JP3433013B2 - Anti-lock brake control device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [0001] BACKGROUND OF THE INVENTION 1. Field of the Invention
With a normally open solenoid valve interposed between the wheel brake
Brake hydraulic pressure adjustment capable of adjusting the hydraulic pressure of the wheel brake
Means, wheel speed detecting means for detecting wheel speed, and the vehicle
The vehicle speed is calculated based on the wheel speed obtained by the wheel speed detection means.
Vehicle speed estimating means for estimating the vehicle speed, and the wheel speed detecting means
The wheel speed obtained by
To calculate the slip rate based on the estimated vehicle speed
Lip ratio calculation means and the vehicle speed estimation means.
Set the target slip rate based on the estimated vehicle speed.
Set by the lip rate setting means and the target slip rate setting means.
Target slip ratio and slip ratio calculation means
Pressure reduction, holding and pressure increase based on the difference
Determine the control mode and at least in boost mode
Pressure increase speed adjustment by duty control of the normally open solenoid valve
To control the operation of the brake fluid pressure adjusting means.
Vehicle anti-lock brake including control mode determining means
The present invention relates to a rake control device. [0002] 2. Description of the Related Art Conventionally, such anti-lock brake control is performed.
The apparatus is disclosed in, for example, Japanese Patent Application Laid-Open No. 3-79460.
Already known. [0003] SUMMARY OF THE INVENTION In the above prior art,
When the boost mode continues for more than the specified time, the boost
Insufficient
The pressure increase correction is performed. However, the booster mode
Because only the duration is referenced, in any case
When the boost mode continues for more than a predetermined time, the boost
Will be executed, for example, near the target slip rate.
Pressure increase mode continues with the slip ratio controlled
Pressure increase mode has continued for a predetermined time
The slip ratio is increased by the pressure increase correction at
And the control may be disturbed. [0004] The present invention has been made in view of such circumstances.
When compensating for pressure increase,
Anti-lock brake system for vehicles to prevent
It is intended to provide a control device. [0005] [MEANS FOR SOLVING THE PROBLEMS] To achieve the above object
In addition, the present invention is applied between the master cylinder and the wheel brake.
Having a normally-open solenoid valve interposed therebetween,
Brake fluid pressure adjustment means capable of adjusting pressure and wheel speed detection
Output wheel speed detecting means, and the speed obtained by the wheel speed detecting means.
Vehicle speed estimation that estimates the vehicle speed based on the wheel speeds
Determining means and the wheel speed obtained by the wheel speed detecting means.
And the estimated vehicle speed obtained by the vehicle speed estimation means.
Slip ratio calculating means for calculating a slip ratio based on the
Based on the estimated vehicle speed obtained by the vehicle speed estimation means
Target slip rate setting means for determining a target slip rate by
The target slip rate set by the target slip rate setting means
And the difference between the slip rates obtained by the slip rate calculation means.
When the control modes of pressure reduction, holding and pressure increase are determined based on
In both cases, at least in the boost mode, the data of the normally open solenoid valve
The pressure increase speed can be adjusted by
Control mode determining means for controlling the operation of the brake fluid pressure adjusting means
Anti-lock brake control device for a vehicle comprising:
The target slip set by the target slip ratio setting means.
From the slip rate calculated by the slip rate calculating means.
By integrating the deviation obtained by subtracting the rate,
Value to obtain the negative deviation integral value when the value is
And whether the negative deviation integral value exceeds a predetermined value.
And a correction signal is output when a predetermined value is exceeded.
Control mode determining means, comprising:
Responds to the correction signal input from the correction determination means
Change of control mode from decompression mode to hold mode or
Changes from hold mode to pressure increase mode
When the current control mode is the boost mode,
It is characterized in that it is configured to increase the degree. [0006] Embodiments of the present invention will be described below.
A description will be given based on one embodiment of the present invention shown in the accompanying drawings. FIGS. 1 to 8 show the present invention suitable for a motorcycle.
FIG. 1 shows an example of a motorcycle when used.
FIG. 2 is an overall configuration diagram of a car brake device, and FIG.
FIG. 3 is a block diagram showing the configuration, and FIG.
Flow chart, FIG. 4 shows estimated vehicle speed based on wheel speed
FIG. 5 is a diagram for explaining the calculation processing of FIG.
