JPH08104215A - Antilock control device - Google Patents

Abstract

PURPOSE: To ensure steerability even at turn running time on a low μ road surface, by correcting a pressure reducing speed and timing of a brake fluid pressure of each wheel in accordance with a turn running condition of a vehicle detected by a turn condition detecting means and in accordance with a friction coefficient detected by a friction coefficient detecting means. CONSTITUTION: In an antilock control device 6, in a wheel speed and wheel deceleration arithmetic part 11, an input signal from each wheel speed sensors 10a to 10d is obtained and output, after a wheel speed is calculated, to an estimation car body speed arithmetic part 12 and to a wheel condition detecting part 13. Thus, when a difference between these values exceeds a fixed value, a fluid pressure of a fluid pressure control device 5 is reduced from a fluid pressure control device drive part 14. The wheel condition detecting part 13 is connected to a turn control part 3 from a friction coefficient detecting part 2, and a handle angle sensor 15 as a turn condition detecting part is connected to the turn control part 3. Thus in accordance with a turn running condition and a friction coefficient, a pressure reducing speed and timing are corrected.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an antilock control device for a vehicle, when the vehicle makes a low μ turn when the vehicle makes a turn on a road surface having a small friction coefficient μ, and when it makes a high μ turn that makes a turn on a road surface having a large friction coefficient μ. The present invention relates to an antilock control device that makes ABS control performance compatible with time.

[0002]

2. Description of the Related Art Conventionally, an antilock control device calculates the speed of each wheel from the rotational speed of the wheel detected by a wheel speed sensor provided on each wheel, and further calculates the vehicle body speed from the speed of each wheel. Then, at the time of braking, it is determined that a lock or skid has occurred on a wheel for which the difference between the vehicle body speed and the wheel speed has become larger than a predetermined value, and the brake fluid pressure of the wheel is reduced. At the same time, when the difference between the vehicle body speed and the wheel speed of the wheel becomes smaller and becomes less than the predetermined value, it is determined that the lock or skid of the wheel has been avoided, and the brake hydraulic pressure is applied to the wheel.
It was intended to improve the directional stability and maneuverability of the vehicle without controlling the braking force.

However, when the vehicle is turning, a difference in wheel rotation speed occurs between the inner wheel side wheel and the outer wheel side wheel, and the slip ratio of the inner wheel side wheel is apparently detected to be large. Since the judgment criteria for reducing the brake fluid pressure on the wheels were the same for both the inner and outer wheels, the brake fluid pressure on the inner wheel tends to be lower than that on the outer wheel during braking, and optimum deceleration can be obtained. There was a problem of not having.

Therefore, in order to solve the above-mentioned problem, Japanese Patent Laid-Open No. 172050/1989 discloses a vehicle in which, when the vehicle is turning, the target slip rate is corrected to be lower than when the vehicle is not turning. Japanese Patent Application Laid-Open No. 2-68256 discloses a braking control device for an inner wheel or an outer wheel on the basis of a rotational speed difference between left and right rear wheels and a turning state of a vehicle during braking. An anti-skid control device that corrects a reference speed for performing anti-skid control is disclosed. Further, in Japanese Patent Laid-Open No. 3-42366, when it is determined that a vehicle is turning braking, brake fluid pressure is determined. An antilock control method for a vehicle is disclosed in which a threshold value indicating a speed difference between a vehicle body speed and a wheel speed for determining the start of pressurization is changed to a large value.

[0005]

However, according to the above-mentioned solution, when the driver operates the steering wheel based on the information from the steering wheel angle sensor or the like, the slip thresholds of the inner and outer wheels are irrelevant regardless of the condition of the road surface. Since the values were corrected, there were many cases where the vehicle could not turn due to deeper slip and understeer than necessary on low-μ road surfaces with a small friction coefficient μ, such as on ice or snow.

Further, conventionally, the road surface state is estimated based on the recovery acceleration of the wheel after the brake fluid pressure is reduced, the estimated vehicle body deceleration, and the like. There is a problem that it is not possible to determine whether the road surface has a low friction coefficient or a low μ road surface or a high friction coefficient.

[0007]

SUMMARY OF THE INVENTION Therefore, the present invention has been made to solve the above problems, and the present invention provides a turning state detecting means for detecting a turning traveling state of a vehicle and a friction coefficient of a road surface. An antilock control device comprising: a friction coefficient detecting means for detecting; and a turning control means for correcting a depressurizing speed of brake fluid pressure and a timing of depressurizing when a turning traveling of a vehicle is detected by the turning state detecting means. The turning control means determines the depressurizing speed and the timing of the brake fluid pressure of each wheel according to the turning traveling state of the vehicle detected by the turning state detecting means and the friction coefficient detected by the friction coefficient detecting means. The present invention provides an antilock control device characterized by correction.

