JPH07215195A - Antiskid brake control device of vehicle furnished with uniaxial, single modulator, two-wheel speed sensor - Google Patents

Abstract

PURPOSE:To minimize a braking distance by providing an antiskid brake control map selection means to select a second antiskid brake control map at the time when car body deceleration is larger than a set value. CONSTITUTION:At the time when car body deceleration is larger than a set value, it can be regarded that a vehicle is under ABS (antiskid brake control) while turning travelling on a high mu road. Additionally, in the case when either one of left and right wheel is in a decompression mode and the other is under service brake, the ABS of select low by a second ABS map 24 is carried out, and accordingly, the left and right wheels are ABSed (antiskid brake controlled) so that wheel lock inclination becomes smaller. Consequently, in this case, braking pressure of the inside wheel at the time of turning is decompressed, lock inclination of this inside wheel is restrained, and abrasion of this inside wheel is restrained.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is provided with one anti-skid brake control modulator common to left and right wheel brakes for one axle supporting the left and right wheels, and wheel speed sensors for the left and right wheels respectively. The present invention relates to an anti-skid brake control device for a vehicle such as a trailer vehicle, which is equipped with a single-axis / single modulator / two-wheel speed sensor.

[0002]

2. Description of the Related Art In recent years, trailer vehicle brake devices have also been
Anti-skid brake control (hereinafter ABS) to adjust the brake pressure of the wheels that tend to skid during braking.
(Also called) anti-skid brake control device is adopted. As an example of a conventional ABS device for such a trailer vehicle, there is a trailer ABS device shown in FIG.

As shown in FIG. 5, a trailer vehicle 1 includes left and right front wheels 3 and 4 rotatably supported by a front axle 2 and a rear axle 5.
Left and right rear wheels 6, 7 rotatably supported on the left and right front wheels 3, 4
And a power chamber 8 for a brake, which is provided for each of the left and right rear wheels 6, 7 and operates the brakes of the corresponding wheels.
9, 10, 11, these brake power chambers 8,
ABS modulator 12 for controlling compressed air supply / discharge to / from brake power chambers 8, 9, 10, 11 and adjusting brake force during ABS, and relay valve in ABS modulator 12 ( An emergency valve (not shown) in the ABS modulator 12 is connected to the service line 13 for supplying service brake signal pressure for controlling the service brakes of the left and right front wheels 3, 4, 6, 7 connected to the service line 13. Emergency line 14 for connecting the emergency brake signal pressure for controlling the operation of the emergency brakes of the left and right front wheels 3, 4, 6, 7 in case of an emergency, and an air reservoir for storing compressed air. 15, left and right wheel speed sensors 16 and 17, which are respectively arranged for the left and right front wheels 3 and 4 and detect wheel speeds of corresponding wheels, An electronic control unit (hereinafter, referred to as ECU) which sends the wheel speed signals from the sensors 16 and 17 and sends a control signal for controlling the operation of the ABS modulator 12 at the time of ABS to the ABS modulator 12
(Also called) 18 is provided. Numerals 19 and 20 are couplings for connecting the service line 13 and the emergency line 14 to tractor side pipes (not shown), and 21 is an electronic control unit ECU1.
8 is a coupling for connecting the electric wire on the tractor side.

In this trailer vehicle 1, one ABS modulator 12 is provided for the power chambers 8, 9 of the left and right front wheels 3, 4 of the front axle 2, and the left and right front wheels 3, 4 are provided. For two wheel speed sensors 1
6, 17 are deployed (in the example shown in FIG. 5, A
The BS modulator 12 is also common to the power chambers 10 and 11 of the left and right rear wheels 6 and 7.

In the trailer vehicle 1 thus constructed, the relay valve in the ABS modulator 12 is switched in response to the service brake actuation signal from the tractor side passing through the service line 13, so that the compressed air in the air reservoir 15 is released. Delivered to each power chamber 8, 9, 10, 11
The service brakes of the left and right front wheels 3, 4, 6, 7 are activated. Also, in an emergency such as when the tractor and the trailer are separated, the ABS modulator 12 is activated by the emergency brake actuation signal passing through the emergency line 14.
The emergency valve inside operates, and the emergency brakes of the left, right, front and rear wheels 3, 4, 6, 7 operate similarly.

