JPH0752784A - Anti-skid controller - Google Patents

Abstract

PURPOSE:To reduce an error of braking force control output due to variations in an operational characteristic by constituting a sub-processor so as to operate the braking force control output on the basis of a wheel speed operation value. CONSTITUTION:At the time of being normal, a control output operational means of a main processor 23 operates the value of braking force control output in use of a wheel speed operation value operated by its own wheel speed operational means. The control output operational means of a sub-processor 23 operates the braking force control output in use of the wheel speed operation value of the wheel speed operational means of the main processor 23, and an accumulated error due to operational characteristic variations in the wheel speed operational means is not produced in the operated result at the control output operational means of both main and sub processors 23 and 24, and thereby it results in such that merely the operational characteristic variations of the control output operational means affect the braking control output. Accordingly, when both the operated results of the control output operational means of both main and sub sprocessors 23 and 24 are compared with each other, a different portion in both of then becomes lessened, so a useless malfunction is thus preventable.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-skid control device for controlling the hydraulic pressure of a braking cylinder during braking so as to obtain an optimum braking state.
The present invention relates to an anti-skid control device that has been doubled to enhance the fail-safe function.

2. Description of the Related Art As a conventional anti-skid controller, for example, "Research on ABS for automobiles" (June 3, 1993)
Some of them are described on pages 119 to 126 of the 0th Stock Association Sankaidou).

In this conventional example, an AC voltage signal output from a wheel speed sensor, which corresponds to the wheel speed of four wheels, is amplified and shaped into a rectangular wave by an input amplifier circuit and is shaped into two main and sub-controllers. The wheel speed is supplied to the arithmetic circuit, the wheel speeds are individually calculated by these two arithmetic circuits, the slip ratio is calculated based on the calculated wheel speed and the pseudo vehicle speed, and the wheel speed is differentiated to calculate the wheel acceleration / deceleration. Then, based on these, a predetermined calculation process is performed to control the actuator that drives the braking cylinder of each wheel, and the braking force control output that indicates pressure reduction, holding, and pressure increase is calculated, and the calculation results of both calculation circuits are calculated. Mutual monitoring is performed by transferring data between circuits and comparing them, and when normal, the braking force control output of the main arithmetic circuit is output to the actuator to perform anti-skid control. To have.

[0003]

However, in the above-mentioned conventional anti-skid control device, there are two main and sub-devices.
The wheel speeds are individually calculated by the two calculation circuits, and the braking force control output is calculated by using the calculated wheel speeds. As a fail-safe function, the calculation results of both calculation circuits are compared to each other. Since the main control system is judged to be normal by whether or not they match, there is no problem if the operation characteristics of both operation circuits match, but the operation characteristics match. It is rare to do so, and generally, there are variations in the calculation characteristics. Therefore, if a variation error occurs in the wheel speed calculated individually by both arithmetic circuits based on the detection signal of the wheel speed sensor,
Since the error is accumulated in the braking force control output calculated based on the wheel speed, the error becomes larger when the braking force control outputs individually calculated by both arithmetic circuits are compared. For this reason, it is necessary to provide a certain allowance when determining whether the braking force control outputs match. If this allowance is too large, the effective fail-safe function cannot be achieved, and conversely If the value is small, malfunction of the fail-safe function will occur frequently, and the reliability will decrease in any case, but to set it on the safe side, there is no choice but to reduce the allowable width. There are challenges.

Therefore, the present invention has been made by paying attention to the unsolved problem of the above-mentioned conventional example, and in the case of calculating the braking force control output based on the wheel speed by using at least two arithmetic processing devices. An object of the present invention is to provide an anti-skid control device capable of reducing an error in a braking force control output due to variations in calculation characteristics.

[0005]

In order to achieve the above object, the anti-skid control device according to the present invention outputs an output signal corresponding to the wheel speed of each wheel as shown in the basic configuration diagram of FIG. A wheel speed sensor for outputting, a wheel speed calculating means for calculating a wheel speed calculation value based on an output signal of the wheel speed sensor, and a control output calculating means for calculating a braking force control output based on the wheel speed calculation value. Anti-skid control provided with at least two main and sub-processing units each having a control unit, and an actuator for controlling a fluid pressure of a braking cylinder arranged on each wheel based on a braking force control output of the main processing unit. In the device, the main and sub arithmetic processing devices have data transfer means for transmitting and receiving data to and from each other, and the main arithmetic processing device uses the wheel speed calculation value calculated by itself and the data transfer means. Received through the data transfer means and a wheel speed calculation determination means for comparing the received wheel speed calculation value of the sub-calculation processing device to determine whether the wheel speed is normal or not. When it is determined to be abnormal by any one of the wheel speed calculation determination means and the braking output determination means, the control output determination means for comparing the braking force control output of the sub-processing device with the control output determination means for determining whether it is normal or not. And a control suspension means for suspending control of the actuator, wherein the sub-arithmetic processing unit controls the wheel speed calculated by the wheel speed calculation means of the main arithmetic processing unit received by the control output calculation means via the data transfer means. It is characterized in that the braking force control output is calculated based on the calculated value.

[0006]

In the present invention, the detection signal of the wheel speed sensor is input to the main and sub arithmetic processing units, and the wheel speeds are individually calculated by those wheel speed calculating means. The judging means compares the calculated wheel speed value of its own and the calculated wheel speed value of the sub-calculation processing device, and judges whether or not these are substantially equal to each other. The control output calculation means of the main calculation processing device calculates the braking force control output using the wheel speed calculation value calculated by its own wheel speed calculation means, but the control output calculation means of the sub calculation processing device The braking force control output is calculated using the wheel speed calculation value of the wheel speed calculation means of the calculation processing device,
There is no cumulative error in the calculation results of the control output calculation means of the main and sub calculation processing devices due to the dispersion of the calculation characteristics of the wheel speed calculation means, and only the dispersion of the calculation characteristics of the control output calculation means affects the braking force control output. Since it is only given, the difference between the two is small when the calculation results of the control output calculation means of the main and sub calculation processing devices are compared, and unnecessary malfunction can be prevented. When any of the wheel speed calculation determining means and the control output determining means determines that there is an abnormality,
The control stopping means cuts off the braking force control output to the actuator to stop the anti-skid control.

[0007]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 2 is a block diagram showing an embodiment of the present invention. In the figure, 1FL and 1FR are front wheels, 1RL and 1RR are rear wheels, and rear wheels 1RL and 1RR have a rotational driving force of the engine 2 It is transmitted via the machine 3, the propeller shaft 4, and the final reduction gear device 5, and has a configuration of an engine front-mounted rear-wheel drive vehicle.