In the invention according to claim 2 of the present application, the turning control means according to claim 1 corrects each slip ratio indicating a slip state of each wheel to reduce the brake fluid pressure. It is characterized in that the speed and the timing of pressure reduction are corrected.

In the invention according to claim 3 of the present application, the turning control means according to claim 1 corrects each slip threshold value for judging the slip state of each wheel, It is characterized in that the decompression speed of the brake fluid pressure and the timing of the decompression are corrected.

In the invention according to claim 4 of the present application, the turning control means according to any one of claims 1 to 3 is characterized in that when the turning state detecting means detects turning of the vehicle, The smaller the friction coefficient detected by the friction coefficient detecting means, the smaller the correction amount is set.

In the invention according to claim 5 of the present application, the turning control means according to any one of claims 1 to 3 is characterized in that when the turning state detecting means detects turning of the vehicle, If the brake fluid pressure reduction judgment is established for the other wheel within a predetermined time after the first brake fluid pressure reduction judgment is established for either the inner wheel side or the outer wheel side. The feature is that the road surface friction coefficient is determined to be small.

According to the invention of claim 6 of the present application, the turning state detecting means for detecting the turning traveling state of the vehicle, the speed of reducing the brake fluid pressure of each wheel and the timing of the pressure reduction are used to turn the vehicle. An antilock control device comprising a traveling state and a turning control means for correcting according to the friction coefficient of the road surface, wherein the turning control means detects the turning traveling of the vehicle by the turning state detecting means, If the brake fluid pressure reduction judgment is established for the other wheel within a predetermined time after the first brake fluid pressure reduction judgment is established for either the inner wheel side or the outer wheel side. The present invention provides an antilock control device characterized by judging that the friction coefficient of the road surface is small.

[0013]

In the device according to the first aspect of the invention, the turning control means detects the brake fluid pressure reduction speed and the timing of the brake fluid pressure of each wheel by the turning state detection means. Since the correction is made according to the turning traveling state and the friction coefficient detected by the friction coefficient detecting means, it is possible to obtain the desired deceleration by performing the conventional correction when turning on a high μ road surface. While you can
Steerability can be ensured even during turning travel on a low μ road surface.

In the device according to the second aspect of the invention, the turning control means according to the first aspect corrects each slip ratio indicating the slip state of each wheel to reduce the brake fluid pressure. Since the speed and the timing of pressure reduction are corrected, when turning on a high μ road surface, the desired deceleration can be obtained by performing the same correction as before, and also when turning on a low μ road surface. Therefore, the steerability can be secured.

In the device according to claim 3 of the invention, the turning control means according to claim 2 corrects each slip threshold value for judging the slip state of each wheel, Since the brake fluid pressure reduction speed and the timing of pressure reduction are corrected, when turning on a high μ road surface, the desired deceleration can be obtained by performing the same correction as before, and at the same time, on a low μ road surface. Steerability can be ensured even during turning.

In the apparatus according to claim 4 of the claims, in the turning control means according to any one of claims 1 to 3, the turning state detection means detects turning movement of the vehicle. In this case, the smaller the friction coefficient detected by the friction coefficient detecting means, the smaller the correction amount is set.Therefore, when the vehicle is turning on a high μ road surface, the conventional correction is performed to obtain a desired reduction. Along with being able to obtain speed, even when turning on a low μ road surface,
Steerability can be secured.

In the apparatus according to claim 5 of the claims, in the turning control means according to any one of claims 1 to 3, the turning state detecting means detects turning movement of the vehicle. If either of the inner wheel side or the outer wheel side has the first brake fluid pressure reduction judgment established for the other wheel, the brake fluid pressure reduction judgment is made on the other wheel within a predetermined time. If so, it is determined that the friction coefficient of the road surface is small, so it is possible to quickly determine whether the road surface is a high μ road surface or a low μ road surface. It is possible to obtain the desired deceleration by performing the above-described correction, and it is possible to ensure the steerability even when the vehicle is turning on a low μ road surface.

In the device according to claim 6 of the present invention, the turning control means is arranged to operate on either the inner wheel side or the outer wheel side when the turning state detecting means detects turning of the vehicle. If the brake fluid pressure reduction determination is established for the other wheel within a predetermined time after the first brake fluid pressure reduction determination is established for the other wheel, it is determined that the road surface friction coefficient is small. Therefore, it is possible to quickly determine whether the road surface is a high μ road surface or a low μ road surface, and further, when turning on a high μ road surface, perform the conventional correction to obtain the desired deceleration. In addition, it is possible to ensure the steerability even when the vehicle is turning on a low μ road surface.

[0019]

The present invention will now be described in detail with reference to the embodiments shown in the drawings. FIG. 1 is a schematic block diagram showing a first embodiment of the device of the present invention, and FIG. 2 shows an embodiment of an antilock brake device in a vehicle using the device of the first embodiment of the present invention. FIG. 1 is a block diagram, and first, an outline of the device of the present invention will be described using FIG. 1.

