JPH0644663U - Wheel lock prevention device - Google Patents

Abstract

(57) [Abstract] [Purpose] An object of the present invention is to provide a wheel lock prevention device having good anti-lock performance at low cost in a vehicle having three axes. In a vehicle having a front axle, a first rear axle, and a second rear axle, a first braking control unit 10 that commonly controls the braking forces of the left and right front wheels 51 and 52, and the braking force of the left drive wheel 53. The second braking control device section 20 for controlling the braking force, the third braking control device section 30 for controlling the braking force of the right drive wheel 54, and the left and right driven wheels 5.
Fourth braking device section 40 for commonly controlling the braking forces of 5, 56
And first to sixth detection means S1 to S6 for detecting the rotation speed of each wheel, and a control section 90 for inputting signals from the respective detection means S1 to S6. 1 to 6
When the lockability of each wheel is judged from the signals from the detection means S1 to S6, the first to fourth braking device parts 10, 20, 3 are determined.
A wheel lock prevention device that controls 0 and 40 to prevent lock of each wheel.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a brake system mounted on a vehicle having one front axle and two rear axles, and relates to a wheel lock prevention device for preventing wheel lock.

[0002]

[Prior art]

 Conventionally, there are anti-lock braking systems for large vehicles having three axes, as shown in FIG. 4 or FIG.

In the first conventional example shown in FIG. 4, the front shaft has left and right front wheels 151, 152, the first rear shaft has left and right drive wheels 153, 154, and the second rear shaft has left and right driven wheels 155. , 156. Further, the first and second speed sensors S101, S102 for detecting the rotation speeds of the left and right front wheels 151, 152 are provided, and the third and fourth speed sensors S103 for detecting the rotation speeds of the left and right driving wheels 153, 154 are provided. It is equipped with S104. The speed value detected by each of these speed sensors S1 to S4 is output to a control unit (not shown) as a speed signal.

A first braking control device section 110 is inserted between the brake valve 107 and each wheel cylinder of the left and right front wheels 151, 152 via a relay valve 108. The first braking control device section 110 converts a pneumatic pressure from the brake valve side into a hydraulic pressure and supplies the hydraulic pressure to the wheel cylinder side, and a hydraulic pressure to the first air master cylinder 111. The first modulator 112 for controlling the. It should be noted that the first modulator 110 is adapted to operate appropriately in response to an operation signal from the control section.

Similarly, between the brake valve 107 and each wheel cylinder of the left driving wheel 153 and the left driven wheel 155, the second air master cylinder 121 and the second modulator 122 are connected via the relay valve 109. The configured second braking control device section 120 is inserted to control the brake pressure applied to each wheel cylinder of the left drive wheel 153 and the left driven wheel 155.

Further, a relay valve 109 is provided between the brake valve 107 and each wheel cylinder of the right driving wheel 154 and the right driven wheel 156 to form a third air master cylinder 131 and a third modulator 132. The third braking control device section 130 is inserted to control the brake pressure of the right drive wheel 154 and the right driven wheel 156 to each wheel cylinder.

In the first conventional example, on the front wheel side, the control unit calculates an operation signal to the first braking control device unit 110 based on a speed signal from one of the left and right front wheels 151, 152, whichever has a lower speed. Select low control is performed. The left drive wheel 153 and the left driven wheel 155 are controlled by the second braking control device section 120 independently of the right wheel. The right driving wheel 154 and the right driven wheel 156 are controlled by the third braking control device section 130 independently of the left wheel.

Next, a second conventional example shown in FIG. 5 will be described. Of the constituent parts shown in FIG. 5, those having the same reference numerals as those in FIG.

In the second conventional example, the left and right driven wheels 155 and 156 do not communicate with the second and third braking control device units 120 and 130, but communicate with the first braking control device unit 110 on the front wheel side. It

[0010]

[Problems to be solved by the device]

 In the first conventional example, since the drive wheel and the driven wheel on the rear wheel side are controlled by the same pipe (pipe D between the brake valve 107 and the relay valve 109), the pipe D is damaged. In this case, the rear four wheels will be in a no-brake state, which is extremely dangerous.