Wheel cylinders 6FL to 6RR as braking cylinders are attached to the wheels 1FL to 1RR, respectively, and the front wheels 1FL and 1FR are supplied with AC voltage signals having frequencies corresponding to the wheel rotation speeds. Output wheel speed sensors 7FL and 7FR are attached, and the propeller shaft 4
A wheel speed sensor 7R that outputs an AC voltage signal having a frequency corresponding to the wheel rotation speed of the rear wheels is attached.

The front wheel cylinders 6FL, 6
The master cylinder pressures from the master cylinders 9 that generate the master cylinder pressures of two systems according to the depression of the brake pedal 8 are individually supplied to the FRs through the front wheel side actuators 10FL and 10FR, and the rear wheel side wheels are also supplied. The master cylinder pressure from the master cylinder 9 is supplied to the cylinders 2RL and 2RR via a common rear wheel side actuator 10R.

Each of the actuators 10FL to 10R is
As shown in FIG. 3, 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 an electromagnetic outflow valve connected in parallel with the electromagnetic inflow valve 12. Valve 13, hydraulic pump 14 and check valve 1
5, a series circuit of 5 and an accumulator 16 connected to the hydraulic valve of the outflow valve 13 and the hydraulic pump 14 turns. The electromagnetic inflow valve 12 is opened when the control signal EV input from the control device 21 described later has a logical value "0", and closed when the control signal EV has a logical value "1". On the contrary, when the control signal AV has the logical value "0", it is closed, and when it has the logical value "1", it is open.
Further, the hydraulic pump 14 is rotationally driven by the DC motor 17, and is in a rotational driving state when the control signal MR has a predetermined voltage.

Further, as shown in FIG. 4, each of the wheel speed sensors 7FL to 7R is a rotor having serrations of a predetermined number of teeth Z (for example, Z = 20) formed on the outer peripheral surface rotating with the wheels 1FL to 1RR. 7a and a coil 7c that houses a magnet 7b facing it and detects an induced electromotive force due to the generated magnetic flux, and an AC voltage signal composed of an induced electromotive force having a frequency corresponding to the rotation of the serration is generated from the coil 7c. Is output.

Further, the brake pedal 8 is provided with a stop lamp switch 20 which responds to the depression of the brake pedal 8. When the brake pedal 8 is released from the switch 20, a logical value "0", the brake pedal 8 is depressed. When it is present, the switch signal SS having the logical value "1" is output. Then, the detection signals of the wheel speed sensors 7FL to 7R and the stop lamp switch 20 are input to the control device 21.

As shown in FIG. 5, the control device 21 has
An input interface circuit 22 that amplifies the AC voltage signals of the wheel speed sensors 7FL to 7R and shapes the waveform to convert the AC voltage signals into rectangular wave pulses, and a wheel speed pulse and a stop lamp switch 20 output from the input interface circuit 22.
Switch signal SS of each of them is individually input, and the main arithmetic processing unit 23 and the sub arithmetic processing unit 24 capable of mutually transmitting predetermined data by performing DPRAM communication with each other.
And braking force control signals EV _{MFL to} EV _MR , AV _{MFL to} AV _MR , MR _{MFL to MR} output from the main processing unit 23.
Motor relay and the solenoid driving circuit _{25 MR} is supplied, the braking force control signal MR _MFL output from the main processor 23 and the secondary processing unit _24, MR _MFR, MR _MR is supplied via the OR circuit 26 An actuator relay 29 for controlling the supply of electric power from the battery 28 to the drive circuit 27, the solenoid drive circuit 25, and the motor relay drive circuit 27, a main arithmetic processing unit 23 for driving the coils of the actuator relay 29, and a sub arithmetic process. The AND circuit 31 in which the fail-safe signal FS of the device 24 is input to one input side via the OR circuit 30 and the actuator drive signal from the main processing unit 23 is input to the other input side, respectively.
Relay drive circuit 32 to which the output of
And an alarm drive circuit 34 for driving the alarm lamp 33, for example. The drive signal output from the solenoid drive circuit 24 is the actuator 10FL ...
The drive currents supplied from the motor drive circuits 25FL to 25R are supplied to the drive motors 14 of the actuators 10FL to 10R while being supplied to the solenoid coils SE and SA of the 10R electromagnetic inflow valve 12 and the electromagnetic outflow valve 13.

Here, the main processing unit 23 and the sub-processing unit
Each of the processing devices 24 is, for example, a microcomputer.
Each wheel speed set from the input interface circuit 22.
Each wheel speed pulse corresponding to the output signal of sensor 7FL-7R
Counting per unit time or pulse of each wheel speed pulse
Based on the measured value of the distance and the number of teeth Z of the rotor 7a
Then, the rotational speed N of each wheel 1FL to 1RR is calculated, and this rotational speed N is calculated.
From the preset circumferential length of each wheel 1FL ~ 1RR
The peripheral speed of each wheel is calculated, and these are calculated as wheel speed calculated values Vw._FL
~ Vw_RAnd these wheel speed calculation values Vw_FL~ V
w_ROf the highest wheel speed (select high wheel speed) and front and rear
Acceleration detection value X_GIt corresponds to the actual vehicle speed based on
Pseudo vehicle speed V_refAnd the calculated pseudo vehicle speed V
_refAnd each wheel speed calculation value Vw_FL~ Vw_RAnd these adjustments
Performs anti-skid control processing in FIG. 7 based on speed and
Each wheel that prevents wheel lock during braking
The control signals EV, AV, and MR for each are formed, and these are
Output to the Renoid drive circuit 25. At this time, the main processing unit
In the processing device 23, the wheels of each wheel 1FL to 1RR
Speed calculation value Vw_MFL~ Vw_MRAnti-skid system based on
Control signal EV_MFL~ EV_MR, AV
_MFL~ AV_MRAnd MR_MFL~ MR_MRTo form but side
The arithmetic processing unit 24 calculates the wheel speed calculation value Vw calculated by itself.
_SFL~ Vw_SRRInstead of the
Wheel speed calculation value Vw_MFL~ Vw_MRAnti-ski based on
Control signal EV_SFL~ EV_SR, A
V_SFL~ AV_SRAnd MR_SFL~ MR_SRTo form. Well
In addition, the two arithmetic processing units 23 and 24 have their own wheel speeds.
Wheel speed calculation value Vw by calculation processing_MFL~ Vw_MRAnd V
w_SFL~ Vw_SRAfter calculating
Value V preset to the calculated wheel speed value_SThere is a difference above
Whether there is an abnormality in the wheel speed calculation processing.
Whether or not it is determined by the anti-skid control process
Control signal EV_MFL~ EV _MR, AV_MFL~ AV_MRAnd EV
_SFL~ EV_SR, AV_SFL~ AV_SRAfter forming
Mutual monitoring is performed to check the mismatch time of mutual control signals in advance.
Set time τ_SDepending on whether or not it continues,
It is judged whether there is an abnormality in the anti-skid control process and
If the judgment result is abnormal, the specified fail-safe
Process to perform anti-skid control to normal braking
Return to.

