JPH0217383B2 - - Google Patents
Info
- Publication number
- JPH0217383B2 JPH0217383B2 JP57025071A JP2507182A JPH0217383B2 JP H0217383 B2 JPH0217383 B2 JP H0217383B2 JP 57025071 A JP57025071 A JP 57025071A JP 2507182 A JP2507182 A JP 2507182A JP H0217383 B2 JPH0217383 B2 JP H0217383B2
- Authority
- JP
- Japan
- Prior art keywords
- braking pressure
- wheel
- acceleration
- circuit
- deceleration
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000001133 acceleration Effects 0.000 claims description 33
- 230000007423 decrease Effects 0.000 claims description 13
- 230000003247 decreasing effect Effects 0.000 claims 1
- 238000010586 diagram Methods 0.000 description 12
- 238000006243 chemical reaction Methods 0.000 description 4
- 230000003321 amplification Effects 0.000 description 3
- 238000003199 nucleic acid amplification method Methods 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 230000005284 excitation Effects 0.000 description 2
- 230000004069 differentiation Effects 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
- B60T8/17613—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure based on analogue circuits or digital circuits comprised of discrete electronic elements
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Description
【発明の詳細な説明】
この発明は、車両の制動時車輪のロツクを防止
するように車輪の制動力を最適値に制御する車両
用アンチスキツド装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an anti-skid device for a vehicle that controls the braking force of the wheels to an optimum value so as to prevent the wheels from locking during braking of the vehicle.
第１図は従来のこの種の車両用アンチスキツド
装置の構成を示すブロツク図であり、図中の１は
車輪の回転速度に比例した周波数の信号を発生す
るパルスゼネレータである。このパルスゼネレー
タ１の出力はＦ−Ｖ（周波数−電圧）変換回路２
で受けて車輪速度に比例した電圧を発生するよう
になつている。 FIG. 1 is a block diagram showing the structure of a conventional anti-skid device for a vehicle of this type, and numeral 1 in the figure is a pulse generator that generates a signal with a frequency proportional to the rotational speed of a wheel. The output of this pulse generator 1 is the F-V (frequency-voltage) conversion circuit 2
It is designed to generate a voltage proportional to the wheel speed.
このＦ−Ｖ変換回路２の出力は微分回路３に送
られるようになつており、微分回路３は車輪速度
を微分し、車輪の減加速度に対応した電圧を発生
するようになつている。 The output of the F-V conversion circuit 2 is sent to a differentiating circuit 3, which differentiates the wheel speed and generates a voltage corresponding to the deceleration of the wheel.
また、４は車輪の減速度があらかじめ定められ
た値以上に達したとき、減速度信号を発生する比
較回路であり、５は車輪の加速度があらかじめ定
められた値以上に達したとき加速度信号を発生す
る比較回路である。 Further, 4 is a comparison circuit that generates a deceleration signal when the wheel deceleration reaches a predetermined value or more, and 5 is a comparison circuit that generates an acceleration signal when the wheel acceleration reaches a predetermined value or more. This is a comparison circuit that generates
比較回路４，５の出力はそれぞれ増幅回路６，
７を介して制動力調整装置８内の電磁弁９，１０
に加えるようになつている。 The outputs of the comparator circuits 4 and 5 are sent to the amplifier circuits 6 and 5, respectively.
Solenoid valves 9 and 10 in the braking force adjustment device 8 via 7
It is now being added to
第２図は第１図の作動説明図で、図中ａは車体
速度を示す線図、ｂは車輪速度を示す線図でＦ−
Ｖ変換回路２の出力に対応する。ｃは車輪の減加
速度を示す線図で微分回路３の出力に対応する。
ｄは減速度信号で比較回路４の出力に対応し、ｅ
は加速信号で比較回路５の出力に対応する。また
ｆは制動圧力を示す線図である。 Fig. 2 is an explanatory diagram of the operation of Fig. 1, in which a is a diagram showing the vehicle speed, and b is a diagram showing the wheel speed.
Corresponds to the output of the V conversion circuit 2. c is a diagram showing the reduced acceleration of the wheel and corresponds to the output of the differential circuit 3.
d is a deceleration signal and corresponds to the output of the comparator circuit 4, and e
is an acceleration signal and corresponds to the output of the comparator circuit 5. Further, f is a diagram showing braking pressure.
