenon is determined to be spin. When a spin occurs, the automatic braking control is executed by the control threshold value set on the safe side to prevent the jack knife phenomenon.

That is, the present invention relates to a braking control device provided with a control circuit (program control circuit) for selectively supplying braking pressure to some wheels in accordance with a control logic in accordance with an input signal. The steering circuit includes a steering angle sensor, a yaw rate sensor, and a vehicle speed sensor, and the control circuit targets a yaw rate generated when there is no skid between the road surface and the wheels based on the outputs of the steering angle sensor and the vehicle speed sensor. There is a means for calculating the yaw rate (A) and a vehicle speed exceeding a predetermined value, and the magnitude of the difference between the target yaw rate and the output (B) of the yaw rate sensor (absolute value of (AB)) is a predetermined value. When the difference is exceeded for a predetermined time and the polarity of the difference (AB) and the output (B) of the yaw rate sensor are different ((AB) × B <0).
And means for supplying braking pressure to the front turning outer wheel of the vehicle.

The target yaw rate (A) is a value calculated as if there is no slip between the road surface and the wheels according to the steering angle input by the driving operation. The output (B) of the yaw rate sensor is a measured value of the yaw rate. The two values (A and B) should agree if there is no side-slip phenomenon. Then, the difference (A
-B) occurs, the absolute value of the difference exceeds a predetermined value, and when it continues for a predetermined time, it is assumed that the side slip phenomenon is confirmed in this control circuit. As a feature of the present invention, it is determined whether the difference (A−B) and the output (B) of the yaw rate sensor have the same or different polarities, and when the polarities are different, the side slip phenomenon is caused by spin. It is what This logic will be described in detail later with reference to the drawings with reference to specific cases.

The above "supplying braking pressure to the front turning outer wheel of the vehicle" means that the braking pressure is supplied only to the front turning outer wheel of the vehicle, or the braking pressure is supplied to all the front wheels of the vehicle. This means that a particularly large braking pressure is supplied to the turning outer wheel.

The present invention is useful for use with an articulated vehicle as described above. When used in a connected vehicle, the control circuit, the steering angle sensor, and the yaw rate sensor are provided in a tractor (towing vehicle). And the control circuit, not only the wheels of the tractor,
It is configured to include means for controlling the braking pressure supplied to the wheels of the trailer (towed vehicle). The braking pressure can be supplied to the wheels of the trailer at the timing when the braking pressure is supplied to the turning outer wheels of the tractor (towing vehicle). With this configuration, when there is a possibility that side slip (spin) will occur on the rear wheels of the tractor, a moment that suppresses spin is generated by braking the front turning outer wheel of the tractor, and the trailer is braked, so A force that pulls the rear part of the tractor backwards is generated through the device, and stable driving operation can be continued.

Anti-skid control means (Anti-lock Breaking System, AB) is connected to the braking system of the trailer connected.
When S) is not equipped, it may be configured to include means for intermittently controlling the braking pressure supplied to the wheels of the trailer. This technique is disclosed by the above-mentioned prior application.

The yaw rate sensor detects the rotational acceleration about the vertical axis at the position of the center of gravity of the vehicle. In the device of the present invention, the yaw rate sensor is used to observe the side slip of the wheels. The arrangement position is effective even if there is some deviation without strictly matching the center of gravity of the vehicle. Even if the position of the yaw rate sensor is slightly deviated from the center of gravity of the vehicle, it can be corrected in the calculation process.

The control circuit, when the polarities of the difference (AB) and the output (B) of the yaw rate sensor are equal ((AB) × B> 0), the target yaw rate and the yaw rate sensor. When the magnitude of the difference from the output (B) (absolute value of (A-B)) exceeds a predetermined value for side slip control which is set to be larger than the predetermined value, braking pressure is supplied to the vehicle. It is desirable that the configuration includes a means. This is to control the side slip phenomenon other than spin by setting the control threshold more loosely than in the case of spin. In the braking control for the side slip phenomenon other than the spin, the braking pressure is supplied to the front turning inner wheel (not the outer wheel) of the vehicle or the tractor. In the device of the present invention, when the polarities of the difference (A−B) and the output (B) of the yaw rate sensor are equal ((A−B) × B>).
In 0), a configuration in which the braking control is not executed because the possibility of losing the control is small is possible.