FIG. 6 is a block diagram showing the configuration, and FIG.
FIG. 7 shows the procedure of the judgment processing by the correction judgment means.
FIG. 8 is a flow chart, and FIG.
It is a figure showing the relation of rake pressure. First, referring to FIG.
The master cylinder 2 that outputs hydraulic pressure according to the
A pair of left and right front wheel brakes B mounted on the front wheel of a wheeled vehicle_F1,
B_F2Between both front wheel brakes B_F1, B_F2Brake
Brake fluid pressure adjusting means 3 capable of adjusting fluid pressure_FIs provided
You. In addition, a hydraulic pressure corresponding to the operation of the brake pedal 4 is output.
Mounted on the master cylinder 5 and the rear wheel of the motorcycle
Rear wheel brake B_RBetween the rear wheel brake B_RLiquid
Brake fluid pressure adjusting means 3 capable of adjusting pressure_RIs provided
You. Brake fluid pressure adjusting means 3_FIs reservoir 6
_FAnd both front wheel brakes B_F1, B_F2And master cylinder
Normally open solenoid valve 7 provided between the two_FAnd reservoir 6_FYou
And both front wheel brakes B_F1, B_F2Normally-closed electricity provided between
Magnetic valve 8_FAnd both front wheel brakes B_F1, B_F2From the side
Normally opened to allow brake fluid to flow to the Linda 2 side
Type solenoid valve 7_FCheck valve 9 connected in parallel to_FAnd sucking
Inlet is suction valve 10_FVia reservoir 6_FConnected to
With the discharge valve 12_FThrough the master cylinder
Return pump 11 connected to 2_FAnd The brake fluid pressure adjusting means 3_RIs a reservoir
Ba 6_R, Normally open solenoid valve 7_R, Normally closed solenoid valve 8_R, Check
Kuben 9_R, Suction valve 10_R, Return pump 11_RAnd discharge
Valve 12_RThe brake fluid pressure adjusting means 3_FSame as
It is configured like this. Moreover, the brake fluid pressure adjusting means 3_FReturn port
Amp 11_FAnd brake fluid pressure adjusting means 3_RReturn pump
11_RAre driven by a common motor 13. Brake fluid pressure adjusting means 3_FNormally open type in
Solenoid valve 7_FAnd normally closed solenoid valve 8_FAnd brake fluid pressure control
Adjusting means 3_RNormally open solenoid valve 7_RAnd normally closed electromagnetic
Valve 8 _RAnd the motor 13 are controlled by the control unit 14.
Is controlled. The control unit 14 is fixed to the front wheels.
Pulsar gear 15_FIs fixedly arranged facing the side of
Front wheel speed sensor 16_F, Pulsar fixed to the rear wheel
-Gear 15_RRear wheel car fixedly arranged facing the side of the car
Wheel speed sensor 16_RBrake switch for front wheel brake
17_FAnd brake switch 17 for rear wheel brake_Rof
Output signals are input to the control unit 14 respectively.
Are their sensors 16_F, 16_RAnd switch 17
_F, 17_RThe normally-open solenoid valve 7 according to the output of_F,
7_R, Normally closed solenoid valve 8_F, 8_RAnd operation of motor 13
Control. In the control unit 14, an anti-lock
Refer to Fig. 2 for the configuration of parts related to brake control
To explain, the control unit 14 controls the front wheel brake.
Rake fluid pressure adjusting means 3_FWheel speed calculation for front wheels corresponding to
Means 20_F, Front wheel acceleration / deceleration calculating means 21_F,Previous
Wheel speed calculating means 22_FAnd front wheel side control unit 23 _F
And brake fluid pressure adjusting means 3 for the rear wheels._R
, The rear wheel speed calculating means 20 corresponding to_R, Rear wheel
Acceleration / deceleration calculation means 21_R, Rear vehicle speed calculating means 2
2_RAnd rear wheel side control unit 23_RWith both brakes
Liquid pressure adjusting means 3_F, 3_RVehicle speed estimation
Reference vehicle speed setting means 24 is provided as a step. Thus, the front wheel side control unit 23_FThe system defined in
The control amount is the front wheel solenoid driving means 25._FIs entered in
Front wheel solenoid drive means 25_FFor the front wheels
Fluid pressure adjusting means 3_FNormally open solenoid valve 7_Fand
Normally closed solenoid valve 8_FIs driven to open and close, and the rear wheel side control unit 2
3_RIs controlled by the rear wheel solenoid driving means 2
5_RAnd the rear wheel solenoid driving means 25_R
Means for adjusting brake fluid pressure for rear wheels 3_RNormally open in
Type solenoid valve 7_RAnd normally closed solenoid valve 8_RIs driven to open and close,
Further, both brake fluid pressure adjusting means 3_F, 3_RCommon mode
Data 13 for executing anti-lock brake control.
