JP3456840B2 - 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
Based on the wheel speed obtained by the wheel speed detection means,
And control modes for pressure increase and pressure increase.
In the boost mode, the duty control of the normally open solenoid valve is
To control the operation of the brake fluid pressure adjusting means.
Vehicle anti-lock device having control mode determining means for controlling the vehicle.
The present invention relates to a brake control device. [0002] 2. Description of the Related Art Conventionally, such anti-lock brake control is performed.
In the device, when the control mode is the pressure increase mode
If the wheel slip rate is below a certain value for a certain period of time
The brake operation member and return
Anti-lock brake when the key switch is turned off.
In general, the key control is terminated. [0003] By the way, the pressure increasing mode
The wheel slip rate is below a certain value
When the duration is less than a certain time,
Assuming that the operation input is released, the brake switch
Anti-lock brake control when the switch is turned off
There is no problem as the
The brake switch to the off position.
It doesn't work. Therefore, anti-lock brake control
Is maintained, and the operation input of the brake operation member
Check valve works in parallel with normally open solenoid valve
To reduce the brake fluid pressure of the wheel brakes
Then, the control mode determining means detects that the brake fluid pressure has been reduced.
Judgment is due to the anti-lock brake control and the pressure increase command
Will be output. Therefore, according to the pressure increase command
Chopping operation of normally open solenoid valve by duty control
Sometimes, the brake operating member is operated again to increase the brake fluid pressure.
The normally open solenoid valve will chop
Due to the wheel brakes from the master cylinder
The brake fluid pressure action on the
And [0004] The present invention has been made in view of such circumstances.
Therefore, brake operation during antilock brake control
Prevents responsiveness from deteriorating during re-operation after returning members
Provide anti-lock brake control device for stopped vehicle
The purpose is to: [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.
Pressure reduction, hold and pressure increase control based on wheel speed
Mode and at least in boost mode
The duty control of the normally open solenoid valve
Determination of control mode for controlling operation of brake fluid pressure adjusting means
Vehicle anti-lock brake control device comprising:
The deceleration of the wheel speed obtained by the wheel speed detection means.
Wheel speed change from the beginning to the next deceleration through the speed-up process
The amount and time are calculated and the time is not set time.
Full and the speed change amount is less than a predetermined value.,
Brake operation to the extent that the brake switch does not turn off
Judge that the member has been returnedAnti-lock brake control
A control termination determination means for outputting a termination signal is included.
And features. [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 9 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 is a flowchart illustrating a determination process performed by the control end determination unit.
FIG. 8 is a flowchart showing the operation in step S101 of FIG.
FIG. 9 is a flowchart showing a subroutine of FIG.
FIG. 7 is a diagram showing a change in wheel speed accompanying the change of the vehicle speed. 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_RAnd the reference vehicle speed setting
A determining means 24. 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 brake
Rake switch 17_FON / OFF signal, front wheel speed
Degree detecting means 19_FFront wheel speed detected by
.Deceleration calculating means 21_FFront wheel acceleration / deceleration obtained in
And the estimated vehicle speed obtained by the reference vehicle speed setting means 24.
Based on the degree, front wheel brake B_F1, B_F2Brake fluid pressure
The control amount is determined, and is configured as shown in FIG.
You. In FIG. 5, the front wheel control unit 23_FThe pickpocket
Slip rate calculating means 28 and target slip rate calculating means 29
The deviation calculation means 30, the control end determination means 31,
Friction coefficient determining means 32, PID calculating means 33,
And a code determination unit 34. 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 32 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 determining means 32 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 PID calculation means 33, the deviation calculation means 3
Based on the deviation ΔS obtained at 0, the following PID calculation
Is performed, and the PID operation value Kpid as the operation result is P
It is obtained by the ID calculation means 33. Kpid = Kp × ΔS + Ki × ΣΔS + Kd
× ｛ΔS (n-3) −ΔS (n)｝ That is, the PID calculating means 33 sets the gain to the deviation ΔS.
The proportional operation multiplied by the number Kp and the product sum 偏差 ΔS of the deviation ΔS
Integral operation multiplied by the IN constant Ki and a predetermined time before (for example,
(Three times before) deviation ΔS (n-3) and current deviation ΔS
differential operations for multiplying the difference of (n) by a gain constant Kd
Is performed. The control mode determining means 34 includes a front wheel
Acceleration / deceleration calculation means 21_FWheel acceleration / deceleration obtained in
The estimated vehicle speed obtained by the reference vehicle speed setting means 24,
Friction coefficient determination result by friction coefficient determination means 32 and PI
The output of the D operation means 33 is input and the control mode is determined.
In the means 34, the brake at the time of the antilock brake control
The control amount of the pressure is determined as follows. That is, the input from the PID calculation means 33
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 the friction coefficient determination of the road surface by the friction coefficient determination means 32.
