JPH0911883A - Antilock brake control device of vehicle - Google Patents
Antilock brake control device of vehicleInfo
- Publication number
- JPH0911883A JPH0911883A JP16622595A JP16622595A JPH0911883A JP H0911883 A JPH0911883 A JP H0911883A JP 16622595 A JP16622595 A JP 16622595A JP 16622595 A JP16622595 A JP 16622595A JP H0911883 A JPH0911883 A JP H0911883A
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- JP
- Japan
- Prior art keywords
- vehicle
- detecting
- drift
- value
- wheel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、車輪速度を検出する車
輪速度検出手段と、車両の前後方向減速度を検出する前
後方向減速度センサと、車両の減速時に前記車輪速度検
出手段で検出された車輪速度に基づく値を初期値とする
とともに該初期値を前記前後方向減速度センサの検出値
に基づいて変化させて車体速度を得る車体速度推定手段
と、該車体速度推定手段で推定された車体速度ならびに
車輪速度検出手段で検出された車輪速度に基づいて車輪
のロック傾向を判断するとともにその判断結果に応じて
車輪ブレーキを作動せしめる車輪ブレーキ制御手段とを
備える車両のアンチロックブレーキ制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wheel speed detecting means for detecting a wheel speed, a front / rear direction deceleration sensor for detecting a front / rear direction deceleration of a vehicle, and the wheel speed detecting means for decelerating the vehicle. A vehicle body speed estimating means for obtaining a vehicle body speed by setting a value based on the wheel speed as an initial value and changing the initial value based on the detection value of the longitudinal deceleration sensor, and the vehicle body speed estimating means. The present invention relates to an antilock brake control device for a vehicle, which includes wheel brake control means for determining a wheel locking tendency based on the vehicle body speed and wheel speeds detected by the wheel speed detection means and operating the wheel brakes according to the result of the judgment. .
【０００２】[0002]
【従来の技術】従来、かかるアンチロックブレーキ制御
装置は、たとえば特開昭６４−６３４５６号公報等によ
り既に知られている。2. Description of the Related Art Conventionally, such an anti-lock brake control device is already known, for example, from Japanese Patent Laid-Open No. 64-63456.
【０００３】[0003]
【発明が解決しようとする課題】ところで、上記従来の
アンチロックブレーキ制御装置では、車両の減速時の車
体速度の推定にあたっては、推定車体速度をＶV 、前後
方向減速度センサの検出値をＧY 、オフセット量をα、
前後方向減速度を車体速度に変換するための変換定数を
ＫＶとしたときに、次のような演算式が用いられてい
る。By the way, in the above-mentioned conventional anti-lock brake control device, when estimating the vehicle body speed during deceleration of the vehicle, the estimated vehicle body speed is V V , and the detected value of the longitudinal deceleration sensor is G. Y , offset amount is α,
When the conversion constant for converting the longitudinal deceleration into the vehicle speed is KV, the following arithmetic expression is used.
【０００４】 ＶV(k)＝ＶV(k-1)−（ＧY(k)＋α）×ＫＶ 但し、添字（ｋ）は今回、（ｋ−１）は前回の値を示す
ものである。V V (k) = V V (k−1) − (G Y (k) + α) × KV However, the subscript (k) indicates this time, and (k−1) indicates the previous value. .
【０００５】ところが、このような演算式により車体速
度を推定すると、車両が直進状態に在る場合や非ドリフ
ト状態に在る場合には、ほぼ正確な車体速度が得られる
ものの、車輪の摩擦力の限界を越えるようなドリフト状
態にあっては前後方向減速度センサの検出値ＧY が低下
してしまい、車体速度ＶV の減少率も低下してしまう。
このようなドリフト状態では車輪は回転し難くなり、前
後力もほとんど得られない。しかるに車輪がグリップを
取戻したときには一気に前後力を発生可能となるが、上
述のように、ドリフト状態では推定車体速度がほとんど
低下しないのに対して車輪速度が大きく低下しているの
で、アンチロックブレーキ制御が実行されることにな
り、ブレーキ力の発生が遅れることになる。However, when the vehicle body speed is estimated by such an arithmetic expression, when the vehicle is in a straight traveling state or in a non-drifting state, almost accurate vehicle body speed can be obtained, but wheel friction force is obtained. In a drift state that exceeds the limit of, the detection value G Y of the front-back direction deceleration sensor decreases, and the decrease rate of the vehicle body speed V V also decreases.