The control amount is the front wheel side and rear wheel side control unit 23 _F, 23_RFrom
In response to the motor driving means 26, the motor
It is operated by the driving means 26. Front wheel speed calculating means 20_FIs for the front wheels
Wheel speed sensor 16_FThe front wheel speed
The front wheel speed sensor 16_FAnd
The front wheel speed detecting means 19_FIs configured. After
Wheel speed calculating means 20 for wheels_RIs the rear wheel speed sensor
16_RThe rear wheel speed is calculated by receiving the output signal of
The rear wheel speed sensor 16_RWith rear wheel
Speed detecting means 19_RIs configured. By the way, both wheel acceleration / deceleration calculating means 21
_F, 21_R, Both vehicle speed calculating means 22_F, 22_R,
Front wheel side and rear wheel side control unit 23_F, 23_RIs it
Each has the same function.
Acceleration / deceleration calculation means 21_F, Front wheel body speed calculating means 2
2_F, Front wheel side control unit 23_FOnly for the rear wheel
Wheel acceleration / deceleration calculation means 21_R, Rear wheel body speed calculator
Step 22_RAnd rear wheel side control unit 23_ROmit explanation about
Abbreviate. Front wheel wheel acceleration / deceleration calculation means 21_FIs
Front wheel speed detecting means 19_FWheel speed for front wheels
Arithmetic means 20_FDifferentiating the front wheel speed obtained in
-To obtain deceleration. Front wheel body speed calculating means 22_FIs for the front wheels
Wheel speed detecting means 19_FFront wheel speed detected by
Front wheel acceleration / deceleration calculation means 21_FBefore calculated by
Calculates estimated vehicle speed for front wheels based on wheel acceleration / deceleration
And the estimated vehicle speed according to the processing procedure shown in FIG.
Calculate the degree. In step S1 of FIG. 3, the wheel speed for the front wheels
Detecting means 19_FFront wheel speed VW detected at
Wheel acceleration / deceleration calculation means 21 for wheels_FFront wheel calculated by
Read the deceleration dVW, and in step S2, set the flag F
Is determined to be “0”, and when F = 0,
Sets the front wheel speed VW to the estimated vehicle speed VR in step S3.
After that, the flag F is set to "1" in step S4. This
Steps S1 to S4 are performed when the calculation of the estimated vehicle speed is started.
This is a processing step. In the next operation processing cycle, F =
Since it is 1, proceed from step S2 to step S5
become. In step S5, the current wheel speed VW
(n) is less than or equal to the previous estimated vehicle speed VR (n-1)
Whether the front wheel speed is constant or decelerating
Judge whether it is in the process of constant speed or deceleration.
If so, the process proceeds to step S6, where dVW ≦ α1.
Whether or not the deceleration of the front wheel speed is the set deceleration α1
(For example, -1 G) or more. Like this
When VW (n) ≦ VR (n−1), that is, before
When it can be determined that the wheel speed is in the constant speed or deceleration process
In step S6, the flag Fα2 is set to “0”.
Then, in the next step S7, it is determined whether or not Fα1 = 1.
I do. This flag Fα1 sets acceleration / deceleration during the deceleration process.
It becomes “1” when set to constant deceleration α1.
Since Fα1 = 0 in the first processing cycle,
The process proceeds from step S7 to step S8. In step S8, it is determined whether dVW≤α1.
That is, the deceleration of the front wheel speed is greater than or equal to the set deceleration α1
It is determined whether or not deceleration has occurred. Thus, dVW ≦ α1
If there is, the acceleration / deceleration α is reduced in step S9.
