JPH05286430A - Antilock brake control device - Google Patents

Abstract

PURPOSE:To prevent the deterioration of pedal feeling and an increase in an antilock control operating noise caused when antilock control is carried out only on a single wheel and the antilock control is not carried out on the other wheels in the same system. CONSTITUTION:A front wheel antilock control means 20 is provided to carry out antilock control on a front wheel brake 22, and a rear wheel antilock control means 21 is provided to carry out antilock control on a rear wheel brake 23. In these front wheel antilock control means 20 and rear wheel antilock control means 21, an interlocking means 24 is provided to carry out also antilock control compulsorily on the other when the antilock control is carried out only on either one of these.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-lock brake control device, and particularly when only one wheel is anti-lock controlled depending on the condition of the road surface, the other wheels of the same system as this wheel are also anti-lock controlled. The present invention relates to an anti-lock brake control device to which an anti-lock control compulsory executing means for forcibly performing is added.

[0002]

2. Description of the Related Art Conventionally, antilock control has been known which detects a rotational state of a wheel during braking and controls the hydraulic pressure applied to the brake based on the rotational state of the wheel. As an example of a brake device having this anti-lock control function, a hydraulic anti-lock brake control device is disclosed in Japanese Patent Laid-Open No. HEI-1
-297350. This hydraulic anti-lock brake control device, in the anti-lock mode,
The modulator regulates the liquid supply from the master cylinder to the brakes on the wheels. This prevents the wheel lock phenomenon. In addition, a pump is installed in the piping path of the brake device, and the action of the pump automatically applies the brake again after the brake pressure is first released.

The hydraulic anti-lock brake control device disclosed in the above-mentioned Japanese Patent Laid-Open No. 1-297350 performs anti-lock control for each wheel, but from the master cylinder connected to the brake pedal to the wheel brake. There is also a two-channel antilock control device having two connected brake pipes. Like this 2
An example of a two-channel antilock control device having a system brake piping system will be described with reference to FIG.
FIG. 3 is a piping system diagram of an antilock brake control device having the above two systems of brake piping systems. With reference to FIG. 3, the anti-lock brake control device includes a master cylinder 1, spool type flow valves 6f and 6r,
It is provided with valve devices 15f and 15r, an expansion chamber 12, and a pump 5.

The master cylinder 1 is connected to a pedal 2. By operating the pedal 2, liquid is supplied from the master cylinder 1 to the brake piping system.
A pipe line 13 is connected to the master cylinder 1. This conduit 13 is branched into a conduit 13a and a conduit 13b. The pipeline 13a is connected to the first inlet 7r of the spool type flow valve 6r of the rear wheel 3r, and the pipeline 13b is
It is connected to the first inlet 7f of the spool type flow valve 6f connected to the front wheel 3f. Front wheel 3f is pipe line 14b
It is connected to the spool type flow valve 6f via. Further, the rear wheel 3r is connected to a spool type flow valve 6r via a pipe line 14a. The spool type flow valve 6r is provided with a valve device 16r via a pipe line 15a.
Are connected. On the other hand, the spool type flow valve 6f
A valve device 16f is connected to the valve device 16f via a conduit 15b. These conduits 15a and 15b are connected to each other at a predetermined position and are connected to the expansion chamber 12.

A pump 5 is connected to the expansion chamber 12 via a pipe line 15c. Then, one end of the pump 5 is connected to the conduit 13. Further, in the pipe line 13, a diaphragm 10 is provided at a predetermined position between the master cylinder 1 and the pump 5. The throttle 10 suppresses the pulsation of the liquid fed from the pump 5 to the master cylinder 1. Then, the diaphragm 1 in the conduit 13
0 and the pump 5 at a predetermined position located between the pipe 13
A pipe line 13c is provided so as to branch from. The conduit 13c is connected to the second inlet 8r of the spool type flow valve 6r connected to the rear wheel 3r. Further, a pipe line 13d is provided branching from the pipe line 13c, and the pipe line 13d is connected to the second inlet 8f of the spool type flow valve 6f connected to the front wheel 3f.