Further, when the acceleration slip control mechanism is provided, unless the cut valves 161 and 162 having electromagnetic valves are newly inserted between the left and right drive wheels and the left and right driven wheels, respectively. The brake pressure applied to prevent slippage is also supplied to the driven wheels. Therefore, the number of parts is increased and the cost is increased.

In the second conventional example, since the driven wheels are braked based on the speed signal of the front wheels, the possibility of locking the driven wheels during the anti-lock control becomes high, and the braking performance of the vehicle deteriorates. There's a problem.

The present invention has been made in view of the above matters, and an object of the present invention is to obtain a wheel lock prevention device having good antilock performance in a vehicle having three axes. Another object is to provide a device to which the antilock mechanism is applied at a low cost.

[0014]

[Means for Solving the Problems]

 The present invention includes a front axle F having left and right front wheels 51 and 52 on the front side, a first rear axle R1 having left and right drive wheels 53 and 54 and a second rear axle R2 having left and right driven wheels 55 and 56. In a vehicle including: a first braking control device unit 10 that controls the braking force of the left and right front wheels 51 and 52 in common; a second braking control device unit 20 that controls the braking force of the left driving wheel 53; The third braking control device unit 30 that controls the braking force of the driving wheels 54 and the fourth braking control device unit 40 that commonly controls the braking forces of the left and right driven wheels 55 and 56 are provided. It has the 1st-6th detection means S1-S6 which detect speed, and the control part 90 which inputs the signal from each of these detection means S1-S6, The said control part 90 is the said 1st, 2nd detection. The lockability of the left and right front wheels 51, 52 is determined by the signals from the means S1, S2. When the disconnection is made, the first braking control device unit 10 is controlled, and when the lockability of the left drive wheel 53 is judged by the signal from the third detection means S3, the second damping control device unit 20 is controlled and When the lockability of the right driving wheel 54 is judged by the signal from the fourth detecting means S4, the third braking control device section 30 is controlled, and the left and right driven wheels are controlled by the signals from the fifth and sixth detecting means S5, S6. When the possibility of locking 55 and 56 is determined, the wheel braking prevention device controls the fourth braking control device 40 to prevent the wheels from locking.

The control unit 90 calculates based on a signal of a wheel that rotates at a low speed among the left and right front wheels 51, 52 and outputs an operation signal to the first braking control device unit 10. It is desirable to perform an operation based on a signal of a low speed rotating wheel of the moving wheels 55 and 56 and output an operation signal to the fourth braking control device section 40.

Further, the control unit 90 controls the second braking control device unit 20 when judging the possibility of slipping of the left drive wheel 53 based on the signal from the third detection means S 3, and at the same time, the fourth braking control device unit 20. If the possibility of slippage of the right drive wheel 54 is determined by the signal from the detection means S4, the third braking control device section 30 may be controlled to prevent the left and right drive wheels 53, 54 from slipping.

[0017]

[Action]

 When the control unit 90 determines the lockability of the left and right front wheels 51, 52 based on the signals from the first and second detection means S1 and S2, it controls the first braking control device section 10, and the signal from the third detection means S3. When the lockability of the left drive wheel 53 is determined by the, the second braking control device section 20 is controlled.

Further, when the control unit 90 judges the lock possibility of the right drive wheel 54 from the signal from the fourth detection unit S4, it controls the third braking control device unit 30, and the fifth and sixth detection unit S5. , S6, the fourth braking control device section 40 is controlled when the lockability of the left and right driven wheels 55, 56 is determined.

As described above, the front wheels and the driven wheels are independently controlled, and the driving wheels independently control the left and right wheels.

[0020]

Embodiment An embodiment of the present invention will be described with reference to FIGS. 1 and 3. As shown in FIG. 2, the wheel lock prevention device of the present embodiment has three axes of a front shaft F on the front side, a first rear shaft R1 on the rear side, and a second rear shaft R2.

The front shaft F is provided with a left front wheel 51 and a right front wheel 52. The first rear axle R1 is provided with a left drive wheel 53 and a right drive wheel 54, and the second rear axle R2 is provided with a left driven wheel 55 and a right driven wheel 56. The left front wheel 51 is provided with a wheel cylinder 61, and the right front wheel 52 is provided with a wheel cylinder 62. Further, the left drive wheel 53 is provided with a wheel cylinder 63, and the right drive wheel 54 is provided with a wheel cylinder 63. Further, the left driven wheel 55 is provided with a wheel cylinder 65, and the right driven wheel 56 is provided with a wheel cylinder 66.