When the present invention is applied to a connected vehicle, the sideslip phenomenon is distinguished and the front wheel turning outer wheel of the tractor is treated for spin, and the front wheel turning inner wheel of the tractor is treated for sideslip phenomenon other than spin. It is desirable to supply the braking pressure to the trailer at the timing of supplying the braking pressure, but to prohibit the supply of the braking pressure to the rear wheels of the tractor. This is a measure for avoiding the possibility that a new spin phenomenon may be induced if braking pressure is simultaneously supplied to the rear wheels of the tractor. This is also one of the features of the present invention.

Prohibiting the supply of braking pressure to some or all of the rear wheels of the tractor means supplying the braking pressure to all of the rear wheels of the tractor without prohibiting the supply of braking pressure to all of the rear wheels of the tractor. Even if the braking pressure to be applied is prohibited, the induction of a new spin phenomenon can be suppressed accordingly, and this case is meant to be included.

With this structure, the side slip phenomenon is distinguished into spin and drift. For spins with a high probability of inducing the jackknife phenomenon, the control threshold is set to a low level under severe conditions, and for drift that is unlikely to occur, a high control threshold is set under a gentle condition. Braking control can be performed. As a result, the driver operates properly in a dangerous state, and the familiar driver as described above does not feel annoying operation, and drivability can be improved.

[0022]

DETAILED DESCRIPTION OF THE INVENTION A detailed description will be given with reference to the drawings.
FIG. 1 is a side view of an articulated vehicle embodying the present invention. Trailer (towed vehicle) 2 is connected to tractor (towing vehicle) 3
Are connected by.

FIG. 2 is a block diagram of the apparatus of the present invention. All hardware of the device depicted in this block diagram is implemented in the tractor 1. Then, as is well known, the pipe labeled "to trailer" in the lower right part of Fig. 2 is connected to the brake system of the trailer through a connecting pipe constituted by a flexible pipe.

The control circuit 10 is a program control circuit. In this embodiment, the brake system control circuit (EBS) equipped as a standard specification on the trailer 1
Since the control circuit (CPU) of the present invention is configured to be connected, the control circuit 10 of FIG. 2 is indicated by the broken lines. When this is designed as a standard specification, it can be realized by mounting a plurality of software on the control circuit 10 as one piece of hardware.

Outputs of the yaw rate sensor 11, the steering angle sensor 12, and the vehicle speed sensor 13 are connected to the control circuit 10 via an input / output interface 14.
The yaw rate sensor 11 is actually attached to the front part of the driver's seat at a position slightly away from the center of gravity of the tractor 1, and detects the yaw rate detected at the attachment position as the yaw rate of the tractor 1. The steering angle sensor 12 is a sensor that generates a pulse in accordance with the rotation of the steered wheels of the tractor 1. The vehicle speed sensor 13 is a sensor that detects the rotation of the output shaft of the transmission.

Further, the control circuit 10 has a rotation sensor 15 for detecting rotation of four wheels as an input signal of a braking system (ABS, Anti-lock Breaking System).
The detection outputs of 16, 17, and 18 are connected via the input / output interface 19. This control circuit 1
The control output of 0 is supplied to the five relay valves 21, 22, 23, 24 and 25 via the input / output interface 20, respectively. This relay valve 21-2
Reference numerals 5 are three-way solenoid valves, respectively, which control the air pressures of the brake cylinders of the front, rear, left and right wheels of the tractor 1 and the brake cylinders of the trailer 2. Air pressure is supplied from an air pressure tank (not shown) as indicated by arrow P,
The air pressure of each brake cylinder is released to the atmosphere as shown by arrow Ex. The relay valve 25 is a control valve for controlling the air pressure supplied to the braking system of the trailer 2, and the relay valve 2
It is connected via 6 to the brake cylinder of the trailer 2.

FIG. 3 is a view for explaining the arrangement of each element in the combined vehicle of the embodiment apparatus of the present invention. As described above, all the elements other than the tip of the trailer pipe 26 are mounted on the tractor 1.

To explain the operation of this apparatus, FIG. 4 is a control flowchart of the main part of the apparatus control circuit according to the embodiment of the present invention. When the engine is started and the control circuit 10 is activated, the control circuit 10 takes in the output of the vehicle speed sensor 13. When the output of the vehicle speed sensor becomes equal to or higher than the set vehicle speed VS, the output of the steering angle sensor 12 is taken in and the target yaw rate (A) is calculated. As is well known, the target yaw rate calculation formula is

[0029]

[Equation 1] Is.

