JPH0733001A - Anti-skid controller - Google Patents

Abstract

PURPOSE:To provide an anti-skid controller which can avoid deterioration in safety even with such a constitution in which an actuator makes its simulated operation. CONSTITUTION:This controller is provided with a NAND circuit 25 in which respective wheel speed VWFL-VWR are inputted, an AND circuit 26 in which the output of the NAND circuit 25 and simulated operation signal P are inputted, and an OR circuit 27 in which a command signal AV generated according to the AND circuit 26 and the output of a sensor is supplied. The output of the OR circuit 27 is reudered a command signal AV which is supplied to each actuator actually.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of an anti-skid control device for preventing wheel lock by controlling the pressure of a braking cylinder arranged on each wheel to an optimum state during braking, and more particularly to a braking system. The present invention relates to an anti-skid control device suitable for diagnosing whether or not an actuator that adjusts the pressure of a working cylinder can operate normally.

[0002]

2. Description of the Related Art As a conventional anti-skid control device,
There is one disclosed in JP-A-63-46962. That is, such a conventional anti-skid control device has a self-diagnosis function for detecting the presence or absence of malfunction of the actuator, and the actuation of the actuator for the self-diagnosis is performed by the operating power source being in the energized state and the brake being in the inoperative state. In this case, the noise level is prevented from deteriorating due to the operation of the actuator during self-diagnosis.

[0003]

However, the above-mentioned conventional anti-skid control device is powered on regardless of the normal anti-skid control performed based on the sensor output of the wheel speed sensor, the longitudinal acceleration sensor, or the like. Since the actuator is configured to forcibly actuate the actuator at different timings and when the brake is in the non-actuated state, the signal for such an artificial actuation is for some reason (for example, a switch for performing the simulated actuation). If it is forgotten to return to the OFF state by mistake, etc.) If the brakes are constantly generated while the vehicle is running, the brake may become inoperable while the vehicle is running. No measures have been given to avoid the situation.

The present invention has been made by paying attention to the problems to be solved in the conventional techniques as described above, and avoids a decrease in safety even when the actuator is provided with a pseudo operation. It is an object of the present invention to provide an anti-skid control device that can

[0005]

In order to achieve the above object, the present invention, as shown in FIG. 1 which is a basic configuration diagram thereof, is an actuator for adjusting the pressure of a braking cylinder of a vehicle according to a command signal. And a command signal generating means for generating the command signal according to a traveling state of the vehicle, in an anti-skid control device, a pseudo operating signal generating means for generating a pseudo operating signal, and the pseudo operating signal is Command signal adjusting means for forcibly changing the command signal to a signal for activating the actuator when it is a signal for activating the actuator, and a traveling state detecting means for detecting that the vehicle is in a traveling state. When the traveling state detecting means detects that the vehicle is in the traveling state, the pseudo operation signal is compulsorily set to stop the actuator. And the pseudo actuation signal adjusting means for,
Was set up.

[0006]

According to the present invention, when the traveling state detecting means detects that the vehicle is in the traveling state, the pseudo operating signal adjusting means forces the pseudo operating signal to stop the actuator. Therefore, even if the pseudo operation signal generating means erroneously sets the pseudo operation signal to a signal for activating the actuator while the vehicle is traveling, the command signal adjusting means directly outputs the command signal generated by the command signal generating means to the actuator. Will be supplied.

[0007]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 2 is a block diagram showing the overall configuration of an embodiment of the present invention. First, the configuration will be described. 1FL, 1F
R is a front wheel, 1RL, 1RR is a rear wheel, and rear wheel 1RL,
The rotational driving force of the engine 2 is transmitted to the 1RR via the transmission 3, the propeller shaft 4, and the final reduction gear device 5. That is, the vehicle shown in FIG. 2 is an engine front-mounted rear-wheel drive vehicle.

Wheel cylinders 6FL to 6RR as braking cylinders are attached to the respective wheels 1FL to 1RR, and the front wheels 1FL and 1FR each have a wheel speed of a frequency corresponding to the rotational speed of these wheels. Wheel speed sensors 7FL and 7FR that output signals are mounted, and a wheel speed sensor 7R that outputs a wheel speed signal having a frequency corresponding to the rotational speeds of the rear wheels 1RL and 1RR is mounted to the propeller shaft 4.