In the above hydraulic anti-lock brake control device, when the pedal 2 is depressed to operate the brake, the pipes 13, 13a, 13 from the master cylinder 1 are released.
The first of the spool type flow valves 6f and 6r via b
Liquid is supplied to the inlets 7f and 7r. The supplied liquid is supplied to the spool type flow valves 6f and 6r.
And is supplied to the cylinders of the front wheels 3f and the rear wheels 3r. As a result, the brake is activated. The front wheels 3f and the rear wheels 3r are provided with speed sensors (not shown) in advance, and the speed sensors determine whether or not the respective wheels are locked. When it is determined by the speed sensor that the front wheels 3f and the rear wheels 3r are locked, the spool type flow valves 6f and 6r are actuated, respectively.
As shown in, the master cylinder 1 is disconnected from the front wheels 3f and the rear wheels 3r.

At the same time, the valve devices 16f and 16r connected to the spool type flow valves 6f and 6r are opened. As a result, the liquid supplied to the front wheels 3f and the rear wheels 3r via the valve devices 16f and 16r is sent to the expansion chamber 12. As a result, the brake pressure of the front wheels 3f and the rear wheels 3r is reduced. Further, the liquid thus sent into the expansion chamber 12 is pumped up by the pump 5. And
A part of the gas is supplied to the master cylinder 1 through the throttle 10, and the rest is supplied to the second inlet 8f of the spool type flow valve 6f and the second of the spool type flow valve 6r via the conduits 13c and 13d, respectively. It is supplied to the inlet 8r. Thus, the spool type flow valves 6f and 6
By supplying the liquid to the second inlets 8f and 8r of r, the brake pressure is increased, while the liquid is returned to the master cylinder 1 only through the throttle 10.
Therefore, pulsation from the pump 5 to the master cylinder 1 is suppressed, pump noise is reduced, and vibration of the brake pedal can be suppressed to be small.

[0008]

However, the antilock brake control device having the above structure also has the following problems. This problem will be described with reference to FIG. FIG. 4 is a piping system diagram showing a state in which anti-lock control is performed only on one wheel and anti-lock control is not performed on other wheels of the same system.
Depending on the road surface condition and the braking force, only one wheel may perform antilock control, and the other wheels located in the piping route of the same system may not need to perform antilock control. For example, as shown in FIG. 4, in a vehicle in which the front wheels 3f are set to be locked first, when light braking is performed on a slippery road surface, only the front wheels 3f perform antilock control and the rear wheels 3r. May not anti-lock. At this time, the antilock control is not performed on the rear wheel 3r, so that the spool type flow valve 6r connected to the rear wheel 3r is open to the rear wheel 3r and the master cylinder 1. That is, the rear wheel 3r and the master cylinder 1 are in a connected state. for that reason,
It is considered that the pressure of the master cylinder 1 and the wheel cylinder pressure of the rear wheel 3r are the same.

On the other hand, since the front wheel 3f is subjected to antilock control, liquid is sent to the expansion chamber 12 from the spool type flow valve 6f connected to the front wheel 3f by the valve device 16f. The pumped liquid is pumped out by the pump 5, and is pumped to the second inlet 8f of the front wheel spool type flow valve 6f and the second inlet 8r of the rear wheel spool type flow valve 6r.
Then, the liquid pumped out by the pump 5 is
After passing through the inside of the spool type flow valve 6r of r, it is sent to the master cylinder 1 from the first inlet 7r of the spool type flow valve 6r. At this time, since the rear wheel 3r is not subjected to antilock control, the first inlet 7r
The flow path resistance between the master cylinder 1 and the master cylinder 1 is very small.
Therefore, the pulsation when the liquid is pumped out by the pump 5 is transmitted to the master cylinder 1 without being damped. This causes a problem that the pedal feel is deteriorated and the antilock operation noise is loud.

The present invention has been made in order to solve the above-mentioned problems, and even when anti-lock control is performed only for one wheel and anti-lock control is not performed for other wheels of the same system. An object of the present invention is to provide an antilock brake control device that can prevent deterioration of pedal feeling and also prevent increase of antilock operation noise.

[0011]

An antilock brake control system according to the present invention includes a first wheel, a first antilock control means for performing antilock control of the first wheel, and a second antilock control means. It is provided with wheels and second antilock control means for performing antilock control of the second wheels. Further, when only the first anti-lock control is operated, the interlocking means for interlocking the first and second anti-lock control means by forcibly operating the second anti-lock control means is provided. I have it.