In FIG. 1, a turning state detecting portion 1 which constitutes a turning state detecting means for detecting a turning traveling state of a vehicle and a friction coefficient detecting portion 2 which constitutes a friction coefficient detecting means for detecting a friction coefficient of a road surface are provided with a brake fluid. In order to correct the pressure reduction speed and the timing of pressure reduction, it is connected to a turning control unit 3 which constitutes a turning control means for correcting each slip ratio indicating a slip state of each wheel, and the turning control unit 3 further includes a brake fluid. An antilock control device 6 is configured by being connected to an ABS control unit 4 that controls a hydraulic pressure control device 5 that performs pressure increase / decrease or holding.

The turning control unit 3 inputs from the turning state detection unit 1 whether the vehicle is turning or not, and whether the vehicle turns right or left.
Further, according to the friction coefficient of the road surface input from the friction coefficient detection unit 2, the slip control indicating the slip state of each wheel is corrected for the ABS control unit 4 during turning. For example, the smaller the friction coefficient detected by the friction coefficient detection unit 2, the smaller the correction amount of the slip ratio may be set.

The ABS control unit 4 locks and / or locks each wheel.
Alternatively, if slip is detected and it is determined that the wheel is locked and / or slipped from the slip ratio at the time of braking, a command to reduce the brake fluid pressure of the wheel is issued and the locked and / or slipped state of the wheel is released. Then, a command to increase the brake fluid pressure of the wheel is output to the fluid pressure control device 5.

Next, an embodiment of the antilock control device of the present invention will be described with reference to FIG. In FIG. 2, wheel speed sensors 10a, 10b, 10c, 1 provided on each wheel
0d and the wheel speed sensors 10a, 10b, 10c, 1
A wheel speed and wheel deceleration calculation unit 11 that calculates the speed and deceleration of each wheel from the signal from 0d, and an estimated vehicle body speed is calculated from the wheel speed and the wheel speed calculated by the wheel deceleration calculation unit 11. An estimated vehicle speed calculator 12,
Wheel state detection for detecting a wheel lock and skid state from the wheel speed and wheel deceleration calculated by the wheel speed and wheel deceleration calculation section 11 and the estimated vehicle body speed calculated by the estimated vehicle body speed calculation section 12 1 and the hydraulic pressure control device drive unit 14 that drives and controls the hydraulic pressure control device 5.
The ABS control unit 4 in FIG.

In addition, a steering wheel angle sensor 15 for detecting the turning traveling state of the vehicle by detecting the steering wheel operation of the driver is provided as the turning state detecting portion 1 of FIG. The anti-lock control device 6 is configured by adding 2 and the turning control unit 3. In the present embodiment, one wheel speed sensor is provided for each wheel and the steering wheel angle sensor is used as the turning state detection unit 1, but this is an example, and the present invention is not limited to this. Needless to say, various modified examples can be considered.

Each of the wheel speed sensors 10a, 10b, 10
c and 10d are wheel speed and wheel deceleration calculation unit 1, respectively.
1, the wheel speed and wheel deceleration calculation unit 11 is connected to the estimated vehicle body speed calculation unit 12 and the wheel state detection unit 13. Further, the wheel state detection unit 13 is connected to the friction coefficient detection unit 2 and the hydraulic pressure control device drive unit 14, the friction coefficient detection unit 2 is used for the turning control unit 3, and the hydraulic pressure control device drive unit 14 is used for the hydraulic pressure control device 5. It is connected to the. Further, the steering wheel angle sensor 15 is connected to the turning control unit 3, and the turning control unit 3 is connected to the wheel state detection unit 13.

The operation in the ABS control in the above configuration will be described. The wheel speed and wheel deceleration calculation unit 11 uses the wheel speed sensors 10a, 10b, 10
Each of the alternating current signals input from c and 10d is subjected to waveform processing into a rectangular wave, the time between edges where the voltage of these rectangular waves changes is measured, and the speed of each wheel is calculated based on these, The speed of each of these wheels is output to the estimated vehicle speed calculator 12 and the wheel state detector 13. The estimated vehicle speed calculation unit 12 is a wheel speed and wheel deceleration calculation unit 11.
The estimated vehicle body speed is calculated from the speeds of the respective wheels input from, and the estimated vehicle body speed is output to the wheel state detection unit 13.

The wheel state detection unit 13 detects, for example, when the difference between the wheel speed input from the wheel speed / wheel deceleration calculation unit 11 and the estimated vehicle body speed input from the estimated vehicle body speed calculation unit 12 exceeds a certain value. , It judges that the wheels are locked, and outputs a pressure reducing signal for reducing the brake pressure of the wheels to the hydraulic pressure control device drive unit 14, and the hydraulic pressure control device drive unit 14 causes the hydraulic pressure control device 5 to operate. On the other hand, the brake fluid pressure of the corresponding wheel is reduced.