Then, first to sixth speed sensors S1 to S6, which are detection means for detecting the rotation speeds of the respective wheels, are provided, respectively. Each speed sensor S is adapted to calculate a speed value based on the rotation amount of each wheel.

A piping state of a brake pressure for braking the vehicle will be described with reference to FIG. The air tank 80 communicates with the brake valve 7, which is opened and closed by the driver's operation of the brake pedal. The brake valve 7 is connected to a relay valve 8 on the front wheel side by a first pipe A, and is connected to a relay valve 9 on the rear wheel side by a second pipe B.

The relay valve 8 further communicates with the first braking control device section 10 that supplies brake fluid pressure to the wheel cylinders 61 and 62 of the left and right front wheels 51 and 52 via the front wheel pipe a1. Further, the driven wheel pipe a2 branched from the front wheel pipe a1 communicates with the fourth braking control device section 40 that supplies brake fluid pressure to the wheel cylinders 65 and 66 of the left and right driven wheels 55 and 56. .

The relay valve 9 communicates with a second braking control device section 20 that supplies brake fluid pressure to the wheel cylinder 63 of the left drive wheel 53 via the left drive wheel pipe b1. Further, the relay valve 9 communicates with a third braking control device section 30 that supplies brake fluid pressure to the wheel cylinder 64 of the right drive wheel 54 via a pipe b2 for the right drive wheel that branches from the pipe b1 for the left drive wheel. ing.

The first braking control device section 10 converts a pneumatic pressure from the brake valve 7 side into a hydraulic pressure and supplies the hydraulic pressure to the wheel cylinder side, and the first air master cylinder 11 It is composed of a first modulator 12 for controlling the hydraulic pressure to the. It should be noted that the first modulator 12 is adapted to operate appropriately in response to an operation signal from the control unit 90.

Similarly, the second braking control unit 20 is composed of a second air master cylinder 21 and a second modulator 22, and the third braking control unit 30 is a third air master cylinder 31 and a third modulator. 32 and 32. The fourth braking control device section 40 is composed of a fourth air master cylinder 41 and a fourth modulator 42.

Further, the wheel lock prevention device of this embodiment includes an air tank 85 as a second pneumatic pressure source. The air tank 85 communicates with the second modulator 22 via the first traction control valve 88, and also communicates with the third modulator 32 via the second traction control valve 89. The first and second traction control valves 88 and 89 are adapted to supply the air from the air tank 85 to the second and third modulators 22 and 32 in response to an operation signal from the control unit 90.

The brake pressure supplied to the wheel cylinder of each wheel is transmitted as follows. That is, the pressure applied to the wheel cylinders 61, 62 on the front wheel side is such that the air from the air tank 80 reaches the relay valve 8 via the brake valve 7 as a signal pressure, and the relay valve 8 produces an air pressure corresponding to the signal pressure. Directly from the air tank 80 → through the first modulator 12 → supplied to the first air master cylinder 11 to convert air pressure into hydraulic pressure by the first air master cylinder 11 → wheel cylinder 61 on the front wheel side Supply pressure to 62.

The pressure applied to the wheel cylinders 63, 64 on the drive wheel side is that the air from the air tank 80 reaches the relay valve 9 as a signal pressure via the brake valve 7, and the relay valve 9 responds to this signal pressure. The air pressure is directly taken from the air tank 80 and sent to the second modulator 22 and the third modulator 32. The air that has passed through the second modulator 22 is supplied to the second air master cylinder 21, the air pressure is converted into hydraulic pressure by the second air master cylinder 21, and the pressure is supplied to the wheel cylinder 63. Further, the air that has passed through the third modulator 32 is supplied to the third air master cylinder 31, and the third air master cylinder 31 converts the air pressure into hydraulic pressure and supplies the pressure to the wheel cylinder 64.