Among the above parameters, the stability factor S _f and the wheel base W _b are constants of the vehicle and are set in the control circuit 10 in advance, or are calculated when the control circuit 10 is started. This technique is known.

Then, the output (B) of the yaw rate sensor 11 is taken in and it is checked whether the absolute value of (AB) exceeds a preset control threshold value k _S. When it is determined that the control threshold is exceeded, the spin and drift classification, which is a feature of the present invention, is performed here. That is, the polarity of (A-B) and the output of the yaw rate sensor (B)
It is determined whether or not the polarity is the same or different. That is, the positive / negative of (A−B) × B is determined, and when it becomes negative, it is determined to be the spin. Then, it is monitored whether or not this state continues for a preset time t _s . If it does not continue for the time t _s, it is rejected as noise. When this state continues beyond the set time t _S , the braking control for the spin, which is a feature of the present invention, is executed. That is, braking air pressure is supplied to the front and outer wheels of the tractor (wheels on the outside when turning by steering) and the brake cylinders of the wheels of the trailer. This air pressure is intermittently controlled by the control of the brake system ABS. If the trailer is not equipped with the brake system ABS, the air pressure sent to the pipe 26 is intermittently changed.

The outer peripheral wheel of the front wheel is a single wheel, and the braking force generated thereby is small. However, the trailer 2 has four or eight wheels, and the braking force generated by this is large. Therefore, the trailer 2 exerts a force for pulling the tractor 1 back through the coupler 3 and acts to reduce the side slip phenomenon occurring in the rear wheel of the tractor 1. Due to this action, the angle around the vertical axis of the coupler is controlled to be smaller, and the occurrence of the jack knife phenomenon is prevented.

When the sampling period T _S has elapsed,
The steering angle sensor 12 is again taken in, the target yaw rate (A) is calculated, the output (B) of the yaw rate sensor 11 is taken in, and it is checked whether the absolute value of the difference (AB) still exceeds the control threshold value k _S. If it is determined to exceed, braking control is continued.

In this embodiment, the braking control is once performed.
Once started, the difference (A-B) polarity and yaw rate sensor
Whether the output (B) polarity is the same or different
The absolute value of the difference (AB) can be calculated without repeating
Control threshold k_S To continue braking control as long as it exceeds
did. In other words, the slippage occurs when braking control starts.
If you can determine that the elephant is a spin, then on the scale
Even if the spin phenomenon disappears, braking against spin
Continue control. This is the beginning of the sideslip phenomenon
Even if it is, there is no spin phenomenon due to the steering operation of the driver
However, even in this case, braking control for spin is also possible.
Continuing to control the jackknife phenomenon
This is because the control is on the safety side. Difference (A-
The absolute value of B) is the control threshold k_S (Control threshold for spin
If it is determined that the value does not exceed
Release the dynamic pressure and return to the initial state. Sampling frequency
Period T _S Is set appropriately according to the calculation speed of the control circuit 10.
In this embodiment, the sample
The switching period TS is about 10 milliseconds.

When (A−B) × B described above is positive, braking control for drift is executed. In the case of braking control against drift, the control threshold value k _d is larger than the control threshold value k _{s in} the case of spin, that is, the condition for starting braking control is loosened, and the target yaw rate (A) and the output of the yaw rate sensor are reduced. The braking control is not executed until the difference from (B) becomes correspondingly large.
In addition, the braking control in this case is performed so that the braking force is applied to the front inner ring instead of the front outer ring. According to the results of the tests conducted by the inventor, there is no problem even if the control threshold value k _d for drift is considerably larger than the control threshold value k _s for spin.
It was also found that, practically, there is no problem even if the control threshold value k _d for drift is set to infinity, that is, the braking control is not executed when the side slip is drift. In this case as well, the annoying operation described above for the familiar driver is eliminated, but when it is recognized that the driver is in a dangerous state, the braking control is correctly executed.

Explaining the determination of drift and spin by determining the positive / negative of (AB) × B described above, FIG. 5 shows the target yaw rate (A) calculated from the steering angle and the yaw rate sensor. It is the figure which displayed the output (B) on one time-axis. Both are numerical values calculated or measured in real time by the above [Equation 1] using the detection output of each sensor in one running vehicle. The horizontal axis represents time (seconds) and the vertical axis represents yaw rate (deg /
s). 5 and 6 show a combined vehicle at a vehicle speed of 30.
The data is recorded by actually running on a slippery road surface at a speed of km / h and performing the same running operation as changing lanes. FIG. 5 shows the case where the side slip phenomenon occurs, and FIG. 6 shows the case where the side slip phenomenon does not occur.