Next, the operation of the above embodiment will be described with reference to the flow charts of FIGS. 5 to 7, the control map of FIG. 8 and the time chart of FIG. 9 showing an example of the arithmetic processing procedure of the main arithmetic processing unit 23 and the sub arithmetic processing unit 24. Will be explained. First, the processing of the main arithmetic processing unit 23 and the sub arithmetic processing unit 24 will be described with reference to the flowchart of FIG.

The processing of FIG. 5 is performed by the actuator 10FL.
It shows the processing for any one of the
It is executed as a timer interrupt process every 10 msec, for example.
The left half of FIG. 5 shows the processing of the main arithmetic processing unit 23 as the right half.
The units respectively indicate the processes of the sub-processing unit 24. Main operation processing
In the device 23, first, in step S1, the input interface
Wheel speed input to the main processing unit 23 from the control circuit 22
Based on AC voltage signal of sensor 7i (i = FL, FR, R)
Read the wheel speed pulse and play the wheel speed based on the wheel peripheral speed.
Calculated value Vw_MiCalculated and updated and stored in a predetermined storage area
To do. This wheel speed calculation value Vw _MiThe calculation processing of
Count the number of pulses per unit time
Value obtained by measuring the wheel spacing and the rotor 7 of the wheel speed sensor 7i
The wheel rotation speed N is calculated from the number of teeth Z of a, and the calculated wheel is
Based on the rotation speed N and a preset circumferential length L of the wheel 1i
Wheel speed calculation value Vw_MiTo calculate.

Next, in step S2, it is determined whether the wheel speed sensor 7i is in an abnormal state such as a wire break. For example, when the control target is the actuator 10FL for the front left wheel 1FL, this determination is made by calculating the wheel speed calculation value Vw _MFL and the rear wheel side wheel speed calculation values Vw _MRL and V.
This is performed by calculating a difference value from the average value of w _MR and determining whether or not this difference value is equal to or greater than a preset set value. When the wheel speed sensor 7i is abnormal, the process proceeds to step S3. Then, for example, an abnormal signal AB having a logical value "1" is transmitted to the sub-processing unit 24, and then the process proceeds to step S4 to store a predetermined identification code indicating an abnormality of the wheel speed sensor 7i in a predetermined storage area. After that, the process proceeds to step S5, the fail safe signal FS is output to the relay drive circuit 28, and the output of the relay drive circuit 28 is turned off to set the actuator relay 29 in the non-energized state, and each actuator 10FL. The power supply to 10R is cut off, an alarm signal is output to the alarm drive circuit 34, the fail-safe process is executed, and then the process ends.

On the other hand, when the result of the determination in step S2 is that the wheel speed sensor 7i is normal, the process proceeds to step S6, and the abnormal signal AB of the logical value "0" representing the normal state is given to the sub arithmetic processing unit. Step S after sending to 24
Move to 7. In this step S7, a wheel speed calculation value receiving process for receiving the wheel speed calculation value Vw _Si that is being calculated simultaneously from the sub calculation processing device 24 is performed. In this wheel speed calculation value reception processing, as shown in FIG. 6, first, in step S7a, it is determined whether or not the wheel speed calculation value Vw _Si , which is being calculated at the same time, is received from the sub calculation processing device 24, and the wheel speed calculation value is calculated. Value Vw _Si
If not received, the process proceeds to step S7b, the communication abnormality monitoring timer that sets a preset time for affecting the control cycle of the main processing unit (for example, 2 msec) is set, and then the process proceeds to step S7c. Then, it is determined whether or not the communication abnormality monitoring timer has timed out.
Returning to 7a, when the time is up, the subroutine processing is terminated without updating the wheel speed calculation value and the process proceeds to step S8 in FIG. 5. When the wheel speed calculation value Vw _Si is received, the process proceeds to step S7d and is received. The wheel speed calculation value Vw _Si is updated and stored in a predetermined storage area set in advance, and then the process proceeds to step S7e to reset the communication abnormality monitoring timer, and then the subroutine process is terminated and the process proceeds to step S8 in FIG.

In step S8, the above-mentioned step S1
The wheel speed calculation value Vw _Mi calculated in step S9 is transmitted to the sub calculation processing device 24, and then the process proceeds to step S9 to calculate the wheel speed calculation value Vw _{Mi of} its own and the wheel speed calculation value Vw of the sub calculation processing device 24.
The absolute value of the difference values of _Si | Vw _Mi -Vw _Si | it is determined whether a setting value ΔV which is set in advance (e.g. 9km / h) or more,
If | Vw _Mi −Vw _Si | ≧ ΔV, step S
10, the fail count value C _F is incremented by “1”, and then the process proceeds to step S11 to set the fail count value C _F to a preset set value C _FS1 (for example, a count value corresponding to 700 msec). If C _F <C _FS , the process proceeds to step S14. If C _F ≧ C _FS , the process proceeds to step S12 and a predetermined identification code indicating an abnormality in wheel speed calculation. Is stored in a predetermined storage area, and the process proceeds to step S5 described above. In addition, the determination result of step S11 is | Vw _Mi
When −Vw _Si | <ΔV, it is determined to be normal, the process proceeds to step S13, and the fail count value C _F
Is cleared to "0" and then the process proceeds to step S14.

In step S14, the pseudo vehicle speed V _ref is calculated based on the calculated wheel speed values Vw _{MFL to} Vw _MR stored in the predetermined storage area and stored in the predetermined storage area. The calculation of the pseudo vehicle speed V _ref is normally performed by calculating the wheel speed calculation values Vw _{MFL to} Vw for each wheel stored in a predetermined storage area.
The highest wheel speed calculation value of _MR is selected (select high wheel speed Vw _H ) and this select high wheel speed Vw _H is set as the pseudo vehicle speed V _ref , but this select high wheel speed Vw _H is differentiated. Under a wheel locking tendency such that the wheel deceleration α _Wi exceeds the reference value b, the select high wheel speed Vw _H does not imitate the vehicle speed. Obtain the vehicle speed with a constant deceleration gradient with _H as the initial value, and use this as the pseudo vehicle speed V
Set as _ref .