[0012]

According to the present invention, when the antilock control is performed on only one wheel, the interlocking means can forcibly perform the antilock control on the other wheels of the same system. As a result, the state where only one wheel is under antilock control can be avoided, and the deterioration of the pedal feeling and the increase in antilock operation noise that accompany only one wheel under antilock control are effectively prevented. It becomes possible to do.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment according to the present invention will be described below with reference to FIGS. Since the piping and the like in this embodiment are the same as those in the conventional example, FIG.
For the sake of convenience, the description thereof will be omitted. Figure 1
FIG. 3 is a block diagram schematically showing the configuration of the present invention.
Referring to FIG. 1, the front wheel brake 22 is connected to the master cylinder 1 via the front wheel antilock control means 20. Further, the rear wheel brake 23 is connected to the master cylinder 1 via the rear wheel antilock control means 21. The front wheel anti-lock control means 20 and the rear wheel anti-lock control means 21 are connected with interlocking means 24 for interlocking them.

In this case, the interlocking means 24 is
Based on the anti-lock control detection means (not shown) for determining whether only the front wheels or the rear wheels are under anti-lock control, and the result detected by the anti-lock control detection means, the front wheels or If only one of the rear wheels is subjected to anti-lock control,
Anti-lock control compulsory execution means (not shown) for compulsorily performing anti-lock control is also provided for wheels on which anti-lock control has not been performed.

As a result, when only one of the front wheel and the rear wheel disposed in the pipe path of the same system is antilock-controlled, the remaining wheels that are not antilock-controlled are also antilock-controlled. It becomes possible.
As a result, the liquid pumped out of the expansion chamber 12 by the pump 5 is sent to the master cylinder 1 through the spool type flow valve in the state where the flow path resistance is small, that is, in the state where the antilock control is not performed. It is possible to prevent this. That is, it is possible to prevent the pulsation of the liquid pumped out by the pump 5 from being sent to the master cylinder 1 without being damped. As a result, it is possible to prevent the deterioration of the pedal feeling and also reduce the antilock operation noise.

Next, the present invention will be summarized with reference to FIG. FIG. 2 is an explanatory diagram for schematically explaining the present invention. Referring to FIG. 2, first, master cylinder 1 is operated by depressing brake pedal 2.
This will start braking (step S1).
0). After that, the slip condition of the wheel is detected by the speed sensor provided near the wheel (step S2).
0). Then, when it is determined that the wheels have slipped based on the detection result of the speed sensor, an antilock control command is issued (step S30). As a result, antilock control is performed on the slip wheels (step S40). After that, the interlocking means 24 detects whether or not the other wheel of the same system as the slip wheel is antilock-controlled (step S50). And
When it is determined that the other wheels of the same system are not under antilock control, the other wheels of the same system are forcibly subjected to antilock control (step S60).

[0017]

According to the present invention, when a plurality of wheels are arranged in the piping path of the same system, deterioration of pedal feeling that may occur when antilock control is performed on only one wheel and It is possible to effectively prevent problems such as an increase in anti-lock operation noise. This makes it possible to provide a higher performance antilock brake control device.

[Brief description of drawings]

FIG. 1 is a block diagram of an antilock brake control device according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram summarizing the content of the present invention.

FIG. 3 is a piping system diagram showing a conventional antilock brake control device.

FIG. 4 is a piping system diagram showing a state in which antilock control is performed only on the front wheels and antilock control is not performed on the rear wheels of the same system.

[Explanation of symbols]

1 master cylinder 2 brake pedal 3f front wheel 3r rear wheel 5 pump 6f, 6r spool type flow valve 7f, 7r first inlet of spool type flow valve 8f, 8r second inlet of spool type flow valve 10 throttle 12 expansion chamber 13, 13a, 13b, 13c, 13d, 14a, 14
b, 15a, 15b, 15c Pipe lines 16f, 16r Valve device 24 Interlocking means

Claims (1)

[Claims] 1. A first wheel and a first wheel for performing anti-lock control of the first wheel.
Anti-lock control means, a second wheel, and a second wheel for performing anti-lock control of the second wheel.
The first and second antilock control means are interlocked by forcibly operating the second antilock control means in response to the activation of only the antilock control means and the first antilock control means. An anti-lock brake control device including interlocking means.