The speed is set to α1, and the flag Fα1 is set at step S10.
After setting to “1”, the process proceeds to step S11. In step S11, the estimated vehicle speed VR
The calculation is performed, and the previous estimated vehicle speed is set to VR (n
-1), and the time of the arithmetic processing cycle is ΔT (for example, 3
m)), the current estimated vehicle speed VR (n) is VR (n) = VR (n-1) + α · ΔT Is calculated as If dVW> α1 in step S8,
When it is determined, the acceleration / deceleration α is set to the previous value in step S12.
After setting the wheel addition / deceleration dVW, the process proceeds to step S11.
That is, if Fα1 = 1 in step S7,
When the determination is made, the process proceeds from step S7 to step S11.
Will be. That is, in the process of reducing the front wheel speed,
When the wheel acceleration / deceleration dVW is equal to or greater than the set deceleration α1
The set deceleration α1 in the subsequent deceleration process.
It is assumed that the vehicle speed is decreasing at
Is calculated. In step S5, VW (n)> VR (n-1).
The front wheel speed is in the process of increasing speed
When it is determined that step S5 to step S13
The flag Fα1 = 0 is set in this step S13.
After that, in step S14, when the flag Fα2 = 1
It is determined whether or not there is. This flag Fα2 indicates the speed increase process.
"1" when the acceleration / deceleration is set to the set acceleration α2 with
In the first processing cycle of the speed increasing process,
Since Fα2 = 0, steps S14 to S1 are performed.
5 and dVW ≧ α2 in step S15.
Whether it is, that is, the acceleration of the front wheel speed is the set acceleration α
It is determined whether it is two or more. And dVW ≧ α2
If there is, set acceleration / deceleration α in step S16
After setting the acceleration to α2, in step S17
After setting Fα2 = 1, the process proceeds to step S11. Ma
If dVW <α2, the process proceeds to step S18.
・ After setting the deceleration α to the front wheel acceleration / deceleration dVW,
Proceeding to step S11, it is determined in step S14 that Fα2 = 1.
If so, the process directly proceeds to step S11.
That is, in the process of increasing the front wheel speed, the front wheel acceleration / deceleration d
When VW becomes equal to or greater than the set acceleration α2,
In the subsequent speed increasing process, the vehicle speed increases at the set acceleration α2.
Calculation of the estimated vehicle speed VR is performed assuming that the vehicle speed is high.
Will be. Such a front wheel body speed calculating means 22_F
According to the calculation, the estimated vehicle speed is as shown in FIG.
In the deceleration process of the front wheel speed, the deceleration of the set deceleration α1 or more
Speed using the deceleration of the front wheel speed.
Calculates the constant vehicle speed VR and increases the front wheel speed
So that the acceleration does not exceed the set acceleration α2
Of estimated vehicle speed VR using acceleration of front wheel speed
Will be performed. The set acceleration α2 is, for example, +1 G
However, it is larger during antilock brake control.
May be set to a value, depending on the vehicle deceleration.
May be changed. The reference vehicle speed setting means 24 is a vehicle body for a front wheel.
Speed calculation means 22_FThe estimated vehicle speed for the front wheels calculated in
Rabi and rear wheel body speed calculating means 22_RFor rear wheel calculated by
Based on the estimated vehicle speed, the slip ratio of the front and rear wheels
Is used to set the estimated vehicle speed as a reference for determining
For example, the front wheel body speed calculating means 22_FCalculated by
Estimated vehicle speed for front wheels and vehicle speed for rear wheels 2
2_RThe high select value of the estimated vehicle speed for the rear wheels calculated in
Select as the reference estimated vehicle speed. Front wheel side controller 23_FIs the front wheel speed detection
Delivery means 19_FFront wheel speed, front wheel speed increase / decrease
Speed calculation means 21_FFront wheel acceleration / deceleration obtained by
To the estimated vehicle speed obtained by the reference vehicle speed setting means 24
Based on the front wheel brake B_F1, B_F2Brake fluid pressure control
The amount is determined, and is configured as shown in FIG. In FIG. 5, the front wheel control unit 23_FThe pickpocket
Slip rate calculating means 28 and target slip rate calculating means 29
, Deviation calculating means 30, P-term calculating means 31,
I-term operation means 32 as a stage, D-term operation means 33,
PID calculation means 34, friction coefficient determination means 35, control
A mode determining unit 36 and a correction determining unit 37 are provided. The slip ratio calculating means 28 calculates the front wheel speed.