The driver gave a considerably large steering input to the left at a time point of about 2.5 seconds (time point (1)) on the time axis of FIG. 5 from the state where the vehicle was straight ahead. As a result, a wheel slip phenomenon occurred, and the driver turned the steered wheels to the right at a time point of about 5.5 seconds (time point (2)) on the time axis. If there is no wheel slip phenomenon, the output (B) of the yaw rate sensor should change to the target yaw rate (A). However, 2.5 seconds to 5.5 on the time axis
Until the second (between (1) and (2)), the output (B) of the yaw rate sensor fell below the target yaw rate (A). That is, (AB) occurred in the positive direction in the section from 2.5 seconds to 5.5 seconds on the time axis. In this section, a diagonal line is drawn to the lower right in FIG.

The fact that the difference (AB) is positive means that the traveling direction of the vehicle does not sufficiently follow the steering, which is not a spin. In this case, this difference (A-
The braking control is not executed until B) exceeds the threshold value k _d that is set higher. That is, the braking control was not executed from 2.5 seconds to 5.5 seconds (from (1) to (2)) on this time axis.

From a time point of about 5 seconds on the time axis in FIG. 5, the driver applies a steering input to the right in a state where there is a side slip.
With this as a trigger, from 5.5 seconds (time point (2)) on the time axis, the output (B) of the yaw rate sensor exceeds the target yaw rate (A) without the vehicle following this steering. It was Here, a skid occurs on the rear wheel of the vehicle,
It is thought to have become a so-called spin. In other words, the initial sideslip was drift, but it is considered that this was caused by the steering input that caused spin. Here, from the time when the difference (A -B) exceeds the control threshold k _s , the braking control is executed in the direction in which the device operates to suppress spin.
Further, the driver saw that the traveling direction of the vehicle had returned, and at the time point of about 8 seconds (time point (3)) on the time axis, the driver further steered to the left. The output (B) of the yaw rate sensor follows this and shows a leftward acceleration, and until the time point (time point (4)) of approximately 10.5 seconds on the time axis (A),
-B) occurred in the negative direction. This section ((2) to (4)
(Sections up to) are shown with diagonal lines rising to the right in FIG.

Further, from the time point of 10.5 seconds (time point (4)) on the time axis, the target yaw rate (A) again exceeds the output (B) of the yaw rate sensor. At about 13 seconds on the time axis (time point (5)), the steered wheels are turned back to the right again and continue until about 13.5 seconds on the time axis time point (time point (6)). In this section (section from (4) to (6)), (A-
B) has occurred in the positive direction. FIG. 5 is shown with a diagonal line descending to the right.

[0041] From the point of the time axis on about 6 seconds 5 up to the point of about 10 seconds | A-B |> k _s, and the difference between A and B exceeds the control threshold k _s. Over this period, that is, FIG.
The braking control for the spin is executed over a period indicated by a thick arrow on the time axis of. As described with reference to the flow chart shown in FIG. 4, when the spin determination is performed at the start of the braking control, the braking control for the spin is different from the difference (A-) without executing the positive / negative determination of (AB) × B. It is continuously executed until B) falls below the control threshold value k _s . And
From the time point of about 11 seconds to the time point of about 13 seconds on the time axis, a determination based on the control threshold value k _d is performed as a side slip phenomenon not including spin, and the braking control for the drift is executed over this period. This is also indicated by a thick arrow on the time axis.

As shown on the right side of the flowchart shown in FIG. 4, when it is determined that the side slip phenomenon is not caused by spin, the braking control by drift is executed. Since braking control by drift is less likely to cause a jackknife phenomenon in a connected vehicle, the control threshold for automatically executing braking control even if there is no driving operation is set higher than in the case of braking control by spin. It can be configured such that the braking control is not executed. Further, at this time, braking is performed on the front wheel turning inner wheel (not the outer wheel) of the tractor, and the trailer is also braked. As a result, automatic braking control will be executed even if the danger is not imminent,
The driver's dissatisfaction can be resolved.

In the device of the present invention, the trailer is braked but the rear wheels of the tractor are not braked in both the spin braking control and the drift braking control. By not braking the rear wheels of the tractor, there is an effect of preventing the side wheels from newly slipping, especially the side effect of causing spin. This is as explained above.