In such a drift state, the wheel becomes difficult to rotate and almost no longitudinal force is obtained. However, when the wheel regains the grip, it is possible to generate longitudinal force at once, but as mentioned above, the estimated vehicle speed does not decrease in the drift state, but the wheel speed greatly decreases. The control will be executed, and the generation of the braking force will be delayed.
【０００６】本発明は、かかる事情に鑑みてなされたも
のであり、ドリフト状態で推定車体速度が低下するよう
にし、車輪がグリップを取戻したときに速やかにブレー
キ力を発生し得るようにした車両のアンチロックブレー
キ制御装置を提供することを目的とする。The present invention has been made in view of the above circumstances, and a vehicle in which the estimated vehicle body speed is lowered in a drift state so that a braking force can be quickly generated when the wheel regains a grip. It is an object of the present invention to provide an anti-lock brake control device.
【０００７】[0007]
【課題を解決するための手段】上記目的を達成するため
に、請求項１記載の発明は、車輪速度を検出する車輪速
度検出手段と、車両の前後方向減速度を検出する前後方
向減速度センサと、車両の減速時に前記車輪速度検出手
段で検出された車輪速度に基づく値を初期値とするとと
もに該初期値を前記前後方向減速度センサの検出値に基
づいて変化させて車体速度を得る車体速度推定手段と、
該車体速度推定手段で推定された車体速度ならびに車輪
速度検出手段で検出された車輪速度に基づいて車輪のロ
ック傾向を判断するとともにその判断結果に応じて車輪
ブレーキを作動せしめる車輪ブレーキ制御手段とを備え
る車両のアンチロックブレーキ制御装置において、車両
がドリフト状態にあるか否かを検出するドリフト検出手
段と、該ドリフト検出手段によりドリフト状態が検出さ
れている間は前記車体速度推定手段に入力される前後方
向減速度センサの検出値を大きく補正する補正手段とを
含むことを特徴とする。In order to achieve the above object, the invention according to claim 1 is a wheel speed detecting means for detecting a wheel speed, and a front / rear direction deceleration sensor for detecting a front / rear direction deceleration of a vehicle. And a vehicle body speed obtained by setting a value based on the wheel speed detected by the wheel speed detecting means at the time of deceleration of the vehicle as an initial value and changing the initial value based on the detection value of the longitudinal deceleration sensor. Speed estimation means,
Wheel brake control means for determining a wheel locking tendency based on the vehicle body speed estimated by the vehicle body speed estimating means and the wheel speed detected by the wheel speed detecting means, and for activating the wheel brake according to the result of the judgment. In an anti-lock brake control device for a vehicle, which is provided with: drift detection means for detecting whether or not the vehicle is in a drift state, and input to the vehicle body speed estimation means while the drift state is detected by the drift detection means And a correction means for greatly correcting the detection value of the front-back direction deceleration sensor.
【０００８】また請求項２記載の発明は、上記請求項１
記載の発明の構成に加えて、車両の左、右方向の加速度
を検出する横方向加速度センサを備え、前記補正手段
は、前後方向減速度センサの検出値に横方向加速度セン
サの検出値に基づく値を加算することにより前後方向減
速度センサの検出値を補正することを特徴とする。[0008] The invention according to claim 2 provides the above-mentioned claim 1.
In addition to the configuration of the invention described above, a lateral acceleration sensor that detects left and right accelerations of the vehicle is provided, and the correction means is based on the detection value of the longitudinal acceleration sensor based on the detection value of the longitudinal deceleration sensor. The detection value of the front-back direction deceleration sensor is corrected by adding the values.