Then, the process proceeds to step S15, and FIG.
Perform the anti-skid control process described below to
Control signal EV for the actuator 10i_Mi, AV_Mi，
MR _MiTo calculate. Then, the process proceeds to step S16,
Control signal EV calculated by the sub-processing unit 24_Si, AV
_SiIs received. This reception process is described above.
In the reception processing of step S7, the sub-processing unit 2
Wheel speed calculation value Vw from 4_SiInstead of control signal EV_Si，
AV_SiTo perform reception processing by determining whether or not
After executing the same subroutine processing except for
Control goes to step S17.

In step S17, the calculation in step S15 is performed.
Control signal EV issued_Mi, AV_MiTo the sub-processing unit 24
Send, then move to step S18 to control itself
Signal EV_Mi, AV_MiAnd the control calculated by the sub-processing unit 24
Signal EV_Si, AV_SiIt is determined whether and match.
This determination is whether or not there is an abnormality in the arithmetic processing in step S15.
It is to determine whether the two control signals do not match.
If yes, go to step S19
Value C_F2Is incremented by "1" and then step S
Move to 20, fail count value C_F2Is set in advance
Set value C_FS1(For example, a count corresponding to 700 msec
Value) has been reached, and C_F2<C _FSWhen
Moves to step S23, and C_F2≧ C_FSWhen
Shifts to step S21, and the control signal calculation process is performed.
Predetermined storage of a control signal abnormality identification code that indicates that there is always
After being stored in the area, the process proceeds to step S5 described above.
In addition, the determination result of step S18 indicates that both control signals match.
If it is, it is judged that the arithmetic processing is normal.
Then, the process proceeds to step S22, and the fail count value C _F2
Is cleared to "0" and then the process proceeds to step S23.

In step S23, the control signals EV _Mi , AV _Mi and MR _Mi calculated in step S15 are applied to the drive circuits 2 respectively.
After outputting to 4 and 25, the timer interrupt processing is terminated and the predetermined main program is restored. Here, step S
The processing of No. 1 corresponds to the wheel speed calculation means, and steps S9 to S
The processing of 13 corresponds to the wheel speed calculation determining means, and step S
The processing of 15 corresponds to the control output calculation means, and step S1
The processing of 8 to S23 corresponds to the control output determining means, and the processing of step S5 corresponds to the control stopping means.

In the sub arithmetic processing unit 24, first, in step S31, the wheel speed pulse based on the AC voltage signal of the wheel speed sensor 7i is read from the input interface circuit 22 as in step S1 of the main arithmetic processing unit 23. So
The wheel speed calculation value Vw _Si is calculated, and then the process proceeds to step S32 to determine whether or not the abnormal signal AB from the main arithmetic processing unit 23 has been received. If the abnormal signal AB has not been received, step S33 is performed. , The communication abnormality monitoring timer is set to time up at a time (for example, 2 msec) that affects the control cycle of the sub-processing device 24 set in advance, and then the processing proceeds to step S34 to set the communication abnormality monitoring timer to time. It is determined whether or not the time is up. If the time is not up, the process returns to step S32, and if the time is up, the process proceeds to step S39. On the other hand, when the result of determination in step S32 is that the abnormality signal AB is received, the process proceeds to step S35, the communication abnormality monitoring timer is reset, and then step S
Move to 36.

In step S36, it is determined whether or not the abnormal signal AB has the logical value "1". If AB = 1, the process proceeds to step S37 and a predetermined error indicating the abnormality of the main processing unit 23 is determined. After the identification code is stored in the predetermined storage area, the process proceeds to step S38, the fail-safe signal FS is output to the relay drive circuit 32, and the output of the relay drive circuit 32 is turned off. 29 is set in a non-energized state, power supply to each of the actuators 10FL to 10R is cut off, and a failsafe process of outputting an alarm signal to the alarm drive circuit 34 is executed, and then the process is terminated, and AB = 0. At times, the process proceeds to step S39.

In step S39, the wheel speed calculation value Vw _Si calculated in step S1 is transmitted to the main calculation processing device 23, and then the process proceeds to step S40 to calculate the wheel speed calculation value Vw _Mi from the main calculation processing device 23. Receive processing is executed. This receiving process is also performed in steps S7 and S described above.
After executing the same subroutine processing as the reception processing of 16, the process proceeds to step S41.

In step S41, the absolute value │Vw _Mi -Vw _Si │ of the difference between the wheel speed calculation value Vw _{Si of} itself and the wheel speed calculation value Vw _Mi of the main processing unit 23 is set to a preset value Δ.
V _S (for example, 9 km / h) or more is determined, and | V
When w _Mi −Vw _Si | ≧ ΔV, step S42
And the fail count value C _F is incremented by “1” and then the process proceeds to step S43, where the fail count value C _F reaches a preset set value C _FS1 (for example, a count value corresponding to 700 msec). If C _F <C _FS , the process proceeds to step S46, and if C _F ≧ C _FS , the process proceeds to step S44 to indicate that the wheel speed calculation is abnormal. After the operation abnormality identification code is stored in the predetermined storage area, the process proceeds to step S38 described above. When the determination result of step S41 is | Vw _Mi −Vw _Si | <ΔV, it is determined to be normal, the process proceeds to step S45, and the fail count value C _F is cleared to “0”, and then step S46.
Move to.

In step S46, the main processing unit 23
Main processing unit 2 based on the calculated wheel speed Vw _Mi
The pseudo vehicle speed V _ref is calculated by performing the same processing as the processing of step S14 in step 3, and then the processing proceeds to step S47, in which the wheel speed calculation value Vw _Mi calculated by the main processing unit 23 is calculated.
Step S15 of the main processing unit 23 described above based on
The same anti-skid control processing as described above is executed to execute control signals EV _Si , AV _Si and MR _Si for the actuator 10i.
Is calculated, and then the control signals EV _Si and AV _Si calculated by shifting to step S48 are transmitted to the main processing unit 23,
Next, the process proceeds to step S49, and a receiving process for receiving the control signals EV _Mi and AV _Mi from the main processing unit 23 is executed. This receiving process is also performed in steps S7, S16 described above.
The same subroutine processing as that of S40 corresponding to FIG. 6 is executed, and then the process proceeds to step S50.

In this step S50, it is determined whether or not the own control signals EV _Si and AV _Si match the control signals EV _Mi and AV _Mi calculated by the main processing unit 23. This determination is to determine whether or not there is an abnormality in the arithmetic processing in step S47. If both control signals do not match, the process proceeds to step S51 and the fail count value C
Step S52 after incrementing _F3 by "1"
Then, the fail count value C _F3 is set to a preset value C _FS3 (for example, a count value corresponding to 700 msec).
When C _F3 <C _FS3 , the process proceeds to step S55, and when C _F3 ≧ C _FS3 , the process _proceeds to step S53, and it is determined that the control signal calculation process is abnormal. The stored control signal abnormality identification code is stored in a predetermined storage area, and then the process proceeds to step S38. If the result of the determination in step S50 indicates that the two control signals match, it is determined that the arithmetic processing is normal, the process proceeds to step S54, and the fail count value _CF3 is cleared to "0". Control goes to step S55.