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
By controlling the duty of
And full-open pressure increase can be switched.
Normally closed solenoid valve 8_FBy controlling the duty of
For example, it is possible to switch between gentle pressure reduction and fully open pressure reduction. The control end determination means 31 includes a front wheel brake
Brake switch 17_FSwitch signal for front wheels
Speed detecting means 19_FFront wheel speed and reference vehicle speed
The estimated vehicle speed obtained by the setting means 24,
Deceleration calculation means 21_FFront wheel acceleration / deceleration obtained in
And the slip ratio SR obtained by the slip ratio calculating means 28
Is input and a signal indicating the current control mode is
Input from the control mode determining means 34,
The control end determination based on the input signal is shown in FIG. 7 and FIG.
This is performed by the control end determination means 31 according to the procedure,
The fixed result is obtained from the control end determination means 31 to the control mode determination means
34. In step S101 of FIG.
The first judgment of the brake control end is shown in FIG.
Run according to In step S101A of FIG.
Brake switch for front wheel brake 17_FSwitch from
Determines whether the signal has changed from on to off,
When the state changes to the anti-lock state in step S101B.
A signal for ending brake control is output. Also
If it remains in the ON state, step S101C
, The control input from the control mode determination means 34
The state in which the mode is the pressure increase mode exceeds the certain time T1
Judge whether or not it is sustained, and when the condition is satisfied
In step S101D, the slip ratio SR is set to a predetermined value.
Whether the following condition persists beyond a certain time T1
Determine whether or not. Thus, in the boost mode, the wheel
The duration of the state in which the lip ratio is equal to or less than the predetermined value is a fixed time
Exceeds step S101D to step S101D.
Proceeds to 101B to end the antilock brake control
Output a signal for That is, this subroutine
Determines whether to end antilock brake control or not.
The control mode is the pressure increase mode
The wheel slip rate is below a certain value.
The brakes continue for a certain period of time or
Itch 17_FControl end determination means when is turned off
31 to end the anti-lock brake control
It will output a signal. Referring again to FIG. 7, after step S101,
In step S102, the reference vehicle speed setting means 24
From the obtained estimated vehicle speed, the front wheel speed detecting means 19 is used.
_FThe value obtained by subtracting the front wheel speed obtained in the above is the set speed difference ΔVO
(For example, 1 to 3 km / h). This
This is to determine whether the front wheel speed has started to decelerate.
If it is not the start of deceleration, step S10
2. From step 2, go to step S103, anti-lock brake
Determines whether control is being executed or not,
If the timer is being controlled, the timer
Reset In step S102, the estimated vehicle speed
From the difference between the front wheel speed and the set speed difference ΔVO
Is determined, that is, deceleration of the front wheel speed is started.
If it is determined that the
Proceeding to step S105, the timer count is continuing
It is determined whether or not. Thus, at the start of the deceleration of the front wheel speed,
Timer counting has not been started yet, and step S
Go from step 105 to step S106 to count the timer
Is started, and at this time, the wheel speed V at the start of the deceleration of the front wheel speed
f is stored in step S107. After the timer count is started, step S
At 105, it is determined that the timer count is being continued.
As a result, steps S105 to S108
To determine whether the antilock brake control is being performed.
When the anti-lock brake control is being performed.
Proceed to step S109. Also, from the estimated vehicle speed,
Is determined to be greater than the set speed difference ΔVO.
After starting the timer count based on
In step S102, the front wheel speed is subtracted from the estimated vehicle speed.
Is determined to be less than or equal to the set speed difference ΔVO,
In step S103, it is determined that the antilock brake control is being performed.
Reset the timer count when
Instead, the process proceeds to step S109. In step S109, after the wheel speed is reduced
It is determined whether or not deceleration has started again after the speed increasing process of
If it is determined that re-deceleration has started, step S11
If 0, the wheel speed Ve at that time is stored. In the next step S111, step S1
07 in step S110 based on the front wheel speed Vf stored in step S110.
The value obtained by subtracting the stored front wheel speed Ve, that is, the wheel speed
Wheels from the start of deceleration to the start of the next deceleration through the speed-up process
The speed change amount is less than a predetermined value ΔV1 (for example, 2 to 4 km / h).
It is determined whether the vehicle is full or not, and the amount of change in wheel speed is determined to be a predetermined value ΔV
If it is 1 or more, the process proceeds to step S104, and
When the wheel speed change amount is less than the predetermined value ΔV1
Proceed to step S112. In this step S112,
Timer count up to that time, that is, wheel speed reduction
Set the time from the start to the next deceleration start through the speed increase process
It is determined whether the time is less than the time T2 (for example, 200 ms).
It was longer than the set time T2 (for example, 200 ms)
Sometimes, the process proceeds to step S104, and the set time T2
(For example, less than 200 ms)
Signal for terminating antilock brake control at 113
Is output, and in step S104, the timer
Reset the client. The processing steps of FIG. 7 and FIG.