When the difference between the wheel speed of the corresponding wheel and the estimated vehicle body speed becomes smaller than a certain fixed value due to the reduction of the brake fluid pressure of the corresponding wheel, the wheel state detecting section 1
3 determines that the locking of the wheels has been avoided, and outputs a pressurization signal for pressurizing the brake pressure of the corresponding wheel to the hydraulic pressure control device drive unit 14, and the hydraulic pressure control device drive unit 14 causes the hydraulic pressure control device 5 to operate. To re-pressurize the brake fluid pressure of the corresponding wheel.

Next, in the embodiment of the apparatus of the present invention shown in FIG. 2, an outline of the operation for determining the friction coefficient of the road surface during turning of the vehicle will be described with reference to both front wheels when the vehicle turns to the right. An example will be described with reference to FIG. Note that when the vehicle turns to the left or when the vehicle turns, both rear wheels perform the same operation for determining the friction coefficient of the road surface during turning of the vehicle. Omit it.

In FIG. 3, F1 indicates that the brake fluid pressure is first reduced with respect to the inner front wheel, which is the inner front wheel in the turning direction, in this case, the right front wheel (FR), while the vehicle is turning. A flag indicating that the decompression determination to be performed is made, and F2 is the brake fluid pressure first applied to the outer front wheel, which is the outer front wheel in the turning direction, in this case, the left front wheel (FL). The flag which shows that the pressure reduction judgment which pressure-reduces was made is shown.

Further, MUE is 0, which indicates a state where the vehicle is not turning while the vehicle is turning on a low μ road surface.
It indicates the address of the register for storing either 1, which indicates that the vehicle is turning right on the high μ road surface, or 2 which indicates that the vehicle is turning left on the high μ road surface. .

In FIG. 3, both flags F1 and F2 are initially set as initial settings, and when the first pressure reduction judgment is established for the inner front wheel, the flag F1 is reset and the inner front wheel is first pressure reduction judged. Is started, the count of the counter CT of the timer for measuring the time T from the outer front wheel until the first pressure reduction judgment is satisfied is started, and the counter value of the counter CT is the counter value a1 indicating a predetermined time.
Is exceeded, that is, when the time T exceeds a predetermined time, it is determined that the road surface has a high μ, and 1 is stored in the address MUE. Note that 0 is stored as the initial setting in the address MUE.

If the counter value of the counter CT is within the counter value a1 indicating the predetermined time, that is, if the time T is within the predetermined time, it is determined that the road surface is low μ,
0 is stored in the address MUE.

Further, the estimated vehicle body speed VREF of the vehicle is 3 km.
/ H or less, the flag F1, the flag F2, the counter CT and the address MUE are set to the initial state, that is, the flag F1 and the flag F2 are set, the counter CT is cleared to 0, and the address MUE is set to 0.
Is stored.

Next, in the embodiment of the apparatus of the present invention shown in FIG. 2, a first operation example in which the slip coefficient of each wheel is corrected by determining the friction coefficient of the road surface while the vehicle is turning. This will be described with reference to the flowcharts of FIGS. 4 and 5.

In FIG. 4, initially, in step S1, as an initial setting, the turning control unit 3 sets a flag F1 indicating that the pressure reduction judgment for reducing the brake fluid pressure is first made for the right front wheel. Flag F2 indicating that the decompression determination for decompressing the brake fluid pressure was first performed for the left front wheel
Is set, that is, the flags F1 and F2 are set in a state in which the first decompression determination is not performed on the left and right front wheels, and at the address MUE of the register (not shown),
A value 0 indicating that the vehicle is not turning on the low μ road surface is stored.

Then, the process proceeds to step S2, and step S2
Then, the wheel speed and wheel deceleration calculation unit 11 sets the index counter i used to count the indexes provided for each wheel and determine whether the processing has been completed for all four wheels to 1. Then, in step S3, the wheel speed and wheel deceleration calculation unit 11 determines in step S3 that the wheel speed sensor of the wheel corresponding to the counter value set in the index counter i, for example, the counter value 1 indicates the right front wheel. , The signal from the wheel speed sensor 10a for the front right wheel is fetched to calculate the wheel speed and the wheel deceleration for the front right wheel, and the process proceeds to step S4.

In step S4, the wheel speed and wheel deceleration calculation unit 11 adds +1 to the counter value of the index counter i and proceeds to step S5. In step S5,
The wheel speed and wheel deceleration calculation unit 11 checks whether or not the counter value of the index counter i is 5, and if the counter value of the index counter i is not 5 (NO), the process returns to step S3, and the wheel speed is determined in step S3. The wheel deceleration calculation unit 11 detects the wheel speed of the wheel corresponding to the counter value 2 of the index counter i, for example, when the counter value 2 indicates the left front wheel, the wheel speed sensor 10b of the left front wheel.
Capture the signal from.