Then, the wheel cylinder 6F on the front wheel side
A master cylinder 9 that generates two systems of master cylinder pressure in response to depression of the brake pedal 8 is provided in L and 6FR.
One of the master cylinder pressures is supplied individually via the front-wheel-side actuators 10FL and 10FR, and the rear-wheel-side wheel cylinder 6R is also supplied.
The other master cylinder pressure from the master cylinder 9 is supplied to L and 6RR via a common rear wheel actuator 10R.

As shown in FIG. 3, each of the actuators 10FL to 10R has an electromagnetic inflow valve 12 interposed between the hydraulic pipe 11 connected to the master cylinder 9 and the wheel cylinders 6FL to 6RR, and this electromagnetic inflow valve. Electromagnetic outflow valve 13, hydraulic pump 1 connected in parallel to 12
4 and a check valve 15, and an accumulator 16 connected to the hydraulic pipe between the outflow valve 13 and the hydraulic pump 14.

The command signal EV supplied from the controller 21 to be described later has a logical value "0" in the electromagnetic inflow valve 12.
Is open, and is closed when the logical value is "1". On the contrary, the electromagnetic outflow valve 13 is closed when the command signal AV is the logical value "0". When the logical value is “1”, the hydraulic pump 14 is opened, and when the hydraulic pump 14 is rotationally driven by the DC motor 17 and the command signal MR has a predetermined voltage, the hydraulic pump 14 is rotationally driven. It is configured.

Although not shown in the drawings, each of the wheel speed sensors 7FL to 7R is, for example, front wheels 1FL and 1R.
A rotor that is individually provided at a predetermined position of the R drive shaft and the propeller shaft 4 and has serrations with a predetermined number of teeth on the outer peripheral surface, and a magnet that faces the rotor are built-in and the induced electromotive force due to the generated magnetic flux is detected It is composed of a coil. That is, the wheel speed sensors 7FL to 7R
An electromotive force having a frequency corresponding to the rotation of the serration of the rotor is induced in the coil, and the induced electromotive force becomes an output of the wheel speed sensors 7FL to 7R.

Further, the vehicle is provided with a longitudinal acceleration sensor 19 for detecting the longitudinal acceleration thereof. The longitudinal acceleration sensor 19 has a zero voltage when acceleration / deceleration does not occur in the vehicle, a positive voltage corresponding to the magnitude of acceleration when deceleration occurs, and a deceleration when deceleration occurs. The acceleration detection value X _G having a negative voltage according to the magnitude of is output.

From the wheel speed sensors 7FL to 7R,
The induced electromotive force output is the waveform shaping circuit such as Schmitt circuit.
The waveform shaping circuit 2 is supplied to the paths 20FL to 20R.
Wheel speed detection value converted to pulse signal at 0FL to 20R
And the acceleration detection value X of the longitudinal acceleration sensor 19_GBut
It is supplied to the controller 21. This
The controller 21 outputs the waveform shaping circuits 20FL to 20R.
From the force and the radius of gyration of each wheel 1FL to 1RR, the peripheral speed of the wheel
Wheel speed (vehicle traveling condition) Vw _FL~ Vw_RPlayed
These wheel speeds Vw_FL~ Vw_RHighest wheel of
Speed (select high wheel speed) and longitudinal acceleration detection value X_G(car
Corresponding to the actual vehicle speed based on
Pseudo vehicle speed V_iAnd the pseudo vehicle speed V_i，
Each wheel speed Vw_FL~ Vw_RAnd based on these acceleration / deceleration
Command signal E for each wheel to prevent wheel lock during braking
V, AV and MR are generated, and these are generated by each actuator.
It is designed to output to 10FL to 10R.

Further, the pseudo operation signal P is inputted to the controller 21 from the pseudo operation switch 22. That is, the pseudo operation switch 22 is a switch operated when diagnosing whether or not the actuators 10FL to 10R normally operate, and when operated, outputs the pseudo operation signal P having the logical value "1". It is supposed to do. More specifically, the pseudo operation switch 22 is a switch operated by an operator when diagnosing whether or not the outflow valve 13 in the actuators 10FL to 10R normally operates during a regular inspection of the vehicle or the like.