次に、第１図に示す従来の車両用アンチスキツ
ド装置の動作について説明する。制動時の圧力
は、制動圧力調節装置８を介して車輪に加わるよ
う構成されており、電磁弁９，１０が励磁されて
いないときには制動圧力がそのまま車輪に加わ
り、電磁弁９が励磁されると車輪に加わる制動圧
力はあらかじめ定められた速度で減少し、その
後、電磁弁９の励磁が遮断されると、車輪に加わ
る制動圧力は徐々に再加圧される。 Next, the operation of the conventional vehicle anti-skid device shown in FIG. 1 will be explained. The pressure during braking is configured to be applied to the wheels via the braking pressure regulator 8. When the solenoid valves 9 and 10 are not energized, the braking pressure is directly applied to the wheels, and when the solenoid valve 9 is energized, the braking pressure is applied to the wheels. The braking pressure applied to the wheels decreases at a predetermined rate, and then, when the electromagnetic valve 9 is de-energized, the braking pressure applied to the wheels is gradually reapplied.
電磁弁１０は再加圧の際の上昇速度を変化させ
るためのものであり、電磁弁１０を励磁すると制
動圧力は急速に再加圧されるよう構成されてい
る。 The solenoid valve 10 is for changing the rate of rise during repressurization, and is configured so that when the solenoid valve 10 is energized, the braking pressure is rapidly repressurized.
いま、制動時に制動圧力が上昇すると、車輪速
度ｂは車体速度ａに対してスリツプし、制動圧力
の上昇に伴なつて車輪減速度が大きくなる。 Now, when the braking pressure increases during braking, the wheel speed b slips with respect to the vehicle body speed a, and the wheel deceleration increases as the braking pressure increases.
車輪減速度があらかじめ定められた設定値以上
に達すると、比較回路４より減速度信号ｄが発生
し、増巾回路６を介して電磁弁９を励磁する。制
動圧力は電磁弁９の励磁により減少を開始し、制
動圧力の減少に伴なつて車輪減速度も減少する。 When the wheel deceleration reaches a predetermined set value or more, the comparator circuit 4 generates a deceleration signal d, which excites the solenoid valve 9 via the width amplification circuit 6. The braking pressure starts to decrease by energizing the solenoid valve 9, and as the braking pressure decreases, the wheel deceleration also decreases.
その後、車輪減速度が設定減速度以下に達する
と、減速度信号ｄは解除され、電磁弁９の励磁も
遮断されて制動圧力は緩加圧を開始する。すなわ
ち、時点t1で制動圧力は減少を開始し、時点t2で
制動圧力は緩加圧を開始する。 Thereafter, when the wheel deceleration reaches the set deceleration or less, the deceleration signal d is canceled, the excitation of the solenoid valve 9 is also cut off, and the braking pressure starts to be gradually increased. That is, the braking pressure starts to decrease at time t1 , and the braking pressure starts to slowly increase at time t2 .
また、減速度信号ｄによつて、制動圧力が低下
し過ぎたような場合には、車輪速度ｂは車体速度
ａに向かつて急速に加速し、車輪加速度が大きく
なる。車体加速度があらかじめ定められた設定値
に達すると、比較回路５より加速度信号ｅが発生
し、増巾回路７を介して電磁弁１０を励磁する。
制動圧力は電磁弁１０の励磁により急加圧を開始
し、制動圧力の急加圧に伴なつて車輪加速度も減
少する。 If the braking pressure is too low based on the deceleration signal d, the wheel speed b rapidly accelerates toward the vehicle speed a, and the wheel acceleration increases. When the vehicle body acceleration reaches a predetermined set value, the comparison circuit 5 generates an acceleration signal e, which excites the solenoid valve 10 via the amplification circuit 7.
The braking pressure starts to increase rapidly by energizing the solenoid valve 10, and as the braking pressure increases rapidly, the wheel acceleration also decreases.
その後、車輪加速度が設定加速度以下に達する
と、加速度信号ｅは解除され、電磁弁１０の励磁
も遮断されて制動圧力は緩加圧を開始する。すな
わち、時点t3で制動圧力は急加圧を開始し、時点
t4で制動圧力は緩加圧を開始する。 Thereafter, when the wheel acceleration reaches the set acceleration or less, the acceleration signal e is canceled, the excitation of the solenoid valve 10 is also cut off, and the braking pressure starts to be gradually increased. That is, at time t3 , the braking pressure starts to increase rapidly, and at time
At t 4 , the braking pressure starts to be slowly increased.