Similarly, the wheel speed and wheel deceleration calculating section 11 uses the wheel speed sensors 10c, 1c for the right rear wheel and the left rear wheel.
After the signal is fetched from 0d to calculate the wheel speed and the wheel deceleration of each wheel, if the counter value of the index counter i becomes 5 in step S5 (YES), the process proceeds to step S6.

In step S6, the estimated vehicle speed calculation unit 12
Calculates the estimated vehicle body speed VREF from the wheel speed of each wheel calculated by the wheel speed and wheel deceleration calculation unit 11, and proceeds to step S7.
Calculates the slip ratio of each wheel from the wheel speed and wheel deceleration calculated by the wheel speed / wheel deceleration calculation unit 11 and the estimated vehicle body speed VREF calculated by the estimated vehicle body speed calculation unit 12. In the present embodiment, the slip ratio of the right front wheel is 1, the slip ratio of the left front wheel is 2, and the slip ratio of the right rear wheel is 3.
The slip ratio of the left rear wheel is set to slip ratio 4.

Next, in step S8, the turning control unit 3 checks in step S8 whether or not 1 is stored in the address MUE, which indicates that the vehicle is turning right on the high μ road surface. If 1 is stored in the address MUE (YES), the process proceeds to step S9, and in step S9, the turning control unit 3 causes the wheel state detection unit 13 to calculate the slip ratio 1 calculated by the wheel state detection unit 13. A correction coefficient k1 that is a predetermined value is subtracted from the slip ratio to obtain a slip ratio of 1, and a slip correction ratio k3 that is a predetermined value is subtracted from the slip ratio 3 calculated by the wheel state detection unit 13 to obtain a slip ratio of 3. The slip ratio of the inner wheel in the turning direction is corrected, and the process proceeds to step S10. In step S10, the wheel state detection unit 13 sets the index counter i to 1.

If 1 is not stored in the address MUE in step S8 (NO), the process proceeds to step S11. In step S11, the turning control unit 3 sets the address MUE to the left side on the high μ road surface. It is checked whether or not 2 indicating that the vehicle is turning is stored, and the address M
If 2 is stored in the UE (YES), step S1
In step S12, the turning control unit 3 subtracts a correction coefficient k2, which is a predetermined value, from the slip ratio 2 calculated by the wheel condition detecting unit 13 to obtain a slip ratio 2 in step S12. A command is given to subtract the correction coefficient k4, which is a predetermined value, from the slip ratio 4 calculated by the wheel state detection unit 13 to obtain the slip ratio 4, and correct the slip ratio of the inner wheel in the turning direction of the vehicle. , Step S1
Go to 0.

In step S11, the address MUE
If 2 is not stored in (NO), step S10
Proceed to. It is assumed that either 0, 1, or 2 is stored in the address MUE.

Next, the process proceeds to step S13, and step S
At 13, the wheel state detection unit 13 determines that the estimated vehicle speed VREF is 3
Check if the vehicle speed exceeds km / h and estimate the vehicle speed VRE
If F exceeds 3 km / h (YES), the process proceeds to step S14, and in step S14, the wheel state detection unit 13
Determines whether or not the brake fluid pressure reduction determination is established for the wheel corresponding to the counter value of the index counter i, and if the pressure reduction determination is established (YES), the process proceeds to step S15.

Here, the determination of the above-mentioned brake fluid pressure reduction is made as follows.
Assuming that the wheel speed is V and the wheel deceleration is Gv, it is determined to be established when (VREF-V)> b1 + 0.05 × VREF Gv <b2-0.005 × VREF. Note that the above (VREF-V) represents the slip speed, and the above b
1 is a positive constant, b2 is a negative constant, and the wheel speed V
Is in km / h, and the unit of wheel deceleration Gv is gravitational acceleration G.

Next, in step S15, the wheel state detection unit 1
3 is a flag indicating that the pressure reduction judgment for reducing the brake fluid pressure is first performed on the wheel corresponding to the counter value of the index counter i. For example, when the index counter i is 1, the flag F1 is set. Reset.

Then, the process proceeds to step S16, and step S
At 16, the wheel state detection unit 13 is operated by the hydraulic pressure control device drive unit 14
On the other hand, the brake fluid pressure reducing speed corresponding to the counter value of the index counter i is set based on the slip ratio correction value obtained in step S9 or step S12, and the process proceeds to step S17.

In step S13, the estimated vehicle speed V
If REF is 3 km / h or less (NO), step S18
In step S18, the wheel state detection unit 13 determines that the wheel corresponding to the counter value of the index counter i is first subjected to the pressure reduction determination for reducing the brake fluid pressure, for example, the index counter. If i is 1, the flag F1 is set and step S1 is performed.
Proceed to 9.