Degree detecting means 19_FWheel speed detected at
Based on the estimated vehicle speed obtained by the vehicle speed setting means 24
Thus, the slip ratio of the front wheels is calculated. Ie
The slip ratio is SR, the estimated vehicle speed is VR, and the front wheel speed is V
When W is set, the slip ratio SR is SR = (VR−VW) / VR Is calculated by the slip ratio calculating means 28. In the target slip ratio setting means 29, the reference vehicle
Based on the estimated body speed obtained by the body speed setting means 24
And the target slip ratio when traveling at the estimated vehicle speed.
Is set as the target slip ratio SRobj. The deviation calculating means 30 sets a target slip ratio.
The target slip ratio SRobj set by the
Of the slip ratio SR calculated by the lip ratio calculation means 28
The deviation ΔS (= SRobj−SR) is calculated. The friction coefficient determining means 35 includes a reference vehicle speed.
The estimated vehicle speed obtained by the setting means 24 and the front wheel
Wheel speed detecting means 19_FThe front wheel speed obtained in
The friction coefficient determination means 35 determines the estimated vehicle speed and
Vehicle deceleration calculated based on
The friction coefficient of the road surface is determined by comparison with the calculated value. In the P term calculating means 31, the deviation calculating means 30
Calculation of multiplying the deviation ΔS obtained in the above by the gain constant Kp
(Kp × ΔS) is executed.
If the deviation ΔS (n-3) before a fixed time (for example, three times)
And the difference of the current deviation ΔS (n) is multiplied by a gain constant Kd.
The differential operation ｛Kd × (ΔS (n−3) −ΔS (n)) is executed.
You. In the I-term calculating means 32, the product sum 前 記 of the deviation ΔS
Integral operation for multiplying ΔS by a gain constant Ki (K i × ΣΔ
S) is executed, and the integrated value is such that the deviation ΔS is “0”.
Reset every time. Therefore, the I term operation means 32
Then, when the deviation ΔS is a negative value,
If the target slip rate SRobj is smaller than the slip rate SR
And the deviation ΔS is positive.
Value, that is, the target slip ratio SRobj
Plus side deviation integrated value Ip when the value is larger than the tapping ratio SR
Is obtained. In the PID operation means 34, the P term operation means 3
If the proportional operation value of 1 is the integral operation value of the I term operation means 32,
And the differential operation value of the D-term operation means 33, and the PID
The operation value Kpid is obtained as follows. Kpid = Kp × ΔS + Ki × ΣΔS + Kd
× ｛ΔS (n-3) −ΔS (n)｝ The control mode determining means 36 includes front wheel acceleration / deceleration performance.
Arithmetic means 21_FAcceleration / deceleration obtained in the above, reference vehicle speed
The estimated vehicle speed and the coefficient of friction determination obtained by the setting means 24
Determination of friction coefficient by step 35 and PID calculation means 3
4 is input, and the control mode determining means 36
Is the control amount of the brake pressure during antilock brake control.
Is defined as follows. That is, the input from the PID calculation means 34
The calculated PID value Kpid is displayed on a preset map.
Threshold K₁, K_TwoControl mode is determined in comparison with
The map is set as shown in FIG.
This map is based on the estimation obtained by the reference vehicle speed setting means 24.
Threshold value K that changes with constant vehicle speed₁, K_TwoBy
Pressure reduction mode, hold mode and pressure increase mode
The area is determined by the friction coefficient determination means 35 as the friction coefficient of the road surface.
A plurality is prepared according to the result. Moreover, the threshold value K₁, K
_TwoDepends on whether the wheel speed is decelerating or accelerating.
The wheel speed is decreasing.