In step S55, the control signal EV _i output from the main processing unit 23 to the solenoid drive circuit 24 is output.
And AV _i are read, and then the process proceeds to step S56 to determine whether or not the control signals EV _Si and AV _Si calculated by itself match the read control signals EV _i and AV _i . This determination is to determine whether or not there is an abnormality in the output processing of the main processing unit 23. If both control signals do not match, the process proceeds to step S57 and the fail count value C _{F4 is set} to "1". After incrementing only, the process proceeds to step S58, and it is determined whether or not the fail count value C _F4 has reached a preset set value C _FS4 (for example, a count value corresponding to 700 msec), and C _F4 <C _FS4
If C _F4 ≧ C _FS4 , the process proceeds to step S59 and the main processing unit 23 returns.
After the output process abnormality identification code indicating that the output process is abnormal is stored in the predetermined storage area, the above-described step S
Move to 38. If the result of the determination in step S56 is that both control signals match, it is determined that the control output of the main arithmetic processing unit 23 is normal, and step S56 is performed.
After shifting to 60, the fail count value _CF4 is cleared to "0", the timer interrupt is terminated, and the predetermined main program is restored.

Here, the processing of step S31 corresponds to the wheel speed calculating means, and the processing of step S47 corresponds to the control output calculating means. Therefore, assuming that the vehicle is now traveling at a constant speed on the dry concrete paved road having a relatively large road surface friction coefficient with the brake pedal 8 released.
In this constant speed running state, no slip occurs on each wheel 1FL to 1R, so the wheel speed detected by each wheel speed sensor 7FL to 7R substantially corresponds to the vehicle body speed. Since the waveform is shaped by and is inputted to the main arithmetic processing unit 23 and the sub arithmetic processing unit 24 as a wheel speed pulse, the wheel speed arithmetic values Vw _{MFL to} Vw _MR and Vw are individually calculated by the arithmetic processing units 23 and 24.
_{SFL to} Vw _SR are calculated (step S1 and step S31). At this time, the main arithmetic processing unit 23 determines whether or not the wheel speed sensors 7FL to 7R are normal, and when an abnormality such as disconnection or short circuit occurs in any of the wheel speed sensors 7FL to 7R, the sub arithmetic operation is performed. An abnormal signal AB having a logical value "1" is transmitted to the processing device 24, an identification code indicating an abnormality of the corresponding wheel speed sensor is stored in a predetermined storage area, and then a fail-safe signal FS having a logical value "0" is relayed. The signal is output to the drive circuit 32, and the process ends. On the other hand, the sub arithmetic processing unit 24 also receives the abnormality signal AB of the logical value "1" from the main arithmetic processing unit 24 to store the identification code indicating the abnormality of the wheel speed sensor in the predetermined storage area, and then the logic. The fail-safe signal FS having the value “0” is transmitted to the relay drive circuit 32.
Is output to and the processing ends. Therefore, in the OR circuit 30, the fail-safe signals FS from the main and sub arithmetic processing units 23 and 24 both have the logical value "0", and the output also has the logical value "0", which is supplied to the relay drive circuit 32. Therefore, the relay drive circuit 32 turns off the actuator relay 29 to turn off each actuator 10.
The power supply to the FL to 10R is cut off, the alarm lamp 33 is turned on by the alarm drive circuit 34, and the process ends. At this time, each actuator 10FL to 10FL
At R, the inflow valve 12 is open and the outflow valve 13 is closed, so that the braking pressure output from the master cylinder 9 is directly supplied to the wheel cylinders 6FL to 6RR. However, since the vehicle is running at a constant speed and the brake pedal 8 is released, the braking pressure output from the master cylinder 9 is zero, and the wheel cylinders 6FL to 6R continue to be in the non-operating state.

When the wheel speed sensors 7FL to 7R are normal, the main arithmetic processing unit 23 and the sub arithmetic processing unit individually receive the respective wheel speed arithmetic values Vw _Si and Vw _Mi , so that the difference between the two is obtained. The absolute value of the value | Vw _Mi −Vw _Si | is calculated to determine whether or not this is equal to or greater than a preset set value ΔV. When | Vw _Mi −Vw _Si | ≧ ΔV, either one of them is determined. It is determined that the wheel speed calculation process (step S1 or step S31) of the calculation processing device is abnormal, and the fail count value C _F1 is incremented by "1", and then the fail count value C is incremented.
It is determined whether or not _F1 is greater than or equal to a preset setting value C _FS1 (step S11). When the abnormal state of the wheel speed calculation process continues for a predetermined time, for example, 700 msec, C _F1 ≧
Actuator relay 2 _sets C _FS1 and stores the identification code indicating that the wheel speed calculation is abnormal in a predetermined storage area, and sets fail-safe signal FS to logical value “0”.
The actuators 10FL to 10R are switched to the normal brake mode with 9 being in the non-energized state.

However, if the wheel speed calculation process is normal or if the abnormal state of the wheel speed calculation process is shorter than the predetermined time, the fail count value C _F1 is determined in step S13.
Is cleared to "0", and the pseudo vehicle speed V is obtained in step S14.
_ref is calculated. At this time, since the vehicle is running at a constant speed, the select high wheel speed of the wheel speed calculation values Vw _{MFL to} Vw _MR is selected as the pseudo vehicle speed V _ref , and then the process proceeds to step S15 to perform the anti-skid control shown in FIG. The process is executed.

At this time, when the vehicle is traveling at a constant speed, it is assumed that the depressurization timer L and the control flag AS, which will be described later, are both cleared to "0" at the end of the previous anti-skid control. Then, when the anti-skid control processing of FIG. 7 is executed, first, in step S70, the calculation of the following equation (1) is performed to calculate the slip ratio S _i .

S _i = (V _ref −Vw _Mi ) × 100 / V _ref (1) Next, the process proceeds to step S71, where the slip ratio S _i is the preset slip ratio setting value S ₀ ( (Eg 15%)
It is determined whether or not the above. At this time, since the braking has not started yet, the wheel speed calculation value Vw _Mi and the estimated vehicle body speed V _ref are substantially equal values, and the slip ratio S is less than the slip ratio set value S _0. Transition.