In step S19, the wheel state detector 13
For the hydraulic pressure control device drive unit 14, the pressurizing speed of the brake hydraulic pressure for the wheel corresponding to the counter value of the index counter i is set based on the slip ratio correction value obtained in step S9 or step S12, Step S1
Proceed to 7. Further, when it is determined that the pressure reduction determination is not established in step S14 (NO), that is, the slip speed (VREF-V) and the wheel deceleration Gv are (VREF-V) ≦ b1 + 0.05 × VREF Gv ≧ b2- When it reaches 0.005 × VREF, the process proceeds to step S19.

Next, in step S17, the wheel state detection unit 13 adds +1 to the counter value of the index counter i, the process proceeds to step S20 in FIG. 5, and step S20.
Then, the wheel state detection unit 13 checks whether or not the counter value of the index counter i is 3, and if the counter value is 3 (YES), the process proceeds to step S21, and if the counter value is not 3 (NO), that is, If the counter value is less than 3, the process returns to step S13 in FIG.

In step S21, the turning control unit 3 checks whether or not the vehicle is turning by the signal from the steering wheel angle sensor 15, and if the vehicle is turning (YE).
S), the process proceeds to step S22, and in step S22, the turning control unit 3 checks whether both the flag F1 and the flag F2 are set, and if both the flag F1 and the flag F2 are set (YES). In step S23, the turning control unit 3 clears the counter CT of the timer (not shown) to 0, and then proceeds to step S24.

If it is determined in step S21 that the vehicle is not turning (NO), the process proceeds to step S23. Furthermore, if both flag F1 and flag F2 are not set in step S22 (NO), step S25
Then, in step S25, the turning control unit 3 determines the flag F1.
It is checked whether both the flag F2 and the flag F2 are reset, and if both the flag F1 and the flag F2 are reset (YES), the process proceeds to step S24.

If both the flag F1 and the flag F2 are not reset in step S25 (N
O), the process proceeds to step S26, and the turning control unit 3 adds +1 to the counter value of the counter CT in step S26, and the process proceeds to step S24.

In step S24, the turning control section 3 checks whether or not the counter value of the counter CT exceeds a predetermined value a1 indicating a predetermined time, and when the counter value of the counter CT exceeds the predetermined value a1 (YES. ), The turning control unit 3 checks the setting states of the flag F1 and the flag F2 in step S27, and if the flag F1 is reset and the flag F2 is set (YE
S), in step S28, the turning control unit 3 stores 1 in the address MUE of the register, and proceeds to step S29.

If the counter value of the counter CT is less than or equal to the predetermined value a1 in step S24 (NO), the process proceeds to step S32, in which the turning control section 3 determines.
0 is stored in the address MUE of the register, and the process proceeds to step S29.

If the flag F1 is reset and the flag F2 is not set in step S27 (NO), the turning control section 3 determines the flag F2 in step S30.
1 is set and the flag F2 is reset, it is checked whether the flag F1 is set and the flag F2 is set.
If 2 is reset (YES), step S31
Then, the turning control unit 3 stores 2 in the address MUE of the register, and proceeds to step S29. In step S30,
If the flag F1 is set and the flag F2 is not reset (NO), the process proceeds to step S29.

Next, in step S29, the wheel state detection unit 1
3 sets the index counter i to 3 and proceeds to step S33, where the wheel state detection unit 13
Checks whether the estimated vehicle body speed VREF exceeds 3 km / h. If the estimated vehicle body speed VREF exceeds 3 km / h (YES), the process proceeds to step S34 and step S34.
At 34, the wheel state detection unit 13 determines that the index counter i
It is determined whether or not the brake fluid pressure reduction determination is established for the wheel corresponding to the counter value of No., and if the pressure reduction determination is established (YES), the process proceeds to step S35.

In step S35, the wheel state detecting section 13
For the hydraulic pressure control device drive unit 14, the pressure reduction speed of the brake hydraulic pressure of the wheel corresponding to the counter value of the index counter i is set based on the slip ratio correction value obtained in step S9 or step S12, and Proceed to S36.

In step S33, the estimated vehicle speed V
When REF is 3 km / h or less (NO), step S37
Then, in step S37, the wheel state detection unit 13 instructs the hydraulic pressure control device drive unit 14 to execute the index counter i
The pressurizing speed of the brake fluid pressure to the wheel corresponding to the counter value of is set based on the slip ratio correction value obtained in step S9 or step S12, and the process proceeds to step S36. Also, when it is determined that the pressure reduction determination is not established in step S34 (NO), the process proceeds to step S37.

Next, in step S36, the wheel state detecting unit 1
3 increments the counter value of the index counter i by +1 and proceeds to step S38. In step S38, the wheel state detection unit 13 checks whether or not the counter value of the index counter i is 5, and when the counter value is 5, If there is (YE
S), the process proceeds to step S39, and if the counter value is not 5 (NO), that is, if the counter value is less than 5, the process returns to step S33.

In step S39, the hydraulic pressure controller drive unit 1
4 causes the hydraulic pressure control device 5 to increase / decrease or maintain the brake hydraulic pressure of each wheel according to the set pressure increasing / decreasing speed, and then returns to step S2 in FIG.