Further, the ECU 18 controls the left and right wheel speed sensors 1
Of the wheel speeds from 6 and 17, the larger wheel speed is selected, and the selected wheel speed is set as the vehicle speed.
From this change in vehicle speed, the vehicle speed thereafter is estimated and the estimated vehicle speed is determined. When the ECU 18 determines that the wheel with the lower wheel speed tends to lock based on the lower wheel speed selected by the select low among the left and right wheel speeds and the estimated vehicle speed, the ECU 18 determines that the ABS 18 has the ABS The ABS control signal is output to the modulator 12 for use. This A
The ABS control signal causes the ABS modulator 12 to perform ABS for adjusting the brake pressure in the brake power chambers 8, 9, 10, 11 and thereby the left and right front wheels 3, 4,
The braking force of 6,7 is adjusted so that the locking tendency is eliminated.

Next, an example of such a conventional ABS will be described in detail. As shown in FIG. 7, when the brake is applied while the vehicle is traveling, the brake pressure increases and both the vehicle speed and the wheel speed start to decrease. After the system starts, at time t ₁ , the wheel speed starts to decrease more than the vehicle speed and the wheel acceleration / deceleration starts to decrease. At time t ₂ , when the wheel acceleration / deceleration becomes equal to or less than the set value α, the ECU 18
The ABS modulator 1 is determined as the holding mode in S.
2 is controlled so that the brake pressure is maintained. When the wheel speed and the wheel acceleration / deceleration further decrease and the wheel acceleration / deceleration becomes equal to or less than the set value β at time t ₃ , the ECU 18 determines that the ABS is in the pressure reduction mode and controls the ABS modulator 12 to reduce the brake pressure. Due to the reduction of the brake pressure, the wheel acceleration / deceleration changes from a decrease to an increase and gradually increases. When the wheel acceleration / deceleration exceeds the set value β at time t ₄ , the ABS enters the holding mode and the brake pressure is held. As a result, the wheel speed changes from a decrease to an increase and gradually starts to increase. Further, at time T ₅ , when the wheel acceleration / deceleration exceeds the peak of increase and changes from increase to decrease,
In the ABS pressure increasing mode, the brake pressure is rapidly increased by a fixed amount until the first time t ₆ , and then the brake pressure is gradually increased. As a result, the brake pressure increases, and the wheel speed and the wheel acceleration / deceleration both decrease again. Then, when the wheel acceleration / deceleration again becomes equal to or less than the set value β at time t ₇ , the pressure reducing mode is set and the brake pressure decreases again.
After that, the same control as described above is repeated.

[0008]

By the way, in the conventional trailer vehicle 1 as described above, one ABS modulator 12 and two left and right wheel speed sensors 16, 17 are provided for one axle supporting the left and right wheels. And the lock tendency of the wheels is judged based on the lower wheel speed and the vehicle body speed selected by the select low, thereby reducing the brake pressure at the ABS, maintaining the brake pressure, and increasing the brake pressure. The pressure is commonly applied to the left and right wheels.

ABS by the select row is performed by an ABS map shown in FIG. 6 as an example. That is, as shown in FIG. 6, if at least one of the left and right wheels is in the pressure reduction mode, the ABS for both the left and right wheels is set to the pressure reduction mode regardless of the other mode. Further, if at least one of the left and right wheels is in the holding mode, the ABS for both the left and right wheels is set to the holding mode even if the other is in any mode other than the pressure reducing mode. Further, when one of the left and right wheels is in the pressure increasing mode and the other is in the pressure increasing mode or the service brake mode, the ABS for both the left and right wheels is set to the pressure increasing mode.

However, when the vehicle is traveling on a split road in which the road surface friction coefficient (hereinafter, also simply referred to as μ) is greatly different between the left and right sides, the wheels on the low μ side are likely to be locked, so that the low μ side is locked. When the wheel locking tendency is selected and the wheels on the low μ side enter the pressure reducing mode, the brakes on the left and right wheels both enter the pressure reducing control in the ABS. For this reason, the brake pressure of the wheel on the opposite side of the high μ side, which does not tend to lock, is also reduced, so that the braking force of the entire trailer vehicle 1 is insufficient and the braking distance is extended.