At some point, as indicated by the dashed line in FIG. ₁, K_TwoIs set
On the other hand, when the wheels are accelerating,
K as shown by the line₁, K_TwoIs set. Ie wheels
When the speed is decelerating than when accelerating
Threshold K₁, K_TwoIs set slightly larger. Based on this map, Kpid ≦ K₁Noto
The decompression mode is selected₁<Kpid ≤ K_TwoNoto
Hold mode is selected when_Two<Kpid
In this case, the pressure increase mode is selected. Thus decompression
In the mode, the brake fluid pressure adjusting means 3_FIn, normally open
Type solenoid valve 7_FWith normally closed solenoid valve 8_FIs given
Valve opening controlled by duty, normally open electromagnetic in holding mode
Valve 7_FAnd normally closed solenoid valve 8_FAre closed together,
Normally closed solenoid valve 8 in pressure increase mode_FNormally open with closed
Type solenoid valve 7_FIs controlled to open. In the pressure increasing mode, the normally open solenoid valve 7_F
Pressure increase degree can be changed by controlling the duty ratio of
The control mode determination means 36
7, the current control mode decreases according to the correction signal input from
Pressure mode, hold mode and current control
When the mode is the hold mode, switch to the pressure increase mode
Change the control mode and change the current control mode
When in boost mode, increase the boost speed in boost mode.
Exaggerate. The correction determining means 37 includes the I term calculating means 32
The negative side integral value Im of the integral operation value of
Correction based on the negative deviation integral value Im
The determination is made by the correction determining means 37 according to the procedure shown in FIG.
The judgment result is sent from the correction judgment means 37 to the control mode.
The determination means 36 is provided. In step S101 of FIG.
The negative side integral value Im at the stage 32 is read, and
In step S102, the minus side deviation integral value Im is
It is determined whether Im is larger than the fixed value N, and Im> N.
Sometimes, a correction signal is output in step S103.
You. Next, the operation of this embodiment will be described.
During the anti-lock brake control,
In the stage 37, the negative deviation integration by the I-term calculating means 32 is performed.
Slip from the value Im, that is, the target slip rate SRobj
Product on the negative side of deviation ΔS obtained by subtracting rate SR
It is determined whether the minute value exceeds a predetermined value N.
In addition, when Im> N, the correction signal
7 is output. Therefore, the above described
The negative side deviation integral value Im is obtained by calculating the target slip ratio SRobj
And the magnitude of the deviation ΔS of the slip ratio SR and
Includes both durations that change depending on the pressure
According to the correction signal by such a correction judgment,
In the control mode determining means 36, the current control mode is
When in decompression mode, switch to hold mode and
When the control mode is the hold mode, switch to the pressure increase mode.
Each time the control mode is changed, the current control mode is
When the pressure is in boost mode, the boost pressure in boost mode
Can be increased, so that
Brake fluid pressure control according to changes in surface conditions becomes possible. That is, when the degree of pressure increase is insufficient
Is the deviation of the slip ratio SR from the target slip ratio SRobj.
By increasing the difference, as shown by the solid line in FIG.
When it is relatively short from the start of the calculation of the negative deviation integral value Im
Time t when the time has elapsed₁Where the negative deviation integral value Im is
Exceeding the fixed value N, the brake fluid pressure is corrected to the pressure increase side,
Brake fluid required even when the friction coefficient of
Brake fluid pressure can be quickly increased to
You. On the other hand, near the target slip ratio SRobj
When the slip ratio SR is maintained beside, the deviation ΔS
As shown by the dashed line in FIG.
When a relatively long time has elapsed since the start of the calculation of the integral value Im
Time t_TwoAnd the negative side deviation integral value Im exceeds the predetermined value N.
The brake fluid pressure is corrected to the pressure boost side,
Positive is hard to do. In other words, pressure increase correction is performed carelessly
To prevent the slip rate SR from becoming deeper
There is no fear of disturbing you. The embodiment of the present invention has been described above in detail.
The description is not limited to the above embodiment, but
Various designs without departing from the invention described in the scope
Changes can be made. For example, the present invention is not limited to a motorcycle.
It is also applicable to four-wheeled passenger vehicles. [0047] As described above, according to the present invention, the target slip
Integrate the deviation obtained by subtracting the slip rate from the
And the deviation is a negative value when the deviation is a negative value.
In addition to obtaining the integral value,
When the set value is exceeded, the decompression mode of the current control mode
Change from holding mode to pressure holding mode
Mode and the current control mode changes to
If the pressure is too high, increase the pressure increase.