In step S72, it is determined whether or not the pressure reduction timer L is set. Since the pressure reduction timer L is cleared to "0", the process proceeds to step S73. In this step S73, it is determined whether or not the anti-skid control end condition is satisfied. This determination is performed, for example, by determining whether the switch signal of the stop lamp switch 20 is in the off state, whether the vehicle speed is zero, etc., and the switch signal of the stop lamp switch 20 is in the off state, Since the vehicle speed is not zero, step S
Move to 74.

In step S74, the decompression timer L is cleared to zero, the control flag AS is cleared to zero, and then the process proceeds to step S75. This step S
75, the control signal EV for the actuator 10i
_{The Mi} , AV _Mi, and MR _Mi are set to the logical value "0" to end the subroutine processing and return to step S16 in FIG. Since the brake pedal 17 is not depressed in this constant speed traveling state, the pressure of the master cylinder 18 is maintained at substantially zero and the pressure of the wheel cylinder 16 is also maintained at zero, and the non-braking state is maintained.

On the other hand, also in the sub arithmetic processing unit 24, the wheel speed calculation value Vw in the main arithmetic processing unit 23 at substantially the same timing.
The same anti-skid control processing is executed based on _Mi (step S47), and the control signals EV _Si , AV _Si and MR _Si for the actuator 10i are calculated. afterwards,
The control signal E calculated by the main processing unit 23 by itself
It is determined whether or not V _Mi and AV _Mi match the control signals EV _Si and AV _Si calculated by the sub-processing unit 24 (step S18). If they do not match, the fail count value C _{F2 is set} to "1". After counting up by ", it is determined whether or not the fail count value C _F2 is greater than or equal to the set value C _{FS2. If} the disagreement between the two continues for, for example, 700 msec or more, then C _F2 ≥C _FS2 and the control signal calculation is performed. The fail-safe signal FS is set to the logical value "0" after storing the identification code indicating that there is an abnormality in the processing in the predetermined storage area. However, if both control signals match or the mismatch duration is short, , The control signals EV _Mi , AV _Mi and MR _Mi calculated by themselves after clearing the fail count value C _F2 to “0”
Are output as control signals EV _i , AV _i, and MR _i to the drive circuits 25 and 26, respectively, and then the timer interrupt process of the main arithmetic processing unit 23 is terminated to return to a predetermined main program.

Also in the sub-processing unit 24, the same timing
Control signal EV calculated by_Si, AV_SiAnd the main operation
Control signal EV calculated by the processing device 23_Mi, AV_MiMatches
It is determined whether or not to perform (step S50), and both do not match.
Is the fail count value C_F4"1"
Fail count value C after counting up_F4Is the set value
C_FS4It is judged whether or not it is above, and the disagreement state of both
For example, if it continues for 700 msec or more, C_F4≧ C_FS4Becomes
The identification code that indicates that the control signal calculation process is abnormal.
The fail-safe signal F
S is a logical value "0", but both control signals match
Or if the duration of the discrepancy is short, the failcount
Value C_F4Is cleared to "0", and then the main processing unit 2
Control signal EV output from 3_Mi, AV_MiRead
And the control signal EV calculated by itself _Si, AV_SiMatches
(Step S56), it is determined that both control signals are
If they match, the fail count value C_F5Is "1"
Fail count value C after counting up_F5Set up
Fixed value C_FS5It is judged whether or not the above, and the state of inconsistency between the two
If the state continues for 700 msec or more, for example, C_F5≧ C_FS5When
And identify that there is an abnormality in the control signal output processing.
Store the code in the specified storage area, then
No. FS has a logical value of "0", but both control signals match
Or if the mismatch duration is short,
Und value C_F5Is cleared to "0" and then timer interrupt processing
To end the routine and return to the predetermined main program.

As described above, according to the above-described embodiment, the main arithmetic processing unit 23 calculates the calculated wheel speed Vw _Mi by itself.
And the wheel speed calculation value Vw _Mi calculated by the sub-calculation processing device 24 substantially match, when the wheel speed calculation process is in the normal state,
A control signal EV _Mi based on the calculated wheel speed value Vw _Mi
AV _Mi and MR _Mi are formed, and when the wheel speed calculation processing is similarly in the normal state in the sub-processing unit 24, not the wheel speed calculation value Vw _Si calculated by itself but the main processing unit 2
The control signal E based on the calculated wheel speed value Vw _Mi
Since V _Si , AV _Si, and MR _Si are formed, these control signals EV _Si , AV _Si, and MR _Si include an error included in the wheel speed calculation value Vw _Mi calculated by the sub-processing unit 24. When the main arithmetic processing unit 23 and the sub arithmetic processing unit 24 determine whether or not the control signal arithmetic processing is normal when the wheel speed arithmetic processing is normal, the error accumulates and is normal. However, it is possible to greatly reduce the number of cases where it is determined that there is an abnormality, and it is possible to accurately determine the abnormality.

Further, the constant speed running state, as shown in FIG. 9 (a), the process proceeds to the braking state depress the brake pedal 8 at time t _1, when described as a representative process of the main processor 23 , The wheel acceleration / deceleration Vw _Mi ′ and the slip ratio S are substantially zero, as indicated by point a in the control map of FIG.
When the anti-skid control process of FIG. 7 is started, the process proceeds to step S73 through steps S70 to S72, and in this step S73, the switch signal of the brake lamp switch 20 is turned on, so that the anti-skid control state is determined. Therefore, the process proceeds to step S76.

In this step S76, step S
Similar to 72, it is determined whether or not the decompression timer L is set. Since the decompression timer L is in the clear state, the process proceeds to step S77. In this step S77, it is determined whether or not the wheel acceleration / deceleration Vw _Mi ′ calculated in the pseudo vehicle speed calculation process (step S14) is equal to or higher than a preset acceleration threshold β. At this time, as described above, since the braking has just started, the wheel acceleration / deceleration Vw _Mi ′ is substantially zero and V
Since w _Mi ′ <β, the process proceeds to step S78.

In step S78, the wheel acceleration / deceleration V
It is determined whether w _Mi ′ is less than or equal to a preset deceleration threshold α. At this time, since the wheel acceleration / deceleration Vw _Mi ′ is substantially zero, Vw _Mi ′> α is established, and the process proceeds to step S79. In step S79, the control flag AS is "0".
Or not. This determination is to determine whether or not the anti-skid control has been started. Since the control flag AS has been cleared to "0" at the end of the previous anti-skid control, the process proceeds to the step S75 to rapidly increase. Set to pressure mode.

At this time, the brake pedal 8 is depressed
Since the pressure in the master cylinder 9 increases,
When the pressure of the wheel cylinder 6i is as shown in FIG. 9 (b),
Point t ₁The sudden pressure increase starts from. Like this
When the pressure of the wheel 6i rises, braking force is applied to the wheel 1i.
, The wheel speed Vw_MiDecrease and deceleration starts
To live. Therefore, the calculated wheel speed Vw_MiAlso in Figure 9 (a)
As shown, it will decrease, so this calculated wheel speed value
Vw_MiAs shown by the arrow in FIG.
Deceleration Vw_Mi′ Becomes large, and the slip ratio
S_iAlso grows.