Therefore, in such a case, ABS is performed based on the wheel speed of the left and right wheels, whichever is higher by the select high, and the vehicle speed, that is, the low μ side tends to become locked. It is better to control to.

However, ABS by select high
Then, when the vehicle is turning on a high μ road, the wheel speed of the outer wheel is higher than the wheel speed of the inner wheel, and the wheel speed of the outer wheel is selected. Based on this, ABS of the inner wheels will also be performed.
Therefore, when ABS is performed during turning of the vehicle on a high μ road, there is a problem that the inner wheels are likely to be locked, and as a result, the tires of the inner wheels are easily worn.

The present invention has been made in view of such a problem, and an object thereof is to provide one ABS modulator common to the left and right and two separate left and right ABSs with respect to one axis supporting the left and right wheels. When ABS control is performed while a vehicle equipped with a wheel speed sensor is running on a split road, the braking distance can be shortened as much as possible, and the wheels are locked when the vehicle turns on a high μ road. An object of the present invention is to provide an anti-skid brake control device for a vehicle, which includes a single-axis / single modulator / two-wheel speed sensor capable of reducing the tendency.

[0014]

In order to solve the above-mentioned problems, the invention of claim 1 includes an axle supporting left and right wheels, and left and right brake devices respectively provided on the left and right wheels. , One anti-skid brake control modulator that commonly controls the brake pressure of the left and right brake devices, and left and right wheel speed sensors that are individually provided on the left and right wheels to detect the wheel speeds of the corresponding wheels, The wheel velocities of the left and right wheels are respectively fed from the left and right wheel speed sensors, and the lock tendency of each of the left and right wheels is determined by a predetermined lock tendency determination method based on the wheel speed of each of the left and right wheels. The anti-skid brake control mode for each of the left and right wheels is determined and the anti-skid brake control modulator is controlled. In an anti-skid brake control device for a vehicle that includes at least an electronic control device, an acceleration sensor that detects a vehicle body deceleration during braking and sends the deceleration to the electronic control device, and an acceleration sensor that is provided in the electronic control device. A first anti-skid brake control in which a common anti-skid brake control mode of wheels is set based on the anti-skid brake control mode of each of the left and right wheels by a predetermined control mode setting method so that the locking tendency becomes relatively large. The map and the anti-skid brake control mode common to the left and right wheels provided in the electronic control unit compare the lock tendency by a predetermined control mode setting method based on the anti-skid brake control mode for each of the left and right wheels. 2nd anti-skid brake control map set to be relatively small Provided in the electronic control unit, when the vehicle body deceleration is smaller than a set value, the first anti-skid brake control map is selected, and when the vehicle body deceleration is not less than the set value, the second anti-skid brake control map is selected. It is characterized in that anti-skid brake control map selection means for selecting a skid brake control map is provided.

According to a second aspect of the present invention, in the first anti-skid brake control map, the wheel anti-skid brake control mode for each of the left and right wheels is the depressurization mode, and When the wheel is the service brake and when the vehicle deceleration is smaller than the set value, the common anti-skid brake control mode of the left and right wheels is set to the holding mode, and the second anti-skid brake control map is set. However, in the case where the wheel anti-skid brake control mode for each of the left and right wheels of one of the left and right wheels is a decompression mode, and the other wheel is a service brake,
Moreover, when the vehicle body deceleration is larger than the set value, the common anti-skid brake control mode for the left and right wheels is set to the decompression mode, and at least one of the first and second anti-skid brake control maps is set to the above-mentioned Common anti-skid brakes for the left and right wheels, unless the left and right wheels anti-skid brake control mode for each of the left and right wheels is a decompression mode and the other wheel is a service brake. The control mode is set to an anti-skid brake control mode of a wheel having a lower wheel speed of the left and right wheels.