FIG. 6 shows the target vehicle yaw rate (A) and the output (B) of the yaw rate sensor when the sideslip phenomenon does not occur on the same road surface on the same vehicle from which the data shown in FIG. 5 is collected. Is. That is, the same vehicle was run on the same road surface, and the steering input was reduced to such an extent that the skid phenomenon did not occur. 6 is displayed with the horizontal axis aligned with FIG. 5, but the vertical axis of FIG. 6 is enlarged. According to FIG. 6, when the side slip phenomenon does not occur, the target yaw rate (A) in which the input steering angle is detected by the steering angle sensor and the yaw rate is calculated, and the yaw rate (B) detected by the yaw rate sensor are well known. You can see that they match. From this, it can be seen that the sideslip phenomenon shown in FIG. 5 is reasonably recorded.

[0045]

According to the present invention, it is possible to perform braking control by distinguishing whether the vehicle side slip phenomenon is caused by spin (rear wheel side slip) or drift (front wheel side slip). Is now possible. In the device of the present invention, the control threshold value of the lateral acceleration for executing the automatic braking control can be set to different values. As a result, the driver's dissatisfaction that the automatic braking control is discontinued can be resolved. According to the present invention, the drivability of the braking control device can be improved.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a coupled vehicle equipped with an apparatus according to an embodiment of the present invention.

FIG. 2 is a block configuration diagram of an apparatus according to an embodiment of the present invention.

FIG. 3 is a system diagram of piping and wiring of an apparatus according to an embodiment of the present invention.

FIG. 4 is an operation flowchart of a main part of the device according to the embodiment of the present invention.

FIG. 5 is an explanatory diagram of the operation of the device according to the embodiment of the present invention when a side slip phenomenon occurs.

FIG. 6 is an operation explanatory diagram of the device according to the embodiment of the present invention when the side slip phenomenon does not occur.

[Explanation of symbols]

1 tractor 2 trailers 3 coupler 10 Control circuit 11 Yaw rate sensor 12 Steering angle sensor 13 vehicle speed sensor 14 I / O interface 15-18 rotation sensor 19 I / O interface 20 I / O interface 21-25 relay valve 26 Trailer piping

Claims (7)

[Claims] 1. A braking control device having a control circuit for selectively supplying a braking pressure to some wheels according to a control logic according to an input signal, wherein a steering angle sensor and a yaw rate are provided in the vehicle. The control circuit includes a sensor and a vehicle speed sensor, and the control circuit calculates a yaw rate generated when there is no side slip from the outputs of the steering angle sensor and the vehicle speed sensor as a target yaw rate (A), and a vehicle speed exceeding a predetermined value. Yes, the magnitude of the difference (AB) between the target yaw rate and the output (B) of the yaw rate sensor exceeds a predetermined value for a predetermined time, and the difference (AB) and the output (B) of the yaw rate sensor. And a means for supplying a braking pressure to the front turning outer wheel of the vehicle when the polarities of 1) are different from each other. 2. The controlled object of the control circuit is a connected vehicle, the control circuit, the steering angle sensor and the yaw rate sensor are provided on a tractor, and the control circuit supplies the wheels of the tractor and the wheels of the trailer. The braking control device according to claim 1, including means for controlling the braking pressure. 3. The braking control apparatus according to claim 2, wherein the control circuit includes means for supplying braking pressure to the front turning outer wheel of the tractor and at the same time supplying braking pressure to the wheels of the trailer. 4. The braking control device according to claim 3, wherein the control circuit includes means for intermittently controlling the braking pressure supplied to the wheels of the trailer. 5. The control circuit includes means for prohibiting supplying braking pressure to a part or all of the rear wheels of the tractor at the timing of supplying braking pressure to the front turning outer wheel of the tractor. The braking control device described. 6. The magnitude of the difference between the target yaw rate and the output (B) of the yaw rate sensor when the difference (AB) and the output (B) of the yaw rate sensor have the same polarity. 3. The braking control device according to claim 1 or 2, further comprising means for supplying braking pressure to the front turning inner wheel of the vehicle when a predetermined value for lateral slip control set to be larger than the predetermined value is exceeded. 7. The control circuit includes means for prohibiting supplying braking pressure to a part or all of the rear wheels of the tractor at the timing of supplying braking pressure to the front turning inner wheel of the tractor. The braking control device according to claim 6 according to the description.