【０００９】[0009]
【作用】上記請求項１記載の発明の構成によれば、車両
のドリフト状態では、前後方向減速度センサの検出値が
低下するが、該検出値を補正手段により大きく補正する
ことにより推定車体速度を低下させることが可能とな
り、したがって車輪がグリップを取戻したときの車体速
度および車輪速度の差を小さくして、ブレーキ力を速や
かに発生させることが可能となる。According to the structure of the invention described in claim 1, the detection value of the front-back direction deceleration sensor decreases in the drift state of the vehicle, but the estimated vehicle speed is largely corrected by the correction means. Therefore, the difference between the vehicle body speed and the wheel speed when the wheel regains the grip can be reduced, and the braking force can be quickly generated.
【００１０】また上記請求項２記載の発明の構成によれ
ば、車両のドリフト状態では前後方向減速度が低下する
ものの横方向加速度が生じているものであり、横方向加
速度センサの検出値に基づく値を加算することにより、
前後方向減速度センサの検出値を大きく補正することが
可能となる。Further, according to the configuration of the invention described in claim 2, in the drift state of the vehicle, the lateral acceleration is generated although the longitudinal deceleration decreases, which is based on the detection value of the lateral acceleration sensor. By adding the values,
It is possible to largely correct the detection value of the front-back direction deceleration sensor.
【００１１】[0011]
【実施例】以下、図面により本発明の一実施例について
説明する。An embodiment of the present invention will be described below with reference to the drawings.
【００１２】図１および図２は本発明の一実施例を示す
ものであり、図１はアンチロックブレーキ制御装置の全
体構成を示すブロック図、図２は基準横方向加速度の設
定マップを示す図である。1 and 2 show an embodiment of the present invention. FIG. 1 is a block diagram showing the overall structure of an antilock brake control device, and FIG. 2 is a diagram showing a reference lateral acceleration setting map. Is.
【００１３】先ず図１において、このアンチロックブレ
ーキ制御装置は、左前輪輪速度ＶWF L および右前輪輪速
度ＶWFR をそれぞれ個別に検出する左、右前輪速度検出
出手段１，２と、左後輪速度ＶWRL および右後輪速度Ｖ
WRR をそれぞれ個別に検出する左、右後輪速度検出手段
３，４と、操舵角θを検出する操舵角検出手段５と、車
両の左、右方向の加速度すなわち横方向加速度ＧX を検
出する横方向加速度センサ６と、車両の前後方向減速度
ＧY を検出する前後方向減速度センサ７と、ブレーキ操
作による車両の減速時にハイレベルの信号を出力するブ
レーキスイッチ８と、前記各車輪速度検出手段１〜４の
検出値すなわち左前輪輪速度ＶWFL 、右前輪輪速度Ｖ
WFR 、左後輪速度ＶWRL および右後輪速度ＶWRR のうち
最大のものを最高車輪速度として選択するハイセレクト
手段９と、車両がドリフト状態にあるか否かを検出する
ドリフト検出手段１０と、車両減速時にドリフト検出手
段１０でドリフト状態が検出されるのに応じて前後方向
減速度センサ７の検出値を補正する補正手段１１と、車
体速度ＶV を推定する車体速度推定手段１２と、車体速
度推定手段１２で推定された車体速度ＶV および左前輪
速度検出手段１で検出された左前輪速度ＶWFL に基づい
て左前輪のロック傾向を判断するとともにその判断結果
に応じて左前輪ブレーキ（図示せず）を作動せしめる左
前輪ブレーキ制御手段１３と、車体速度推定手段１２で
推定された車体速度ＶV および右前輪速度検出手段２で
検出された右前輪速度ＶWFR に基づいて右前輪のロック
傾向を判断するとともにその判断結果に応じて右前輪ブ
レーキ（図示せず）を作動せしめる右前輪ブレーキ制御
手段１４と、車体速度推定手段１２で推定された車体速
度ＶV および左、右後輪速度検出手段３，４で検出され
た左、右後輪速度ＶWRL ，ＶWRR のローセレクト値に基
づいて左、右後輪のロック傾向を判断するとともにその
判断結果に応じて左、右後輪ブレーキ（図示せず）を作
動せしめる後輪ブレーキ制御手段１５とを備える。[0013] First, in FIG. 1, this antilock brake control apparatus, the left detecting individually the left front wheel wheel speed V WF L and right front wheel wheel speed V WFR, a right front wheel speed detecting detection means 1 and 2, the left Rear wheel speed V WRL and right rear wheel speed V
Left and right rear wheel speed detecting means 3 and 4 for individually detecting WRR , steering angle detecting means 5 for detecting steering angle θ, and left and right vehicle acceleration, that is, lateral acceleration G X. A lateral acceleration sensor 6, a longitudinal deceleration sensor 7 for detecting the longitudinal deceleration G Y of the vehicle, a brake switch 8 for outputting a high-level signal when the vehicle is decelerated by a brake operation, and the wheel speed detection. Detected values of the means 1 to 4, that is, left front wheel speed V WFL , right front wheel speed V