[0016]

In the anti-skid brake control device for a vehicle having the uniaxial / monomodulator / two-wheel speed sensor of the present invention configured as described above, when the vehicle deceleration detected by the acceleration sensor is smaller than the set value, The skid brake control map selection means selects the first anti-skid brake control map. Then, the electronic control unit common to the left and right wheels so that the lock tendency becomes relatively large according to the first anti-skid brake control map during ABS, that is, the brake pressure is relatively large. I do. When the vehicle deceleration is smaller than the set value, it can be determined as low μ, so by ensuring a relatively large brake pressure during ABS during traveling on a low μ road, it is possible to further reduce the braking distance. become.

When the vehicle deceleration is equal to or higher than the set value, the anti-skid brake control map selecting means selects the second anti-skid brake control map. Then, the electronic control unit performs ABS in common for the left and right wheels so that the locking tendency becomes relatively small according to the second anti-skid brake control map during ABS. When the vehicle deceleration is equal to or higher than the set value, it can be determined that the vehicle has a high μ. Therefore, when the vehicle is traveling on a high μ road, the lock tendency is relatively small during ABS during traveling on a high μ road. The tendency of the wheels to lock can be reduced.

In particular, according to the second aspect of the present invention, when the vehicle deceleration is smaller than the set value, the ABS is performed according to the first anti-skid brake control map, so that, for example, the left and right wheel traveling roads are greatly different in μ. The braking distance can be effectively shortened at the time of ABS at the same time, and the ABS is performed by the second anti-skid brake control map when the vehicle deceleration is equal to or more than the set value. It is possible to reduce the tendency of the wheels to lock during ABS.

[0019]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing an embodiment of an anti-skid brake control device for a vehicle equipped with a uniaxial / monomodulator / two-wheel speed sensor according to the present invention, and FIG. 2 is a diagram showing the basic configuration of the present embodiment. The same components as those of the conventional ABS device shown in FIG. 5 described above are designated by the same reference numerals, and detailed description thereof will be omitted.

As shown in FIG. 1, in this embodiment, EC
An acceleration sensor 22 for detecting the longitudinal acceleration G of the vehicle, that is, the vehicle body deceleration is provided at U18. In this embodiment, as shown in FIG. 2, the electronic control unit (EC
U) The first AB which has a relatively large locking tendency in 18
S map 23, second AB for relatively reducing lock tendency
S map 24 and these first and second ABS maps 2
ABS map selecting means 25 for selecting either one of 3, 24 is provided. In that case, in this embodiment, the ABS map by the select row shown in FIG.
The BS map 24 is set, and the ABS map shown in FIG. 3 is set as the first ABS map 23. The second ABS map 24 shows A of the left and right wheels 3 and 4.
While it is set to be select low for all modes of the BS, the first ABS map 23 shown in FIG. 3 shows that one of the left and right wheels 3, 4 is in the decompression mode, Only when the other wheel is in the service brake state, the ABSs of the left and right wheels 3 and 4 are set to the brake pressure holding mode, and in the other cases of the left and right wheels 3 and 4, the same select low as the second ABS map 24 is set. Is set to.

When braking is started, ABS is set to the left and right wheels 3 and 4 by the select low, one of the left and right wheels is in the pressure reduction mode, and the other wheel is in service. When the vehicle is in the braking state and the vehicle body deceleration from the acceleration sensor 22 is not equal to or more than the set value a ₀ m / sec ² (eg, 2.9 m / sec ² ), A
The first ABS map 23 is selected by the BS map selecting means 25, and the ABSs of the left and right wheels 3 and 4 are set to the brake pressure holding mode by the selected first ABS map 23. When one of the left and right wheels is in the pressure reduction mode and the other wheel is in the service brake state, and when the vehicle deceleration is equal to or greater than the set value a ₀ m / sec ² , the second ABS. Map 24
Is selected, and according to the selected second ABS map 24,
The ABSs of the left and right wheels 3 and 4 are set to a brake pressure reducing mode.

Further, except when either one of the left and right wheels 3 and 4 is in the pressure reducing mode and the other wheel is in the service brake state, it is set to ABS by select low, and ABS by this select low is set. Either of the first and second ABS maps 24, 24 may be selected. In the case of this embodiment, the first ABS map 23 is selected. The set value a ₀ m / sec ² of the vehicle body deceleration is made different when the vehicle body deceleration changes from a small value to a large value and when the vehicle body deceleration changes from a large value to a small value. By setting (the former set value is large and the latter set value is small), hysteresis can be provided in the determination of the vehicle body deceleration.