Then, at time t ₂ , the wheel deceleration Vw _Mi ′
Becomes equal to or greater than the deceleration threshold value α, the process proceeds from step S70 to step S78 and then to step S80 to set each control signal to EV _Mi = 1, AV _Mi = 0, MR _Mi = 0. As a result, both the inflow valve 12 and the exhaust valve 13 are closed,
Since the motor pump 17 also maintains the stopped state, the pressure oil is confined in the wheel cylinder 6i, and the cylinder pressure becomes a constant value as shown in FIG.

However, even in this holding mode, since the braking force acts on the wheels, the wheel deceleration Vw _Mi ′ increases and the slip ratio S _i increases as shown in FIG. Then, the slip ratio S _i is the time point t ₃
When the slip ratio set value S ₀ or more is reached in step S70,
Through step S71 to step S81.

In this step S81, the above-mentioned step S
Similar to 77, it is determined whether the wheel acceleration / deceleration Vw _Mi ′ is greater than or equal to the acceleration threshold β. At this time, the wheel acceleration / deceleration Vw
_Mi 'is decelerated, so Vw _Mi '<β,
Control goes to step S82. In this step S82,
The depressurization timer L is set to a predetermined set value L ₀ (integer of 1 or more) and the control flag AS is set to "1", and then the process proceeds to step S73.

Thus, the decompression timer L is set to the predetermined set value L.
_Since it is set to ₀ , the process proceeds from step S76 to step S83, and the respective control signals are EV _Mi = 1 and AV.
By outputting _Mi = 1 and MR _Mi = 1, the inflow valve 12 is maintained in the closed state, the outflow valve 13 is opened, and the motor pump 17 is activated. Therefore, the pressure oil in the wheel cylinder 6i is discharged through the outflow valve 13, the motor pump 14, and the check valve 15, and the cylinder pressure is changed to that shown in FIG.
As shown in (b), the pressure is reduced from time t ₃ to enter the pressure reduction mode.

In this depressurization mode, control over the wheels is performed.
Power is eased, but wheel speed Vw _MiIs for a while
As shown in (a), the reduced state is maintained, and as a result, as shown in FIG.
Wheel deceleration Vw_Mi′ And slip ratio S_iIs increasing
Direction, and then the wheel speed calculation value Vw_MiFigure 9 shows the decrease rate of
As shown in (a), it decreases at time t_FourStops decreasing at
And wheel acceleration / deceleration Vw_Mi'Is zero as shown by point e in FIG.
Become.

After that, the wheel acceleration / deceleration Vw _Mi ′ becomes equal to or greater than the acceleration threshold value β, or the slip ratio S _i becomes the set slip ratio S _0.
The depressurization mode is continued until it becomes the following. Therefore, the calculated wheel speed Vw _Mi reverses to an increasing tendency after time t ₄ as shown in FIG. 9A, and accordingly the wheel acceleration / deceleration Vw _Mi ′.
When the wheel acceleration / deceleration Vw _Mi ′ becomes equal to or larger than the acceleration threshold β at time t ₅ as shown in FIG. 8, the flow proceeds from step S70 to steps S71 and S81, and then to step S84.

In step S84, the decompression timer L is cleared to "0", and then the process proceeds to step S73. Therefore, in the determination in step S76, since L = 0, the process proceeds to step S77, and since Vw _Mi ′ ≧ β, the process proceeds to step S85. This step S8
In step 5, as in step S79, it is determined whether the control flag AS is "0". Since the control flag AS is set to "1" in the holding mode on the high voltage side, the process proceeds to step S80. Then, shift to the holding mode.

In this way, in the holding mode, the wheel
The cylinder pressure of the cylinder 6i is low as shown in FIG. 9 (b).
It becomes a constant value on the pressure side, and the wheel speed calculation value Vw_MiIs shown in FIG.
The speed-up state is continued as indicated by. Therefore, wheel acceleration / deceleration
Degree Vw_Mi′ And slip ratio S _iAs shown in FIG.
Wheel acceleration / deceleration Vw_Mi′ Increases in the positive direction, and the slip ratio
S_iWill decrease.

Then, as shown in FIG. 8, the slip ratio S _i
At the point g where is less than the set slip ratio S ₀ , step S7
Since the depressurization timer L has been cleared to "0" in the previous low pressure side holding mode, the process directly proceeds to step S73 to continue the high pressure side holding mode. Even in the high pressure side holding mode, the braking force acts on the wheels, and therefore the wheel speed calculation value V
The increasing rate of w _Mi gradually decreases, and when the wheel acceleration / deceleration Vw _Mi ′ becomes less than the acceleration threshold β at time t ₆ , as shown at point h in FIG. 8, the process proceeds from step S77 to step S78, and V
Since w _Mi ′> α, the process proceeds to step S79. Since the control flag AS is “1”, the process proceeds to step S86.

In this step S86, the control signal E which alternately repeats the logical value "1" and the logical value "0" in a predetermined cycle.
While outputting V _Mi , the control signals AV _Mi and MP _Mi are maintained at the logical value “0”. Therefore, the master cylinder 9
The pressure oil from 7 is intermittently supplied to the wheel cylinder 6i, and the cylinder pressure of the wheel cylinder 6i is stepwise increased as shown in FIG.

In this slow pressure increasing mode, the pressure increase in the wheel cylinders 6i becomes gentle, so the braking force on the wheels 1i gradually increases, and the calculated wheel speed Vw _Mi is shown in FIG.
As shown in (a), the speed decreases and the vehicle is decelerated. Thereafter, when the wheel acceleration / deceleration Vw _Mi ′ becomes equal to or less than the deceleration threshold α at time t ₇ , the process proceeds from step S78 to step S80,
If the slip mode S _i becomes higher than or equal to the set slip ratio S ₀ at time t ₈ after the high pressure side holding mode is set, step S
71 to step S82 through step S81, then steps S73 and S76, and then step S8.
Since the operation shifts to 3, the depressurization mode is set, and thereafter the low pressure holding mode, the slowly increasing pressure mode, the high pressure side holding mode, and the depressurizing mode are repeated, and the antiskid effect can be exhibited.