High select means 9 for selecting the maximum one of WFR , left rear wheel speed V WRL and right rear wheel speed V WRR as the maximum wheel speed, and drift detection means 10 for detecting whether or not the vehicle is in a drift state. Correction means 11 for correcting the detection value of the front-rear direction deceleration sensor 7 in response to the drift state detected by the drift detection means 10 during vehicle deceleration, and vehicle body speed estimation means 12 for estimating the vehicle body speed V V. Based on the vehicle body speed V V estimated by the vehicle body speed estimating means 12 and the left front wheel speed V WFL detected by the left front wheel speed detecting means 1, the locking tendency of the left front wheel is determined, and the left front wheel brake is determined according to the determination result. The left front wheel brake control means 13 for activating (not shown), the vehicle body speed V V estimated by the vehicle body speed estimating means 12 and the right front wheel speed V WF detected by the right front wheel speed detecting means 2. The front right wheel brake control means 14 that determines the locking tendency of the front right wheel based on R and operates the front right wheel brake (not shown) according to the determination result, and the vehicle body speed V estimated by the vehicle body speed estimating means 12. Based on the low select values of the left and right rear wheel speeds V WRL and V WRR detected by V and the left and right rear wheel speed detection means 3 and 4, the lock tendency of the left and right rear wheels is determined, and the determination result is obtained. And rear wheel brake control means 15 for actuating left and right rear wheel brakes (not shown).
【００１４】ところで、車両の限界円旋回時にドリフト
が発生すると旋回半径が急激に大きくなり、横方向加速
度ＧX も低下することから、乾燥路における車両の走行
試験により、限界円内の操舵角θ、車体速度および横方
向加速度ＧX の関係を求めると図２で示すようになる。
而してドリフト検出手段１０は、図２で示される曲線を
横方向加速度基準値としたときに該横方向加速度基準値
から所定値を減算した値よりも横方向加速度センサ６の
検出値が低い（横方向加速度基準値−所定値＞横方向加
速度センサ６の検出値）ときをドリフト状態と判定する
ものであり、またアンチロックブレーキ制御中（ブレー
キング中も含む）のことも考慮してハイセレクト手段９
で得られる最高車輪速度がドリフト判定にあたっての車
体速度として用いられる。By the way, if a drift occurs during turning of the vehicle in the limit circle, the turning radius rapidly increases, and the lateral acceleration G X also decreases. Therefore, according to a running test of the vehicle on a dry road, a steering angle θ within the limit circle is obtained. The relationship between the vehicle body speed and the lateral acceleration G X is obtained as shown in FIG.
When the curve shown in FIG. 2 is used as the lateral acceleration reference value, the drift detecting means 10 has a lower detection value of the lateral acceleration sensor 6 than a value obtained by subtracting a predetermined value from the lateral acceleration reference value. (Lateral acceleration reference value-predetermined value> detected value of the lateral acceleration sensor 6) is determined to be a drift state, and it is also high in consideration of antilock brake control (including braking). Selecting means 9
The maximum wheel speed obtained in (1) is used as the vehicle speed for the drift determination.