In the controller 21, a logic circuit as shown in FIG. 4 is formed in addition to the arithmetic circuit for generating the command signals EV, AV and MR as described above. That is, when the pseudo operation signal P having the logical value "1" is input, this logic circuit actually supplies each of the actuators 10FL to 10R regardless of the state of the command signal AV generated according to the sensor output. Command signal AV to be forcibly set to a logical value "1", while all wheel speeds Vw _{FL to} V
It is configured to force the pseudo-actuation signal P to a logical value "0" when at least one of w _R is not zero. Specifically, the NAND circuit 25 to which the wheel speeds Vw _{FL to} Vw _R are input, the AND circuit 26 to which the output of the NAND circuit 25 and the pseudo operation signal P are input, the AND circuit 26 and the sensor output The output of the OR circuit 27 is the command signal AV actually supplied to each of the actuators 10FL to 10R.

Next, the operation of this embodiment will be described. Now, assuming that the vehicle is stopped with the ignition switch in the off state, in this state, power is not supplied to each control circuit, and the command signals EV and AV of the controller 21 become logical values “0”. Since the command signal MR is zero, the actuators 10FL to 10R
The electromagnetic inflow valve 12 is open, the electromagnetic outflow valve 13 is closed, and the hydraulic pump 14 is stopped, and the master cylinder pressure generated in the master cylinder 9 is directly supplied to the wheel cylinders 6FL to 6RR. . Therefore, when the brake pedal 8 is released, the master cylinder 9
Since the master cylinder pressure is zero, the brake fluid pressures of the wheel cylinders 6FL to 6RR are also zero, and the brake cylinder 8 is in a non-braking state. Conversely, when the brake pedal 8 is being depressed, the master cylinder pressure corresponding to the depression amount is Since it is generated from the master cylinder 9, it is supplied to the wheel cylinders 6FL to 6RR to be in a braking state.

When the ignition switch is turned on from this state, power is supplied to each control circuit and the controller 21 is activated. At this time, the induced electromotive force output from the wheel speed sensors 7FL to 7R is zero, and the acceleration detection value X _G of the longitudinal acceleration sensor 19 is also zero. If the brake pedal 8 is released from this stopped state to start the vehicle and accelerate the vehicle, the wheel speed is 7F.
L-7R outputs the induced electromotive force having a frequency corresponding to the rotation speed of the wheel, and these are generated by the waveform shaping circuits 20FL-20R.
Is converted into a pulse signal by the controller 21 and supplied to the controller 21.
The acceleration detection signal X _G supplied to 1 also increases in the positive direction.

Then, from the acceleration state or the constant speed running state,
When the rake pedal 8 is depressed to shift to the braking state
Is the acceleration detection value X in the controller 21._GAnd wheel speed
Vw _FL~ Vw_RCalculated by Select High Wheel Speed and
Pseudo vehicle speed V_iAnd each wheel speed Vw_FL~ Vw_RCompare with
Then, each wheel speed Vw_FL~ Vw_RIs the pseudo vehicle speed V_i85% immediately
Until each slip ratio reaches 15%, each actuator
The command signals EV and AV for the data 10FL to 10R are discussed.
With the theoretical value "0" and the command signal MR set to zero, the electromagnetic inflow valve 12
By controlling only the open state,
Master brake according to the amount of depression of the brake pedal 8
Linda pressure is supplied to each wheel cylinder 6FL to 6RR.
Then, the pressure increasing mode is set.

In this pressure increasing mode, each wheel 1
The wheel speed of FL to 1RR decreases, and the wheel deceleration increases accordingly. When the wheel deceleration exceeds the preset deceleration threshold value α, the command signal EV is inverted to the logical value "1", whereby the actuator 10j is activated.
The electromagnetic inflow valve 12 of (j = FL, FR, R) is closed, the master cylinder 9 and the wheel cylinder 6j are cut off, and the pressure holding mode is set. After that, the wheel speed V
When w _j matches 85% of the pseudo vehicle speed V _i , the command signal A
By turning on both V and MR, the electromagnetic outflow valve 13 is opened and the hydraulic pump 14 is rotationally driven to discharge the hydraulic oil in the wheel cylinder 6j to the master cylinder 9 side, and the wheel cylinder 6j is opened. The anti-skid control is started as the decompression mode for decompressing.