以上のように動作を繰り返しながら、制動圧力
を調節し、車輪速度ｂの車体速度ａに対するスリ
ツプ量を制御するよう構成されていたが、このよ
うに構成された従来の車両用アンチスキツド装置
では、制動圧力の過剰な減少をすみやかに回復さ
せるための急加圧の量が適正に行なわれないこと
に起因して、制御が不安定となる欠点があつた。
たとえば制動圧力が大巾に減少し過ぎた場合に
は、車輪加速度が大きくなるから、車輪速度ｂは
急速に車体速度ａに接近する。そのために、加速
度信号の発生区間が短くなり、急加圧の量が不足
して制動距離が延長する欠点があつた。 The conventional vehicle anti-skid device configured in this way adjusts the braking pressure while repeating the above-mentioned operations to control the slip amount of the wheel speed b relative to the vehicle body speed a. There was a drawback that control became unstable due to the fact that the amount of sudden pressurization to quickly recover from an excessive decrease in pressure was not properly applied.
For example, if the braking pressure decreases too much, the wheel acceleration increases and the wheel speed b rapidly approaches the vehicle speed a. Therefore, the period in which the acceleration signal is generated is shortened, and the amount of sudden pressurization is insufficient, resulting in an extended braking distance.
また、逆に制動圧力が若干減少し過ぎたような
場合には、車輪速度ｂは徐々に車体速度ａに接近
する。そのために加速度信号の発生区間が長く、
急加圧の量が過剰となり、車輪がロツクする欠点
があつた。 Conversely, if the braking pressure decreases slightly too much, the wheel speed b gradually approaches the vehicle body speed a. Therefore, the generation period of the acceleration signal is long,
The problem was that the amount of sudden pressurization was excessive, causing the wheels to lock.
この発明は、上記従来の欠点を解消し、制動圧
力の急加圧の量を適正に決定することのできる車
両用アンチスキツド装置を提供することを目的と
する。 SUMMARY OF THE INVENTION An object of the present invention is to provide an anti-skid device for a vehicle that can eliminate the above-mentioned conventional drawbacks and can appropriately determine the amount of sudden braking pressure increase.
以下、この発明の車両用アンチスキツド装置の
実施例について図面に基づき説明する。第３図は
その一実施例の構成を示すブロツク図である。こ
の第３図において、構成の説明に際し、重複を避
けるために、第１図と同一部分には同一符号を付
してその説明を省略し、第１図とは異なる部分を
重点的に述べることにする。 Embodiments of the anti-skid device for a vehicle according to the present invention will be described below with reference to the drawings. FIG. 3 is a block diagram showing the configuration of one embodiment. In Fig. 3, when explaining the configuration, in order to avoid duplication, parts that are the same as those in Fig. 1 will be given the same reference numerals and their explanation will be omitted, and we will focus on the parts that are different from Fig. 1. Make it.
この第３図を第１図と比較しても明らかなよう
に、第３図において、符号１〜４，６〜１０で示
す部分は第１図と同様であり、符号１１以降の部
分がこの発明によつて新たに付加された部分であ
る。 As is clear from comparing Fig. 3 with Fig. 1, in Fig. 3, the parts indicated by numerals 1 to 4 and 6 to 10 are the same as in Fig. 1, and the parts after numeral 11 are the same as in Fig. 1. This is a newly added part due to the invention.
すなわち、１１は車両の加速度の大きさに対応
した時間パルスを発生する時間パルス発生回路
で、比較回路１２〜１４、単安定マルチバイブレ
ータ１５〜１７およびOR回路１８で構成されて
いる。 That is, 11 is a time pulse generation circuit that generates a time pulse corresponding to the magnitude of the acceleration of the vehicle, and is composed of comparison circuits 12 to 14, monostable multivibrators 15 to 17, and an OR circuit 18.
比較回路１２〜１４の各一方の入力端には微分
回路３の出力が入力されるようになつており、比
較回路１２〜１４の各地方の入力端には車輪の設
定加速度信号G1〜G3が入力されるようになつて
おり、この設定加速度G1〜G3と車輪の加速度と
を比較回路１２〜１４で比較して、車輪の加速度
が設定加速度以上か否かの判定を行うものであ
る。これらの比較回路１２〜１４はそれぞれ公知
の電圧比較回路が使用されている。 The output of the differentiating circuit 3 is input to one input terminal of each of the comparison circuits 12 to 14, and the set acceleration signals G 1 to G of the wheels are input to each local input terminal of the comparison circuits 12 to 14. 3 is input, and these set accelerations G 1 to G 3 are compared with the wheel acceleration in comparison circuits 12 to 14 to determine whether the wheel acceleration is equal to or higher than the set acceleration. It is. Each of these comparison circuits 12 to 14 uses a known voltage comparison circuit.