In the first operation example of the first embodiment,
The turning control unit 3 corrects the slip ratio indicating the slip state of each wheel with respect to the ABS control unit 4 of FIG. 1 and the wheel state detection unit 13 of FIG. However, the slip threshold for determining the slip state of each wheel may be corrected by the ABS control unit 4 of FIG. 1 and the wheel state detection unit 13 of FIG. This is a second operation example in the first embodiment.

The second operation example of the first embodiment is the same as the flowchart of FIGS. 4 and 5 showing the first operation example of the first embodiment of the present invention. It may be replaced, and a second operation example of the device according to the first embodiment of the present invention will be described with reference to the flowchart of FIG.

In the flowchart of FIG. 6, the same flows as those in the flowchart of FIG. 4 showing the first operation example of the apparatus of the first embodiment of the present invention are denoted by the same reference numerals, and here, the flowchart of FIG. Only the differences from

The difference between FIG. 6 and FIG. 4 is that step S9 of FIG. 4 is replaced with the processing of step S50 and step S12 of FIG. 4 is replaced with the processing of step S51.

In this embodiment, the slip threshold of the right front wheel is the slip threshold 1, the slip threshold of the left front wheel is the slip threshold 2, and the slip threshold of the right rear wheel is the slip threshold. When the value is 3 and the slip threshold of the left rear wheel is slip threshold 4, in FIG.
If 1 is stored in the address MUE in step S8 (YES), the turning control unit 3b instructs the wheel state detection unit 13b to set the slip threshold value set in the wheel state detection unit 13b in step S50. 1 is set to a predetermined correction coefficient α1 to obtain a slip threshold value 1, and the slip threshold value 3 calculated by the wheel state detection unit 13b is added to a predetermined correction coefficient α3 to obtain a slip threshold value. Then, the slip threshold value of the inner wheel is corrected with respect to the turning direction of the vehicle, and the process proceeds to step S10.

In step S11, the address MUE
If 2 is stored in (YES), the turning control unit 3b causes the wheel state detection unit 13b to set the slip threshold value 2 set in the wheel state detection unit 13b to a predetermined value in step S51. A certain correction coefficient α2 is added to obtain a slip threshold value 2, and the slip threshold value 4 calculated by the wheel state detection unit 13b is added with a correction coefficient α4 that is a predetermined value to obtain a slip threshold value 4. The slip threshold value of the inner wheel is corrected with respect to the turning direction of the vehicle, and the process proceeds to step S10.

Next, in the schematic block diagram showing the first embodiment of the apparatus of the present invention shown in FIG. 1, the friction coefficient detecting section 2 may be included in the ABS control section 4, and the friction coefficient detecting section 2 may be included. Is included in the ABS control unit 4 as a second embodiment of the apparatus of the present invention, and FIG. 7 is a schematic block diagram showing a second embodiment of the apparatus of the present invention. In FIG. 7, the same parts as those in FIG. 1 are designated by the same reference numerals, and the description thereof will be omitted and only the differences from FIG. 1 will be described.

The difference between FIG. 7 and FIG. 1 is that A in FIG.
The BS control unit 4 includes the friction coefficient detection unit 2 to form the ABS control unit 4a, and accordingly, the antilock control device 6 is changed to the antilock control device 6a.

In FIG. 7, a turning state detecting unit 1 is connected to a turning control unit 3, and the turning control unit 3 detects a friction coefficient and a hydraulic pressure for increasing / decreasing or holding a brake hydraulic pressure. The anti-lock control device 6a is configured by being connected to the ABS control unit 4a that controls the control device 5.

The turning control unit 3 receives from the turning state detection unit 1 whether or not the vehicle is turning, and whether the vehicle is turning right or left.
Further, according to the friction coefficient of the road surface input from the ABS control unit 4a, in order to correct the brake fluid pressure reduction speed and the pressure reduction timing to the ABS control unit 4a during turning, The slip ratio indicating the slip state of each wheel is corrected.

The ABS control unit 4a further detects the lock and / or slip of each wheel, and when braking determines that the wheel is in the locked and / or slip state from the slip ratio, the brake fluid pressure of the wheel is determined. A command to reduce the pressure is output to the hydraulic pressure control device 5 to increase the brake hydraulic pressure of the wheel when the locked and / or slipped state of the wheel is released.

Next, FIG. 8 is a view showing an embodiment of a vehicle antilock brake device in the second embodiment of the device of the present invention, and FIG. 8 shows the first embodiment of the present invention. 2 that are the same as those in FIG. 2 are denoted by the same reference numerals, and the description thereof is omitted here, and only the differences from FIG. 2 are described.

The difference between FIG. 8 and FIG. 2 is that the wheel state detecting unit 13 of FIG. 2 includes the friction coefficient detecting unit 2 to form a wheel state detecting unit 13a, and accordingly, the antilock control device 6 is activated. This is the lock control device 6a.