【００１５】補正手段１１には、横方向加速度センサ６
で得られる横方向加速度ＧX 、前後方向減速度センサ７
で得られる前後方向減速度ＧY 、ドリフト検出手段１０
によるドリフト検出結果、ならびにブレーキスイッチ８
によるブレーキ検出信号が入力される。而して該補正手
段１１は、ブレーキスイッチ８からハイレベルの信号が
入力された車両減速時にドリフト検出手段１０によりド
リフト状態が検出されたときに、前後方向減速度センサ
７の検出値に横方向加速度センサ６の検出値に基づく値
を加算することにより前後方向減速度センサ７の検出値
を補正するものであり、次のような補正演算が補正手段
１１で実行されて前後方向減速度補正値ＧY ′が得られ
る。The correcting means 11 includes a lateral acceleration sensor 6
Lateral acceleration G X and forward / backward deceleration sensor 7 obtained by
Front-rear direction deceleration G Y , drift detection means 10
Drift detection result and brake switch 8
The brake detection signal by is input. When the drift state is detected by the drift detection unit 10 during deceleration of the vehicle when the high level signal is input from the brake switch 8, the correction unit 11 changes the detection value of the front-back direction deceleration sensor 7 in the lateral direction. The detection value of the front-rear direction deceleration sensor 7 is corrected by adding a value based on the detection value of the acceleration sensor 6, and the following correction calculation is executed by the correction means 11 to determine the front-rear direction deceleration correction value. G Y ′ is obtained.
【００１６】ＧY ′＝ＧY ＋Ｋ１×ＧX ここで、Ｋ１は正の値を示す重み付け係数であり、上記
式に基づく補正が実行されることにより、車両減速時に
ドリフト状態となったときには前後方向減速度センサ７
の検出値が大きく補正されることになる。すなわち車両
のドリフト状態では前後方向減速度センサ７の検出値Ｇ
Y が低下するものの横方向加速度ＧX が生じているもの
であり、横方向加速度センサ６の検出値ＧX に基づく値
（Ｋ１×ＧX ）を加算することにより、前後方向減速度
センサ７の検出値ＧY を大きく補正することが可能とな
る。G Y ′ = G Y + K1 × G X Here, K1 is a weighting coefficient that indicates a positive value, and the correction based on the above equation is executed, so that when the vehicle is in a drift state during deceleration, Directional deceleration sensor 7
The detected value of is largely corrected. That is, in the drift state of the vehicle, the detection value G of the front-back direction deceleration sensor 7
Although Y decreases, the lateral acceleration G X is generated, and by adding the value (K1 × G X ) based on the detection value G X of the lateral acceleration sensor 6, the longitudinal deceleration sensor 7 It is possible to largely correct the detected value G Y.
【００１７】車体速度推定手段１２には、ブレーキスイ
ッチ８によるブレーキ検出信号、ハイセレクト手段９で
得られる最高車輪速度、ならびに補正手段１１からの前
後方向減速度補正値ＧY ′が入力される。而して該車体
速度推定手段１２では、推定車体速度ＶV が次のような
演算式に従って演算される。To the vehicle body speed estimating means 12, the brake detection signal from the brake switch 8, the maximum wheel speed obtained by the high selecting means 9, and the longitudinal deceleration correction value G Y ′ from the correcting means 11 are input. Then, in the vehicle body speed estimating means 12, the estimated vehicle body speed V V is calculated according to the following arithmetic expression.
【００１８】 ＶV(k)＝ＶV(k-1)−（ＧY ′(k) ＋α）×ＫＶ 但し、車体速度の初期値は、ブレーキスイッチ８からハ
イレベルの信号が入力された車両減速開始時にハイセレ
クト手段９から入力される最高車輪速度である。V V (k) = V V (k−1) − (G Y ′ (k) + α) × KV However, the initial value of the vehicle body speed is a vehicle to which a high level signal is input from the brake switch 8. It is the maximum wheel speed input from the high select means 9 at the start of deceleration.