比較回路１２〜１４の出力はそれぞれ単安定マ
ルチバイブレータ１５〜１７（以下、FFと云う）
に送出されるようになつており、このFF１５〜
１７は比較回路１２〜１４から出力される加速度
信号によつてトリガされる公知のもので、その単
安定時間はそれぞれT1，T2，T3（第４図）に相
当する時間に設定されている。 The outputs of comparison circuits 12 to 14 are monostable multivibrators 15 to 17 (hereinafter referred to as FF), respectively.
It is now sent to FF15~
Reference numeral 17 is a known one that is triggered by the acceleration signal output from the comparison circuits 12 to 14, and its monostable time is set to the time corresponding to T 1 , T 2 , and T 3 (Fig. 4), respectively. ing.
FF１５〜１７の出力はOR回路１８に送られ、
そこで、論理和がとられるようになつており、こ
のOR回路１８の出力は増幅回路７を通して電磁
弁１０に送られるようになつている。 The outputs of FF15 to 17 are sent to the OR circuit 18,
Therefore, a logical sum is calculated, and the output of this OR circuit 18 is sent to the solenoid valve 10 through the amplifier circuit 7.
第４図は時間パルス発生回路１１の出力特性を
示す線図で車輪加速度に対応する時間パルスを発
生する特性を有している。 FIG. 4 is a diagram showing the output characteristics of the time pulse generation circuit 11, which has a characteristic of generating time pulses corresponding to wheel acceleration.
次に、以上のように構成されたこの発明の車両
用アンチスキツド装置の動作について、第５図を
併用して述べる。第５図はその動作例を示したも
ので、ａ〜ｃ，ｄ〜ｆは第４図に対応しており、
減速度信号ｄによる制動圧力の減少は従来装置と
同様に行われる。 Next, the operation of the vehicle anti-skid device of the present invention constructed as described above will be described with reference to FIG. Fig. 5 shows an example of its operation, and a to c and d to f correspond to Fig. 4.
The braking pressure is reduced by the deceleration signal d in the same manner as in the conventional device.
いま、減速度信号ｄによつて制動圧力が減少し
過ぎたような場合には、車輪加速度が大きくな
り、車輪加速度が設定加速度G1以上に達すると
比較回路１２によりFF１５が起動され、OR回路
１８を介して電磁弁１０が作動する。 Now, if the braking pressure is reduced too much due to the deceleration signal d, the wheel acceleration becomes large, and when the wheel acceleration reaches the set acceleration G1 or more, the comparison circuit 12 activates the FF15, and the OR circuit is activated. The solenoid valve 10 is actuated via 18.
すなわち、時点t5で制動圧力は急加圧を開始す
る。その後、さらに車輪加速度が上昇し、車輪加
速度が設定加速度G2以上に達すると、今度は比
較回路１３より出力され、この出力によりFF１
６が起動される。したがつて電磁弁１０はFF１
６が安定状態に復帰する時点t7まで励磁される。 That is, at time t5 , the braking pressure starts to increase rapidly. After that, when the wheel acceleration further increases and reaches the set acceleration G2 or more, the comparator circuit 13 outputs an output, and this output causes the FF1
6 is activated. Therefore, the solenoid valve 10 is FF1
6 is energized until time t 7 when it returns to a stable state.
つまり、急加圧の量を車輪の加速度の大きさに
対応して決定することができる。このために制動
圧力が大巾に減少し過ぎた場合には、車輪の加速
度が大きくなるから急加圧の量も大きくなり、制
動圧力が若干不足した場合には加速度も小さくな
るから、急加圧の量も小さくなり、適正な圧力ま
で制動圧力を急加圧することができる。 In other words, the amount of sudden pressurization can be determined in accordance with the magnitude of the acceleration of the wheel. For this reason, if the braking pressure decreases too much, the acceleration of the wheels will increase and the amount of sudden pressurization will also increase, and if the braking pressure is slightly insufficient, the acceleration will also decrease, so the sudden pressurization will increase. The amount of pressure is also reduced, and the braking pressure can be rapidly increased to an appropriate pressure.