In FIG. 8, the wheel state detecting section 13a is connected to the turning control section 3 and the wheel speed sensors 10a, 1a are connected.
0b, 10c, 10d, wheel speed and wheel deceleration calculation unit 11, estimated vehicle body speed calculation unit 12, wheel speed and wheel deceleration calculated by the wheel speed and wheel deceleration calculation unit 11, and the estimation thereof. A wheel state detection unit 1 that detects a road friction coefficient and a wheel lock and skid state from the estimated vehicle speed calculated by the vehicle speed calculation unit 12
The ABS control unit 4a in FIG. 7 is configured by the hydraulic pressure control device driving unit 14 and 3a.

In the second embodiment of the device of the present invention, the operation example of determining the friction coefficient of the road surface and correcting the slip ratio of each wheel during turning of the vehicle is the same as that of the device of the first embodiment. In the operation example, all the processing performed by the friction coefficient detecting unit 2 is performed by the wheel state detecting unit 13a, and the other processes are the same, and therefore the description thereof is omitted here.

As described above, various modifications of the apparatus of the present invention are possible, but the apparatus of the present invention is not limited to the above embodiments, and the scope of the present invention should be determined by the scope of the claims. Needless to say.

[Brief description of drawings]

FIG. 1 is a schematic block diagram showing a first embodiment of an antilock control device of the present invention.

FIG. 2 is a block diagram showing an embodiment of an antilock brake device in a vehicle using the device of the first embodiment of the present invention.

FIG. 3 is a diagram showing an operation of using the device shown in FIG. 2 to determine a friction coefficient of a road surface while the vehicle is turning, taking both front wheels when the vehicle turns to the right as an example.

FIG. 4 is a flowchart showing a first half of a first operation example in the apparatus of the first embodiment shown in FIG.

5 is a flow chart showing the latter half of the first operation example in the device of the first exemplary embodiment shown in FIG. 2. FIG.

FIG. 6 is a flowchart showing the first half of a second operation example of the apparatus of the first embodiment shown in FIG.

FIG. 7 is a schematic block diagram showing a second embodiment of the antilock control device of the present invention.

FIG. 8 is a block diagram showing an embodiment of an antilock brake device in a vehicle using the device of the second embodiment of the present invention.

[Explanation of symbols]

 1 Turning state detection unit 2 Friction coefficient detection unit 3 Turning control unit 4,4a ABS control unit 6,6a Antilock control device 13,13a Wheel state detection unit 15 Handle angle sensor

Claims (6)

[Claims] 1. A turning state detecting means for detecting a turning state of a vehicle, a friction coefficient detecting means for detecting a friction coefficient of a road surface, and a brake fluid when the turning state of the vehicle is detected by the turning state detecting means. In an anti-lock control device comprising a turning control means for correcting the pressure reduction speed and timing of pressure reduction, the turning control means detects the pressure reduction speed and timing of brake fluid pressure of each wheel by a turning state detection means. An anti-lock control device, which corrects according to the turning traveling state of the vehicle and the friction coefficient detected by the friction coefficient detecting means. 2. The apparatus according to claim 1, wherein the turning control means corrects each slip ratio indicating a slip state of each wheel, and corrects a brake fluid pressure reducing speed and a pressure reducing timing. An anti-lock control device characterized in that 3. The apparatus according to claim 1, wherein the turning control means corrects each slip threshold value for determining a slip state of each wheel to reduce the brake fluid pressure and the brake fluid pressure. An anti-lock control device, which corrects the timing of. 4. The apparatus according to any one of claims 1 to 3, wherein the turning control means is configured to detect the friction coefficient when the turning state detecting means detects turning of the vehicle. The anti-lock control device is characterized in that the smaller the friction coefficient detected by, the smaller the correction amount is set. 5. The apparatus according to any one of claims 1 to 3, wherein the turning control means includes an inner wheel side or an outer wheel side when the turning state detecting means detects turning of the vehicle. If the brake fluid pressure reduction judgment is established on the other wheel within a predetermined time after the first brake fluid pressure reduction judgment is established on one of the wheels, the road surface friction coefficient is determined. An anti-lock control device characterized by determining that is small. 6. A turning state detecting means for detecting a turning running state of a vehicle, and a speed of depressurizing brake fluid pressure and a timing of the pressure reduction of each wheel are corrected according to the turning running state of the vehicle and a friction coefficient of a road surface. An anti-lock control device comprising a turning control means, wherein the turning control means, when the turning state detecting means detects turning of the vehicle, is applied to either the inner wheel side or the outer wheel side. On the other hand, if the brake fluid pressure reduction determination is established on the other wheel within a predetermined time after the first brake fluid pressure reduction determination is established, it is determined that the road surface friction coefficient is small. Anti-lock control device.