【００１９】次にこの実施例の作用について説明する
と、ブレーキ操作を行なった車両減速時に車輪の摩擦力
が限界を越えるようなドリフトが生じると、前後方向減
速度センサ７の検出値ＧY は極端に低下する。したがっ
て車輪速度に基づく値を初期値とするとともに該初期値
を単純に前後方向減速度センサ７の検出値に基づいて変
化させて車体速度を得るようにしていたのでは、前後方
向減速度センサ７の検出値ＧY が小さいことにより推定
車体速度の減少率が低下し、推定車体速度に基づく基準
車輪速度と車輪速度との差が比較的大きくなることによ
り、車輪がグリップを取戻したときにもアンチロックブ
レーキ制御が実行されることになり、ブレーキ力の発生
が遅れることになる。しかるに、ドリフト状態の発生に
応じて補正手段１１により前後方向減速度センサ７の検
出値が大きく補正され、大きくなった前後方向減速度補
正値ＧY ′を用いて車体速度ＶV が演算されるので、ド
リフト状態発生時にも車体速度ＶV を低下せしめること
ができ、それにより車輪がグリップを取戻した時点での
基準車輪速度および車輪速度の差を比較的小さくし、不
必要にアンチロックブレーキ制御が実行されることを回
避してブレーキ力を速やかに発生させることができる。Next, the operation of this embodiment will be described. If a drift such that the frictional force of the wheels exceeds the limit occurs when the vehicle is decelerated by the braking operation, the detected value G Y of the front-rear direction deceleration sensor 7 becomes extremely high. Fall to. Therefore, if the vehicle speed is obtained by setting the value based on the wheel speed as the initial value and simply changing the initial value based on the detection value of the front-rear direction deceleration sensor 7, The decrease rate of the estimated vehicle body speed decreases due to the small detected value G Y, and the difference between the reference wheel speed based on the estimated vehicle body speed and the wheel speed becomes relatively large. The antilock brake control will be executed, and the generation of the braking force will be delayed. However, the detection value of the front-rear direction deceleration sensor 7 is largely corrected by the correction means 11 in accordance with the occurrence of the drift state, and the vehicle speed V V is calculated using the increased front-rear direction deceleration correction value G Y ′. Therefore, the vehicle body speed V V can be reduced even when a drift state occurs, thereby relatively reducing the difference between the reference wheel speed and the wheel speed at the time when the wheel regains grip, and unnecessarily antilock brake control. It is possible to quickly generate the braking force by avoiding the execution of.
【００２０】以上、本発明の実施例を詳述したが、本発
明は上記実施例に限定されるものではなく、特許請求の
範囲に記載された本発明を逸脱することなく種々の設計
変更を行なうことが可能である。Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above embodiments, and various design changes can be made without departing from the present invention described in the appended claims. It is possible to do.
【００２１】[0021]
【発明の効果】以上のように請求項１記載の発明は、車
両がドリフト状態にあるか否かを検出するドリフト検出
手段と、該ドリフト検出手段によりドリフト状態が検出
されている間は前記車体速度推定手段に入力される前後
方向減速度センサの検出値を大きく補正する補正手段と
を含むので、車両のドリフト状態で前後方向減速度セン
サの検出値を補正手段により大きく補正することにより
推定車体速度を低下させることができ、車輪がグリップ
を取戻したときの車体速度および車輪速度の差を小さく
して、ブレーキ力を速やかに発生させることができる。As described above, according to the first aspect of the invention, the drift detecting means for detecting whether or not the vehicle is in the drift state, and the vehicle body while the drift state is detected by the drift detecting means. Since the correction means for greatly correcting the detection value of the front-rear direction deceleration sensor input to the speed estimation means is included, the estimated vehicle body is estimated by largely correcting the detection value of the front-rear direction deceleration sensor in the drift state of the vehicle. The speed can be reduced, the difference between the vehicle body speed and the wheel speed when the wheel regains grip can be reduced, and the braking force can be quickly generated.
【００２２】また請求項２記載の発明は、上記請求項１
記載の発明の構成に加えて、車両の左、右方向の加速度
を検出する横方向加速度センサを備え、前記補正手段
は、前後方向減速度センサの検出値に横方向加速度セン
サの検出値に基づく値を加算することにより前後方向減
速度センサの検出値を補正することを特徴とするので、
車両のドリフト状態では横方向加速度が生じていること
に基づき、横方向加速度センサの検出値に基づく値を前
後方向減速度センサの検出値に加算することにより、前
後方向減速度センサの検出値を大きく補正することが可
能となる。The invention according to claim 2 is the above-mentioned claim 1.