When the vehicle speed decreases to some extent, the slip ratio S _i may recover to less than the set slip ratio S ₀ in the pressure reducing mode, as shown by the dotted line in FIG. 8. At this time, from step S71. Step S
72, and the depressurization timer L is set to the predetermined set value L ₀ in step S82 of setting the depressurization mode as described above. Therefore, the process proceeds to step S87 and the predetermined set value of the depressurization timer L is set to "1". "Only subtract and then step S
It will move to 73. Therefore, when the depressurization timer L becomes "0" by repeating the process of shifting from step S72 to step S73, the process proceeds to step S86 through steps S76 to S79 to shift to the slowly increasing pressure mode, and then to the high pressure side. After shifting to the holding mode of No. 2, the mode is shifted to the slow pressure increasing mode.

When the vehicle reaches a speed near stop, or when the depression of the brake pedal 8 is released and the switch signal of the brake lamp switch 20 is turned off, the control is judged to be completed in step S73. Therefore, the process proceeds from step S73 to step S74 to clear the decompression timer L and the control flag AS to "0", and then proceeds to step S75 where the anti-skid process is terminated after the rapid pressure increase mode. Therefore, when the vehicle is stopped with the brake pedal still depressed, the hydraulic pressure of the master cylinder 9 remains the same as the wheel cylinder 6i.
Therefore, the stopped state of the vehicle can be maintained, and when the depression of the brake pedal 8 is released, the hydraulic pressure of the master cylinder 9 becomes zero, so that the cylinder pressure of the wheel cylinder 6i is maintained at zero. Wheel 1i
No braking force is applied to the.

In the above embodiment, the case has been described in which the fail-safe processing is performed using the two arithmetic processing units, the main arithmetic processing unit 23 and the sub arithmetic processing unit 24, but the present invention is not limited to this. Instead, three or more arithmetic processing units may be used. In the above embodiment, the highest wheel speed calculation value is selected from the wheel speed calculation values Vw _{MFL to} Vw _MR of each wheel normally stored in the predetermined storage area (select high wheel speed Vw _H ), The selected high wheel speed Vw _H is set as the pseudo vehicle speed V _ref , but under the tendency of the wheels to lock such that the wheel deceleration α _Wi obtained by differentiating the selected high wheel speed V w _H exceeds the reference value b. Since the select high wheel speed Vw _H does not imitate the vehicle speed, a vehicle speed with a constant deceleration gradient is obtained with the select high wheel speed Vw _H that has become the lock tendency as an initial value, and the pseudo vehicle speed V _ref However, not limited to this, a longitudinal acceleration sensor for detecting the longitudinal acceleration of the vehicle is provided, and the acceleration detection value of the longitudinal acceleration sensor is integrated to obtain the pseudo vehicle speed V.
_{The ref} may be calculated.

Further, in the above embodiment, the data transmission between the main arithmetic processing unit 23 and the sub arithmetic processing unit 24 is D
Although the case of performing the PRAM communication has been described, the present invention is not limited to this, and it goes without saying that a data transmission method using an arbitrary communication interface can be adopted. Furthermore, in the above-described embodiment, a case has been described in which a control system of two channels on the front wheel side and one channel on the rear wheel side constitutes a total of three channels.
The rear wheel side may also have two channels to form a total of four channels of control system.

Further, in the above-mentioned embodiment, the case where the invention is applied to the drum type brake is shown, but this can be applied to the disc type brake as well. Further, in each of the above embodiments, the case where the wheel cylinder is hydraulically controlled has been described, but it goes without saying that other liquids or gases such as air may be applied.

[0061]

As described above, according to the present invention,
In the anti-skid control device, data is transmitted and received between the main and sub-arithmetic processing units by the data transfer means provided therebetween, and the main arithmetic processing unit and the wheel speed calculation value calculated by itself are Wheel speed calculated value judging means for judging whether or not the wheel speed calculated value of the sub-processing device received via the data transfer means is normal, braking force control output calculated by itself and the data Control output determining means for comparing the braking force control output of the sub-calculation processing device received via the transfer means to determine whether the control output is normal. Since the braking force control output is calculated based on the wheel speed calculation value calculated by the wheel speed calculation means of the main calculation processing device received via the data transfer means, the main calculation processing device and the sub calculation processing device ,Both It is possible to calculate the braking force control output based on the calculated wheel speed value of the above, and it is possible to eliminate the error due to the variation in the calculation characteristics included when individually calculating the calculated wheel speed values. Since it is possible to reduce mismatches due to errors when comparing power control outputs, even if the criteria for mismatching are strict,
The fail-safe function does not operate unnecessarily and the reliability can be improved.

[Brief description of drawings]

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

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

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

FIG. 4 is an explanatory diagram showing an example of a vehicle speed sensor.

FIG. 5 is a flowchart showing an example of a fail-safe processing procedure of the control device.

FIG. 6 is a flowchart showing a subroutine process of FIG.

FIG. 7 is a flowchart showing an example of an anti-skid control processing procedure of the control device.

FIG. 8 is a diagram showing a control map used for explaining the operation of the present invention.

FIG. 9 is a time chart for explaining the operation of the present invention.

[Explanation of symbols]

 1FL, 1FR Front wheel 1RL, 1RR Rear wheel 6FL ~ 6RR Wheel cylinder 7FL ~ 7RR Wheel speed sensor 10FL, 10FR Front wheel side actuator 10R Rear wheel side actuator 21 Controller 23 Main processing unit 24 Sub-processing unit 25 Solenoid drive circuit 27 Motor Relay drive circuit 29 Actuator relay 32 Actuator relay drive circuit 33 Alarm lamp 34 Alarm drive circuit

Claims (1)

[Claims] 1. A wheel speed sensor that outputs an output signal according to the wheel speed of each wheel, a wheel speed calculation means that calculates a wheel speed calculation value based on the output signal of the wheel speed sensor, and the wheel speed calculation. At least two main and sub arithmetic processing devices having control output calculation means for calculating a braking force control output based on the value, and braking provided on each wheel based on the braking force control output of the main arithmetic processing device In an anti-skid control device provided with an actuator for controlling the fluid pressure of a working cylinder, the main and sub-processing units have data transfer means for transmitting and receiving data to and from each other, and the main processing unit calculates by itself. The calculated wheel speed is compared with the calculated wheel speed of the sub-processing device received via the data transfer means, and the wheel speed calculation judgment means for judging whether or not it is normal is calculated by itself. Control output determination means for comparing the braking force control output with the braking force control output of the sub-calculation processing device received via the data transfer means to determine whether it is normal, a wheel speed calculation determination means, and The control output calculating means receives the control output calculating means via the data transfer means, and the control output calculating means includes a control stopping means for stopping the control of the actuator when any of the braking output determining means determines an abnormality. An anti-skid control device which is configured to calculate a braking force control output based on a wheel speed calculation value calculated by a wheel speed calculation means of a main calculation processing device.