As for the pressure to the wheel cylinders 65 and 66 on the driven wheel side, the air from the air tank 80 reaches the relay valve 8 as a signal pressure via the brake valve 7, and the relay valve 8 responds to this signal pressure. Air pressure directly from the air tank 80 → through the fourth modulator 42 → is supplied to the fourth air master cylinder 41, and the fourth air master cylinder 41 converts the air pressure into hydraulic pressure → the wheel cylinder on the driven wheel side. Supply pressure to 65,66.

Further, during traction control, air from the air tank 85 → is passed through the first traction control valve 88 → passes inside the second modulator 22 → supplied to the second air master cylinder 21 to generate air pressure. Converted to hydraulic pressure → pressure is supplied to the wheel cylinder 63. Further, the air from the air tank 85 passes through the second traction control valve 89, passes through the inside of the third modulator 32, is supplied to the third air master cylinder 31, and converts air pressure into hydraulic pressure. Pressure is supplied to the cylinder 64.

The first to sixth speed sensors S1 to S6 are connected to a control unit 90 (ECU) as shown in FIG. A hold valve (not shown) and a decay valve (not shown) in the modulators of the first to fourth braking control device sections 10, 20, 30, 40 are opened and closed as appropriate by a signal from the control section 90. The wheel lock is prevented.

The signals from the first and second speed sensors S 1 and S 2 are output to the control unit 90 via the select low circuit 92. In this select low circuit 92, the speed signal of the lower speed of the first speed sensor S1 and the second speed sensor S2 is selected and the signal is output to the control unit 90. That is, the speed signal of one of the left and right front wheels 51, 52 having a higher lock possibility is selected. Similarly, the signals from the fifth and sixth speed sensors S5 and S6 pass through the select low circuit 94, and the speed signal of the lower one is output to the control unit 90. Therefore, only the speed signal of the wheel with the higher lock possibility among the left and right driven wheels 55, 56 is output to the control unit 90.

When the control unit 90 determines that the front wheels can be locked by the signal from the first speed sensor S1 or the second speed sensor S2, the control unit 90 causes the first modulator 12 to control the pressure in the first air master cylinder 11. Is controlled to adjust the hydraulic pressure in the wheel cylinders 61 and 62 so that the front wheels are not locked.

When the control unit 90 determines the lockability of the left drive wheel 53 from the speed signal from the third speed sensor S3, the control unit 90 causes the second modulator 22 to control the pressure in the second air master cylinder 21. Is controlled to adjust the brake pressure in the wheel cylinder 63 to prevent the left drive wheel 53 from locking.

When the control unit 90 determines the lockability of the right drive wheel 54 based on the speed signal from the fourth speed sensor S4, the control unit 90 causes the third modulator 32 to control the pressure in the third air master cylinder 31. By controlling, the brake pressure in the wheel cylinder 64 is adjusted to prevent the right drive wheel 54 from locking.

Further, when the control unit 90 calculates the lockability of the driven wheels 55 and 56 based on the signal from the fifth speed sensor S5 or the sixth speed sensor S6, the control unit 90 causes the fourth modulator 42 to change the fourth The pressure inside the air master cylinder 41 is controlled to adjust the hydraulic pressure inside the wheel cylinders 65 and 66 so that the driven wheels are not locked.

Further, when the control unit 90 detects the excessive rotation state of the left drive wheel 53 by the signal from the third speed sensor S3 when the vehicle starts, the first traction control valve 88 is opened, The brake pressure is forcibly supplied to the wheel cylinder 63 to prevent the left drive wheel 53 from slipping. That is, the air pressure from the first traction control valve 88 is supplied to the second modulator 22, the hold valve and the decay valve in the second modulator 22 are appropriately operated to adjust the hydraulic pressure in the wheel cylinder 63, and The braking force necessary to prevent the acceleration slip is applied to the drive wheel 53.

Similarly, when the control unit 90 detects the slip state of the right drive wheel 54 from the speed signal from the fourth speed sensor S4 when the vehicle starts, the control unit 90 controls the second traction control valve 89 and the third modulator 33. Is controlled appropriately to prevent acceleration slip of the right drive wheel 54.