Wheel speed is restored by this pressure reduction mode,
When the wheel acceleration exceeds a preset acceleration threshold β, the holding mode is set, and when the wheel acceleration becomes equal to or lower than the acceleration threshold β, the command signal EV is intermittently turned on / off to set the slow pressure increasing mode. After that, when the wheel deceleration again exceeds the deceleration threshold value α, the mode shifts to the holding mode, and then the above control cycle is repeated and the antiskid control is interrupted until the braking state is released.

On the other hand, while the vehicle is traveling, all wheel speeds Vw
_{Since FL to} Vw _R are not zero, the output of the NAND circuit 25 has a logical value “0”, so that one input of the AND circuit 26 has a logical value “0” and the other input of the AND circuit 26 is a pseudo operation. The output of the AND circuit 26 has the logical value "0" regardless of the state of the signal P. Therefore, the OR circuit 27 directly outputs the command signal AV of the logical value "1" or "0" generated according to the sensor output.

As described above, since the state of the pseudo operation signal P has no influence on the determination of the command signal AV while the vehicle is traveling, for example, an operator at the time of regular inspection mistakenly turns off the pseudo operation switch 22. Even if the vehicle is forgotten to return to the state, it is prevented that the electromagnetic outflow valve 13 remains open and the brake becomes inoperable while the vehicle is traveling.

When diagnosing whether or not the electromagnetic outflow valve 13 of the actuators 10FL to 10R operates normally at the time of regular inspection, for example, the wheels corresponding to the target actuator 10j are jacked up or With such wheels placed on the rollers, if the rear wheels 1RL and 1RR, which are driving wheels, are driven by the driving force of the engine 2,
If the driven wheels are front wheels 1FL and 1FR, the wheels are rotated by the rotational driving force applied from the outside, and
The pseudo operation switch 22 is turned on and the pseudo operation signal P having the logical value "1" is input to the controller 21.

In such a state, the wheel speeds Vw _{FL to} Vw
_Since at least one of _Rs is zero, the output of the NAND circuit 25 has a logical value "1", both inputs of the AND circuit 26 have a logical value "1", and the output of the AND circuit 26 has a logical value "1". 1 ”. Therefore, the output of the OR circuit 27 has the logical value "1" regardless of the command signal AV generated according to the sensor output, so that the electromagnetic outflow valve 13 to which the output is supplied is opened. Therefore, at that time, with the brake pedal 8 depressed, the wheel cylinder 6FL
The hydraulic pressure of 6RR is measured, and if the hydraulic pressure is not generated, it can be determined that the electromagnetic outflow valve 13 is normally operating.

After the diagnosis is completed, the pseudo operation switch 22 is returned to the off state to set the pseudo operation signal P to the logical value "0". Then, the output of the AND circuit 26 becomes the logical value "0", so that the output of the OR circuit 27 is determined by the command signal AV generated according to the sensor output. As described above, according to the configuration of the present embodiment, it is possible to easily diagnose whether or not the electromagnetic outflow valve 13 in the actuators 10FL to 10R can normally operate at the time of periodic inspection and the like. Even if the pseudo operation switch 22 is forgotten to be turned off and the pseudo operation signal P of the logical value "1" continues to be output, a dangerous state in which the brake cannot be operated while the vehicle is traveling. It has a feature of being excellent in safety that it can be prevented from becoming.

Further, in this embodiment, all wheel speeds Vw _FL
Since the configuration is such that it is determined that the vehicle is traveling when ~ Vw _R is not zero, even the anti-skid control device that needs to rotationally drive the target wheel at the time of regular inspection is erroneously traveling the vehicle. It is not determined that the pseudo operation signal P is forcibly set to the logical value "1" by the pseudo operation signal P.

Here, in this embodiment, the controller 21
The command signal generating means is configured by the process of generating the command signal AV in accordance with the output of each sensor, and the pseudo operation switch 22 corresponds to the pseudo operation signal generating means.
The circuit 27 corresponds to the command signal adjusting means, and the NAND circuit 2
5 corresponds to the traveling state detecting means, and the AND circuit 26 corresponds to the pseudo operation signal adjusting means.