以上説明したように、この発明の車両用アンチ
スキツド装置によれば、車輪の加速度の大きさに
比例した時間パルスを発生する時間パルス発生回
路を備え、車輪の加速度の大きさに比例して急加
圧の量を決定するように構成しているから、制動
圧力の過剰な減少を急速に適正な圧力まで上昇す
ることができる利点がある。 As explained above, the anti-skid device for a vehicle of the present invention is equipped with a time pulse generation circuit that generates a time pulse proportional to the magnitude of the wheel acceleration, and the vehicle anti-skid device is equipped with a time pulse generation circuit that generates a time pulse proportional to the magnitude of the wheel acceleration. Since the braking pressure is configured to determine the amount of pressure, there is an advantage that an excessive decrease in braking pressure can be rapidly increased to an appropriate pressure.
第１図は従来の車両用アンチスキツド装置の構
成を示すブロツク図、第２図は第１図の車両用ア
ンチスキツド装置の動作説明図、第３図はこの発
明の車両用アンチスキツド装置の実施例の構成を
示すブロツク図、第４図は第３図の車両用アンチ
スキツド装置における時間パルス発生回路の出力
特性を示す図、第５図は第３図の車両用アンチス
キツド装置の動作説明図である。
１……パルスゼネレータ、２……Ｆ−Ｖ変換回
路、３……微分回路、４，１２〜１４……比較回
路、６，７……増幅回路、８……制動圧力調整装
置、９，１０……電磁弁、１１……時間パルス発
生回路、１５〜１７……単安定マルチバイブレー
タ、１８……OR回路。なお、図中同一符号は同
一または相当部分を示す。
FIG. 1 is a block diagram showing the configuration of a conventional vehicle anti-skid device, FIG. 2 is an explanatory diagram of the operation of the vehicle anti-skid device shown in FIG. 1, and FIG. 3 is a configuration of an embodiment of the vehicle anti-skid device of the present invention. FIG. 4 is a diagram showing the output characteristics of the time pulse generation circuit in the vehicle anti-skid device of FIG. 3, and FIG. 5 is an explanatory diagram of the operation of the vehicle anti-skid device of FIG. 3. DESCRIPTION OF SYMBOLS 1... Pulse generator, 2... F-V conversion circuit, 3... Differentiation circuit, 4, 12-14... Comparison circuit, 6, 7... Amplification circuit, 8... Braking pressure adjustment device, 9, 10 ... Solenoid valve, 11 ... Time pulse generation circuit, 15-17 ... Monostable multivibrator, 18 ... OR circuit. Note that the same reference numerals in the figures indicate the same or corresponding parts.
Claims (1)
を発生する減速度信号発生手段、車輪の加速度の
大きさに比例してその継続時間が長くなる時間パ
ルス信号を発生する時間パルス発生回路、上記車
輪の回転状態に対応して制動圧力を少なくとも減
少、緩増加、急増加の３モードで制御する機能を
有するとともに、上記減速度信号の発生時は制動
圧力を減少させ、上記時間パルス信号が発生して
いる期間は制動圧力を急増加させる制動圧力調整
装置を備えてなる車両用アンチスキツド装置。1. A deceleration signal generating means that generates a deceleration signal when the deceleration of the wheel exceeds a predetermined value; a time pulse generating circuit that generates a time pulse signal whose duration increases in proportion to the magnitude of the acceleration of the wheel; It has a function to control the braking pressure in at least three modes: decrease, slow increase, and rapid increase in response to the rotational state of the wheels, and when the deceleration signal occurs, the brake pressure is decreased, and the time pulse signal An anti-skid device for a vehicle is equipped with a braking pressure adjustment device that rapidly increases braking pressure during a skidding period.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2507182A JPS58141951A (en) | 1982-02-17 | 1982-02-17 | Anti-skid device for car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2507182A JPS58141951A (en) | 1982-02-17 | 1982-02-17 | Anti-skid device for car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58141951A JPS58141951A (en) | 1983-08-23 |
| JPH0217383B2 true JPH0217383B2 (en) | 1990-04-20 |
Family
ID=12155689
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2507182A Granted JPS58141951A (en) | 1982-02-17 | 1982-02-17 | Anti-skid device for car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58141951A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6038246A (en) * | 1983-08-11 | 1985-02-27 | Nissan Motor Co Ltd | Antiskid control device |
| JPS60128054A (en) * | 1983-12-13 | 1985-07-08 | Nissan Motor Co Ltd | Anti-skid control device |
| JPH0676048B2 (en) * | 1986-07-02 | 1994-09-28 | 日産自動車株式会社 | Anti-skidding control device |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4844236A (en) * | 1971-10-13 | 1973-06-26 |
-
1982
- 1982-02-17 JP JP2507182A patent/JPS58141951A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4844236A (en) * | 1971-10-13 | 1973-06-26 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58141951A (en) | 1983-08-23 |
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