Next, the operation of this embodiment will be described. When the brake valve 7 is opened by the driver's operation of the brake pedal, the air pressure based on the signal pressure from the first pipe A is transmitted via the relay valve 8 to the first braking control device unit 10 and the fourth braking unit. It is supplied to the control device section 40. Then, the first braking control device 10 operates to supply the braking pressure to the wheel cylinders 61, 62 on the front wheels 51, 52 side, and the fourth braking control device part 40 operates to drive the driven wheels 55, 56. Brake pressure is supplied to the wheel cylinders 65 and 66 of the.

At the same time, pneumatic pressure based on the signal pressure from the second pipe B is supplied to the second braking control device section 20 and the third braking control device section 30 via the relay valve 9. Then, the second braking control unit 20 operates to supply the brake pressure to the wheel cylinder 63 of the left drive wheel 53, and the third braking control unit 30 operates to drive the wheel cylinder 64 of the right drive wheel 54. Supply brake pressure to. In this way, braking of each wheel is performed.

During brake braking, when the control unit 90 determines the lockability of at least one of the front wheels 51, 52 based on the signals from the first and second speed sensors S1, S2, the control unit 90 causes the first braking An operation signal is output to the control device section 10. The first braking control device unit 10 appropriately decompresses / holds / repressurizes the brake pressure supplied to the wheel cylinders 61, 62 in response to a command from the control unit 90 to prevent the front wheels 51, 52 from locking.

When the control unit 90 determines the lockability of at least one of the driven wheels 55 and 56 based on the signals from the fifth and sixth speed sensors S5 and S6, the control unit 90 determines that the 4 An operation signal is output to the braking control device section 40. The fourth braking control device section 40 appropriately reduces, holds, and repressurizes the brake pressure supplied to the wheel cylinders 65 and 66 in response to an instruction signal from the control section 90 to prevent the driven wheels 55 and 56 from being locked. As described above, the left and right driven wheels 55 and 56 control the brake pressure independently of the front wheels and the drive wheels.

When the control unit 90 determines the lockability of the left drive wheel 53 based on the signal from the third speed sensor S3, the control unit 90 outputs an operation signal to the second braking control device unit 20. In response to a command from the control unit 90, the second braking control device unit 20 appropriately reduces / holds / repressurizes the brake pressure supplied to the wheel cylinder 63 to prevent the left drive wheel 53 from being locked.

Further, when the control unit 90 calculates the lockability of the right drive wheel 54 based on the signal from the fourth speed sensor S4, the control unit 90 outputs an operation signal to the third braking control device unit 30. To do. In response to a command from the control unit 90, the third braking control device unit 30 appropriately reduces / holds / repressurizes the brake pressure supplied to the wheel cylinder 64 to prevent the right drive wheel 54 from locking.

When the control unit 90 detects the slip state of the left drive wheel 53 by the signal from the third speed sensor S3 when the vehicle starts, the control unit 90 controls the first traction control valve 88 and the second braking control. The operation signal is output to the device section 20. The second braking control device section 20 appropriately adjusts the air pressure supplied from the first traction control valve 88 to prevent the acceleration slip of the left drive wheel 53. Similarly, when the control unit 90 detects the excessive rotation state of the right drive wheel 54 by the signal from the fourth speed sensor S4 when the vehicle starts, the control unit 90 causes the second traction control valve 89 and the third braking control device unit to operate. The operation signal is output to 30. The third braking control device section 30 appropriately adjusts the air pressure supplied from the second traction control valve 89 to prevent the acceleration slip of the right driving wheel 54.

As described above, according to this embodiment, the brake pressure applied to the driven wheels of the second rear shaft can be directly controlled separately from the front wheels and the drive wheels. Therefore, it is possible to reliably prevent the driven wheels from being locked.

Further, even when the traction control mechanism is provided, it is not necessary to interpose a part such as a cut valve between the drive wheel and the driven wheel, and it is possible to reduce the number of parts and realize an inexpensive device. Become.

Further, even if a failure occurs in the second pipe on the drive wheel side, the brake pressure is supplied to the front wheels and the driven wheels, so that the safety can be improved. In the present embodiment, the speed signal of the front wheels and the speed signal of the driven wheels are input to the control unit 90 via the select low circuits respectively, but it is also possible to incorporate the function of each select low circuit in the control unit 90. is there.