According to this, as in the conventional case, the control mode becomes the pressure increasing mode.
The wheel slip rate is below a certain value when
When the condition continues for a certain period of time or when braking
Switch 17_FWhen the lock is turned off,
The signal for terminating the rake control is a control termination judgment means.
31 to the control mode determination means 34
After the deceleration of the wheel speed starts, the next deceleration
The amount of change in wheel speed (Vf-Ve) up to the start is a predetermined value ΔV1
And the speed-up process from the start of wheel speed deceleration
Time until the start of the next deceleration is less than the set time T2.
To terminate the anti-lock brake control when
From the control end determination means 31 to the control mode determination means
34. Next, the operation of this embodiment will be described with reference to FIG.
To explain, the control end determination means 31
During tillock brake control, the vehicle
When the value obtained by subtracting the wheel speed exceeds the set speed difference ΔVO
Wheel speed Vf at time t1 and speed increase after wheel speed deceleration
Wheel speed V at time t2 when deceleration is started again after the process
e (Vf−Ve) and the time T between times t1 and t2
Are calculated respectively, and the wheel speed difference (Vf−Ve) is
Is less than the constant value ΔV1, and the time T is less than the set time T2.
Anti-lock brake control is terminated when
A signal to be output is output from the control end determination means 31. Therefore, the anti-lock brake control
During operation, release the brake lever 1 or brake pedal 4.
The brake switch 17_F,
17 _RWheel brake B without turning off_F1, B_F2, B_R
When the brake fluid pressure of the
Rake control is forcibly terminated. Ie car
The wheel speed difference (Vf−Ve) is less than a predetermined value ΔV1
As a result, the brake lever 1 or the brake pedal 4
Return to the middle and output hydraulic pressure of master cylinder 2 or 5.
Is determined to have been reduced, and the time T is less than the set time T2.
The low friction coefficient of the road surface
Wheel speed recovery is not slow
It is possible to For this reason, the brake lever 1
Or because the brake pedal 4 was returned halfway
Normally open solenoid valve 7_F, 7_RThat chopping works
No brake lever 1 or brake pedal 4
Responsiveness can be prevented from dropping during re-operation
Becomes When the coefficient of friction of the traveling road surface is relatively low
Wheel speed changes as shown by the chain line in FIG.
Yes, it takes a relatively long time for the wheel speed to return.
And the wheel speed difference is relatively large,
The wheel speed deceleration is determined by the brake lever 1 or the brake pedal.
It is almost the same as when Dal 4 is returned halfway, but the wheel speed
The time until the temperature returns to the set time T2 or more
Therefore, do not end antilock brake control.
No. The embodiment of the present invention has been described in detail above.
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 motorcycles.
It is also applicable to four-wheeled passenger vehicles. Also decrease wheel speed
The speed start may be determined by the wheel speed deceleration.
No. [0053] As described above, according to the present invention, the wheel speed
Wheels from the start of deceleration to the start of the next deceleration through the speed-up process
The speed change amount and time are calculated and the time is set.
Less than a fixed time and the speed change amount is less than a predetermined value
Sometimes I want to end antilock brake control
Brake to the extent that the brake switch does not turn off.
Anti-lock brake control when the operating member is returned
Forcibly terminate the operation of the brake
Responsiveness can be improved.

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 performed by a control end determination unit. FIG. 8 is a flowchart showing a subroutine in step S101 of FIG. 7; FIG. 9 is a diagram showing a change in wheel speed following termination of control. [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 31 ··· Control end determination means 34 ··· Control mode determination means B _F1 , B _F2 , _BR ··· Wheel brake

Continuation of front page (72) Inventor Teruyasu Ishikawa 1-4-4 Shiromi, Chuo-ku, Osaka-shi, Osaka Japan Home Electronics Co., Ltd. (56) References JP-A-5-178191 (JP, A) JP-A-6-156247 (JP, A) JP-A-7-315195 (JP, A) JP-A-2-249752 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60T 8 / 32-8/96

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
9 _F, 19 _R) vacuum on the basis of the wheel speeds obtained in the duty control of at least the pressure increase mode the normally open solenoid valve (7 _F, 7 _R) with defining retention and pressure increase the control mode And a control mode determining means (34) for controlling the operation of the brake fluid pressure adjusting means ( _3F , _3R ) so as to perform the wheel speed detecting means ( _19F , 19R). _R ) The amount of change in wheel speed and the time from the start of deceleration of the wheel speed obtained in step _R ) to the start of the next deceleration through the speed-up process are calculated, and the time is less than a set time and the amount of change in speed is less than a predetermined value. The brake switch is off.
Anti-lock brake control for a vehicle, comprising control end determining means (31) for outputting a signal for ending the anti-lock brake control by judging that the brake operation member has been returned to an extent that the brake operation member has not returned. apparatus.