Next, the control flow of this embodiment will be described with reference to the flow chart shown in FIG. As shown in FIG. 4, when braking is started, first, in step S1, the acceleration / deceleration of the right wheel is determined, and in step S1.
In 2, the acceleration / deceleration of the left wheel is determined. Next, in step S3, it is determined whether one of the left and right wheels is in the pressure reducing mode and the other is the service brake. If it is determined that one of the left and right wheels is in the pressure reducing mode and the other is the service brake, step S4
At, it is determined whether the vehicle body deceleration is equal to or greater than the set value a ₀ m / sec ² . When it is determined that the vehicle deceleration is equal to or greater than the set value a ₀ m / sec ² , the second ABS map 24 is selected as the operating condition in step S5. And
In step S6, the second ABS map 2 selected
The ECU 18 controls the drive of the ABS modulator 12 by means of 4, and thereby the ABS by the select low according to the second ABS map 24 is performed on the left and right wheels.

When it is determined in step S4 that the vehicle deceleration is not equal to or greater than the set value a ₀ m / sec ² , the first ABS map 23 is selected as the operating condition in step S7. Then, the process proceeds to step S6, and the ECU 18 drives and controls the ABS modulator 12 according to the selected first ABS map 23, whereby the ABS according to the first ABS map 23 is performed on the left and right wheels.

By the way, the vehicle body deceleration is the set value a ₀ m / sec ²
If the above is true, the vehicle is turning A on a high μ road.
It can be seen as a BS. Moreover, when one of the left and right wheels 3 and 4 is in the pressure reducing mode and the other is the service brake, ABS of the select low according to the second ABS map 24 is performed.
Is ABS so that the wheel lock tendency is reduced. Therefore, in this case, the brake pressure of the inner wheel during turning is reduced, the locking tendency of the inner wheel is suppressed, and the wear of the inner wheel is suppressed.

When the vehicle body deceleration is not equal to or greater than the set value a ₀ m / sec ² , the vehicle is running on the split road.
It can be seen as S. Moreover, the left and right wheels 3,
When either one of 4 is in the pressure reducing mode and the other is the service brake, A according to the first ABS map 23
Since the BS is performed, the left and right wheels 3 and 4 are ABS so that the wheel lock tendency becomes large. Therefore, the braking pressures of the left and right wheels 3 and 4 are maintained, a predetermined braking force is secured, and the braking distance is shortened when the vehicle is ABS on the split road.

In addition, in the above-mentioned embodiment, the uniaxial shaft of the present invention
As a vehicle with one modulator and two wheel speed sensors,
Although a trailer vehicle of a two-axle vehicle is used, the present invention is not limited to this, and the left and right wheels are provided on one axis, and the left and right wheels are commonly provided for the respective brakes. The present invention can be applied to a vehicle having any other axle as long as the vehicle has one ABS modulator and two wheel speed sensors provided for each of the left and right wheels. Further, it goes without saying that one shaft of the present invention may be one shaft extending between the left and right wheels as in the above-described embodiment or two shafts which are divided into left and right and are coaxially arranged.

[0028]

As is apparent from the above description, according to the anti-skid brake control device for a vehicle equipped with the one-axis / one-modulator / two-wheel speed sensor according to the present invention, the vehicle is traveling on a high μ road. The tendency of the inner wheels to lock during ABS is suppressed. Therefore, it is possible to reliably suppress the wear of the inner wheels.

In addition, when the vehicle is running on the split road A
At the time of BS, even when one of the left and right wheels is in the pressure reduction mode and the other is the service brake, the brakes of the left and right wheels are secured with a predetermined braking force. Therefore, the braking distance can be shortened when the vehicle is ABS while traveling on the split road.

[Brief description of drawings]

FIG. 1 is a diagram showing an embodiment of a vehicle anti-skid brake control device including a uniaxial / monomodulator / two-wheel speed sensor according to the present invention.

FIG. 2 is a diagram showing a basic configuration of the embodiment shown in FIG.

FIG. 3 is a diagram showing a first ABS map used in the embodiment shown in FIG.