Further, although the present embodiment adopts the air-over hydraulic brake system that converts the pneumatic pressure into the hydraulic pressure to supply the brake pressure to the wheel cylinders, it can be applied to the full air brake system.

[0052]

[Effect of device]

 ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to provide at low cost the wheel lock prevention apparatus provided with favorable antilock performance in the vehicle which has 3 axes.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a wheel lock prevention device according to an embodiment of the present invention.

FIG. 2 is a layout diagram of wheel shafts in the embodiment.

FIG. 3 is a configuration diagram of each component in the embodiment.

FIG. 4 is a configuration diagram of a first conventional example.

FIG. 5 is a configuration diagram of a second conventional example.

[Explanation of symbols]

7-Brake valve 8-Relay valve 9-Relay valve 10-First braking control unit 11-First air master cylinder 12-First modulator 20-Second braking control unit 21- 2nd air master cylinder 22 ... 2nd modulator 30 ... 3rd brake control device part 31 ... 3rd air master cylinder 32 ... 3rd modulator 40 ... 4th brake control device part 41 ... 4th air master Cylinder 42 ・ ・ 4th modulator 51 ・ ・ Left front wheel 52 ・ ・ Right front wheel 53 ・ ・ Left drive wheel 54 ・ ・ Right drive wheel 55 ・ ・ Left driven wheel 56 ・ ・ Right driven wheel 61 to 66 ・ ・ Wheel cylinder 80 ・-Air tank 85-Air tank 88-First traction control valve 89-Second traction control valve 90-Control unit (ECU) 92, 4 ・ ・ Select low circuit A ・ ・ First piping a1 ・ ・ Front wheel piping a2 ・ ・ Driven wheel piping B ・ ・ Second piping b1 ・ ・ Left drive wheel piping b2 ・ ・ Right drive wheel piping F ・ ・Front axis R1 · 1st rear axis R2 · · 2nd rear axis S1 to S6 · · 1st to 6th speed sensors (1st to 6th
Detection means)

Claims (3)

[Scope of utility model registration request] 1. A front shaft (F) having left and right front wheels (51, 52) on the front side, a first rear shaft (R1) having left and right drive wheels (53, 54) on the rear side, and left and right driven wheels (55, In a vehicle including a second rear axle (R2) having a rear wheel (56), a first braking control unit (10) for commonly controlling the braking force of the left and right front wheels (51, 52), and the left drive wheel (10). 53)
Of the second braking control device (20) for controlling the braking force of the right driving wheel (54), the third braking device part (30) for controlling the braking force of the right driving wheel (54), and the left and right driven wheels (55, 56). A fourth braking control device section (40) for controlling the braking force in common, and first to sixth detection means (S) for detecting the rotation speed of each wheel.
1 to S6) and a control unit (90) for inputting signals from the detection units (S1 to S6), the control unit (90) including the first and second detection units (S).
When the lockability of the left and right front wheels (51, 52) is determined by the signal from the first braking control device section (1
0) to determine the lockability of the left drive wheel (53) from the signal from the third detection means (S3), the second braking control device section (20) is controlled to control the fourth detection means. When the lockability of the right drive wheel (54) is judged from the signal from (S4), the third braking control device section (30) is controlled, and the signals from the fifth and sixth detection means (S5, S6) are controlled. When the possibility of locking the left and right driven wheels (55, 56) is determined by the above, the fourth braking control device section (40) is controlled,
Wheel lock prevention device that prevents each wheel from locking. 2. The control unit (90) calculates based on a signal of a low speed wheel of the left and right front wheels (51, 52) and outputs an operation signal to the first braking control unit (10). The wheel lock prevention according to claim 1, wherein the left and right driven wheels (55, 56) are operated based on a signal of a wheel rotating at a low speed to output an operation signal to the fourth braking control device section (40). apparatus. 3. The second braking control device section (20) when the control section (90) judges the possibility of slippage of the left driving wheel (53) based on a signal from the third detection means (S3).
When the possibility of slipping of the right driving wheel (54) is determined by the signal from the fourth detecting means (S4), the third braking control device section (30) is controlled to control the left and right driving wheels ( The wheel lock prevention device according to claim 1, which prevents the slip of (53, 54).