To compensate for changes in road surface conditions
It promotes rapid convergence to the slip ratio and increases pressure
Preventing control from being disturbed by correction
Can be.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall configuration diagram of a brake device for a motorcycle. FIG. 2 is a block diagram illustrating a configuration of a control unit. FIG. 3 is a flowchart illustrating a vehicle speed estimation procedure. FIG. 4 is a diagram for explaining a calculation process of an estimated vehicle body speed based on a wheel speed. FIG. 5 is a block diagram illustrating a configuration of a front wheel control unit. FIG. 6 is a diagram showing a map for determining a control mode. FIG. 7 is a flowchart illustrating a procedure of a determination process by a correction determination unit. FIG. 8 is a diagram showing a relationship between a negative deviation integrated value and a brake pressure. [EXPLANATION OF SYMBOLS] 2,5 ... master cylinder 3 _F, 3 _R ... brake fluid pressure adjusting means 7 _F, 7 _R ... normally open solenoid valve 19 _F, 19 _R ... wheel speed detecting Means 24: Reference vehicle speed setting means 28 as vehicle speed estimating means 28: Slip rate calculating means 29: Target slip rate setting means 32: I-term calculating means 36 as integrating means: Control Mode deciding means 37 ... Correction judging means _BF1 , _BF2 , _BR ... Wheel brake

──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Teruyasu Ishikawa 1-4-24 Shiromi, Chuo-ku, Osaka-shi, Osaka Inside of NEC Home Electronics Co., Ltd. (56) References JP-A-2-70566 (JP, A) JP-A-3-292247 (JP, A) JP-A-5-8714 (JP, A) JP-A-5-8715 (JP, A) JP-A-5-105065 (JP, A) JP-A-7 JP-A-10-101327 (JP, A) JP-A-7-112660 (JP, A) JP-A-8-113131 (JP, A) JP-A-8-142837 (JP, A) JP-A-8-142840 (JP, A) JP-A-8-142848 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60T 8/58

Claims (1)

(57) Patent Claims 1. A master cylinder (2,5) and the wheel brake _{(B F1, B F2; B} R) normally open electromagnetic valve that is provided between (7 _F, 7 _R ) and having the wheel brakes (B _F1 , B
_F2; B _R) adjustable brake fluid pressure adjusting means fluid pressure between (3 _F, 3 _R), a wheel speed detecting means for detecting a wheel speed (19 _F, 19 _R), the wheel speed detecting means ( 1
_9F , _19R ), a vehicle speed estimating means (24) for estimating the vehicle speed on the basis of the wheel speeds obtained by the wheel speed detecting means ( _19F , _19R ) and the vehicle speed. A slip ratio calculating means (28) for calculating a slip rate based on the estimated vehicle speed obtained by the speed estimating means (24), and a target slip based on the estimated vehicle speed obtained by the vehicle speed estimating means (24). A target slip ratio setting means (29) for determining a rate, a pressure reduction, a holding and a pressure reduction based on a difference between the target slip rate set by the target slip rate setting means (29) and the slip rate obtained by the slip rate calculation means (28). wherein at least in the pressure increase mode with defining the respective control modes intensifier normally open solenoid valve (7 _F, 7
In the anti-lock brake control apparatus for a vehicle and a said brake fluid pressure adjusting means (3 _F, 3 _R) control mode determining means for controlling the operation of (36) as possible to pressure increase rate adjustment by duty control of _R), The deviation obtained by subtracting the slip ratio obtained by the slip ratio calculating means (28) from the target slip ratio set by the target slip ratio setting means (29) is integrated, and the deviation is a negative value. Integration means (32) for obtaining a negative deviation integrated value at the time; and correction judging means (j) for judging whether the negative deviation integrated value exceeds a predetermined value and outputting a correction signal when the negative deviation integrated value exceeds the predetermined value. 37), and the control mode determining means (36) switches the current control mode from the pressure reduction mode to the holding mode in response to the correction signal input from the correction determining means (37). Additional or together with the holding mode make changes to the pressure increasing mode current control mode is a vehicle antilock brake control apparatus characterized by being arranged to increase its increasing 圧程 degree when a pressure increasing mode.