In the above-mentioned embodiment, the pseudo-operation switch 22 is configured to be operated by the operator at the time of periodic inspection, but the invention is not limited to this. For example, the ignition switch is turned on. A hydraulic pressure sensor for measuring the hydraulic pressures of the wheel cylinders 6FL to 6RR while being configured to output a pseudo operation signal P having a logical value "1" during a predetermined time immediately after the operation and when the parking brake is operating. If the output of the hydraulic pressure sensor is equal to or more than a predetermined value and the output of the AND circuit 26 is the logical value "1", an alarm device for issuing an alarm is provided, so that the electromagnetic outflow valve 13 is constantly diagnosed. Will be able to.

Further, in the above embodiment, all wheel speeds Vw
_Although it is determined that the vehicle is traveling when _{FL to} Vw _R is not zero, the present invention is not limited to this.
For example, whether or not the vehicle is traveling may be determined based on the value of the longitudinal acceleration detection value X _G , or if a yaw rate sensor is provided, the determination may be based on the output thereof. . If a plurality of means for determining whether the vehicle is running are provided and the outputs of all the means are logically inverted and input to the AND circuit 26, the state in which the vehicle is running is determined. The possibility of being overlooked is extremely small, and safety can be further improved.

Further, in the above embodiment, the electromagnetic outflow valve 13
Although it is configured such that only the electromagnetic induction valve 12 can be pseudo-actuated, the configuration of FIG.
The same can be applied to the command signal MR for the V and DC motors 17, and the same effect can be obtained. However, when the configuration shown in FIG. 4 is applied to a plurality of command signals, the NAND circuit 25 may be common, but the OR circuit 27 must of course be provided separately, and the electromagnetic inflow valves 12, If the individual states of the electromagnetic outflow valve 13 and the DC motor 17 are to be examined, it is desirable to separately provide the pseudo operation switch 22 and the AND circuit 26.

[0032]

As described above, according to the present invention,
Since the pseudo operation signal is forcibly set to a signal for stopping the actuator while the vehicle is traveling, even if the pseudo operation signal P for accidentally turning the actuator on is continuously output while the vehicle is traveling, For example, there is an effect that it is possible to prevent a dangerous state in which the brake cannot be operated while the vehicle is traveling.

[Brief description of drawings]

FIG. 1 is a block diagram showing a basic configuration of the present invention.

FIG. 2 is a block diagram showing a configuration of an exemplary embodiment of the present invention.

FIG. 3 is a configuration diagram showing an example of an actuator.

FIG. 4 is a logic circuit diagram showing a part of the functional configuration of a controller.

[Explanation of symbols]

1FL, 1FR Front Wheel 1RL, 1RR Rear Wheel 6FL-6RR Wheel Cylinder (Brake Cylinder) 7FL-7R Wheel Speed Sensor 8 Brake Pedal 9 Master Cylinder 10FL-10R Actuator 12 Electromagnetic Inflow Valve 13 Electromagnetic Outflow Valve 14 Hydraulic Pump 17 DC Motor 19 Longitudinal acceleration sensor 21 Controller 22 Pseudo operation switch (pseudo operation signal generation means) 25 NAND circuit (running state detection means) 26 AND circuit (pseudo operation signal adjustment means) 27 OR circuit (command signal adjustment means) EV, AV, MR command signal

Claims (1)

[Claims] 1. An anti-skid control device comprising an actuator for adjusting the pressure of a braking cylinder of a vehicle according to a command signal, and a command signal generating means for generating the command signal according to a traveling condition of the vehicle. A pseudo-actuation signal generating means for generating a pseudo-actuation signal, and a command for forcibly changing the command signal to a signal for actuating the actuator when the pseudo-actuation signal is a signal for actuating the actuator. Signal conditioning means,
A traveling state detecting means for detecting that the vehicle is in a traveling state, and forcibly making the pseudo operation signal the actuator stop state when the traveling state detecting means detects that the vehicle is in a traveling state. An anti-skid control device, which is provided with a pseudo operation signal adjusting means for making a signal to be activated.