FIG. 4 is a diagram showing a flow of ABS control of the embodiment shown in FIG.

FIG. 5 is a diagram showing an anti-skid brake control device mounted on a conventional trailer vehicle.

FIG. 6 AB used for ABS by select low
It is a figure which shows an example of S map, and also shows the 2nd ABS map used for the Example shown in FIG.

FIG. 7 is a diagram illustrating an example of a conventional ABS performed on wheels.

[Explanation of symbols]

1 ... Trailer vehicle, 2 ... Front axle, 3, 4 ... Left and right front wheels, 5 ...
Rear axle, 6, 7 ... Left and right rear wheels, 8, 9, 10, 11 ... Brake power chamber, 12 ... ABS modulator, 13
… Service line, 14… Emergency line, 15
... Air reservoirs 15, 16, 17 ... Wheel speed sensor, 18
... electronic control unit (ECU), 19, 20, 21 ... coupling, 22 ... acceleration sensor, 23 ... first ABS map,
24 ... Second ABS map, 25 ... ABS map selecting means

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[Procedure amendment]

[Submission date] February 10, 1994

[Procedure Amendment 1]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 1

[Correction method] Change

[Correction content]

[Figure 1]

[Procedure Amendment 2]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 5

[Correction method] Change

[Correction content]

[Figure 5]

[Procedure 3]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 7

[Correction method] Change

[Correction content]

[Figure 7]

Claims (2)

[Claims] 1. An anti-skid brake control for commonly controlling an axle supporting left and right wheels, left and right brake devices individually provided on the left and right wheels, and a brake pressure of the left and right brake devices. A modulator, left and right wheel speed sensors that are individually provided on the left and right wheels to detect wheel speeds of the corresponding wheels, and wheel speeds of the left and right wheels are respectively fed from the left and right wheel speed sensors, and While determining the anti-skid brake control mode for each of the left and right wheels by determining the lock tendency for each of the left and right wheels by a predetermined lock tendency determination method based on the wheel speed for each of the left and right wheels, and An anti-skid brake for a vehicle including at least an electronic control unit for controlling an anti-skid brake control modulator In the control device, during braking, an acceleration sensor that detects a vehicle deceleration and sends it to the electronic control device, and an anti-skid brake control mode that is provided in the electronic control device and is common to the left and right wheels is A first anti-skid brake control map that is set so that the lock tendency is relatively large by a predetermined control mode setting method based on the anti-skid brake control mode for each wheel; and is provided in the electronic control device. A common anti-skid brake control mode for the left and right wheels is set based on the anti-skid brake control mode for each of the left and right wheels by a predetermined control mode setting method so that the locking tendency becomes relatively small. The skid brake control map is provided in the electronic control unit, and the vehicle body deceleration is set from the set value. Anti-skid brake control map selection means is provided for selecting the first anti-skid brake control map when it is small and for selecting the second anti-skid brake control map when the vehicle deceleration is equal to or greater than a set value. An anti-skid brake control device for a vehicle, which is equipped with a single-axis / single modulator / two-wheel speed sensor. 2. The first anti-skid brake control map, wherein the wheel anti-skid brake control mode for each of the left and right wheels of one of the left and right wheels is a decompression mode, and the other wheel is a service brake. When the vehicle deceleration is smaller than the set value, the common anti-skid brake control mode for the left and right wheels is set to the holding mode, and the second
The anti-skid brake control map is a case where the wheel anti-skid brake control mode for each of the left and right wheels of the left and right wheels is a decompression mode, and the other wheel is a service brake, and the vehicle body deceleration is When it is larger than the set value, the common anti-skid brake control mode for the left and right wheels is set to the decompression mode, and at least one of the first and second anti-skid brake control maps is set for one of the left and right wheels. When the wheel anti-skid brake control mode for each of the left and right wheels is other than the pressure reducing mode and the other wheel is the service brake, the common anti-skid brake control mode for the left and right wheels is set to the left and right wheels. Anti-skid brake control of the lower wheel of all wheels Antiskid brake control apparatus for a vehicle comprising a uniaxially-one modulator and secondary wheel speed sensor of claim 1, wherein the set to over de.