In addition to the configuration of the invention described above, a lateral acceleration sensor that detects left and right accelerations of the vehicle is provided, and the correction means is based on the detection value of the longitudinal acceleration sensor based on the detection value of the longitudinal deceleration sensor. It is characterized by correcting the detection value of the front-back direction deceleration sensor by adding the values,
Based on the fact that the lateral acceleration is generated in the drift state of the vehicle, the value detected by the lateral acceleration sensor is added to the value detected by the lateral acceleration sensor to determine the value detected by the longitudinal deceleration sensor. It is possible to make a large correction.
【図１】アンチロックブレーキ制御装置の全体構成を示
すブロック図である。FIG. 1 is a block diagram showing an overall configuration of an antilock brake control device.
【図２】基準横方向加速度の設定マップを示す図であ
る。FIG. 2 is a diagram showing a setting map of reference lateral acceleration.
１，２，３，４・・・車輪速度検出手段 ６・・・横方向加速度センサ ７・・・前後方向減速度センサ １０・・・ドリフト検出手段 １１・・・補正手段 １２・・・車体速度推定手段 １３，１４，１５・・・車輪ブレーキ制御手段 1, 2, 3, 4 ... Wheel speed detection means 6 ... Lateral acceleration sensor 7 ... Front-back deceleration sensor 10 ... Drift detection means 11 ... Correction means 12 ... Vehicle speed Estimating means 13, 14, 15 ... Wheel brake control means
───────────────────────────────────────────────────── フロントページの続き (72)発明者 林 俊雄 埼玉県和光市中央１丁目４番１号 株式会 社本田技術研究所内 (72)発明者 須藤 真仁 埼玉県和光市中央１丁目４番１号 株式会 社本田技術研究所内 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Toshio Hayashi 1-4-1 Chuo, Wako-shi, Saitama Inside of Honda R & D Co., Ltd. Stock Company Honda Technical Research Institute
Claims (2)
（１，２，３，４）と、車両の前後方向減速度を検出す
る前後方向減速度センサ（７）と、車両の減速時に前記
車輪速度検出手段（１〜４）で検出された車輪速度に基
づく値を初期値とするとともに該初期値を前記前後方向
減速度センサ（７）の検出値に基づいて変化させて車体
速度を得る車体速度推定手段（１２）と、該車体速度推
定手段（１２）で推定された車体速度ならびに車輪速度
検出手段（１〜４）で検出された車輪速度に基づいて車
輪のロック傾向を判断するとともにその判断結果に応じ
て車輪ブレーキを作動せしめる車輪ブレーキ制御手段
（１３，１４、１５）とを備える車両のアンチロックブ
レーキ制御装置において、車両がドリフト状態にあるか
否かを検出するドリフト検出手段（１０）と、該ドリフ
ト検出手段（１０）によりドリフト状態が検出されてい
る間は前記車体速度推定手段（１２）に入力される前後
方向減速度センサ（７）の検出値を大きく補正する補正
手段（１１）とを含むことを特徴とする車両のアンチロ
ックブレーキ制御装置。1. Wheel speed detecting means (1, 2, 3, 4) for detecting a wheel speed, a front-rear direction deceleration sensor (7) for detecting a front-rear direction deceleration of a vehicle, and the wheel when decelerating the vehicle. A vehicle body that obtains a vehicle body speed by setting a value based on the wheel speed detected by the speed detecting means (1 to 4) as an initial value and changing the initial value based on the detection value of the longitudinal deceleration sensor (7). The speed estimating means (12), the vehicle body speed estimated by the vehicle body speed estimating means (12) and the wheel speeds detected by the wheel speed detecting means (1-4) are used to judge the locking tendency of the wheels and An antilock brake control device for a vehicle, comprising: a wheel brake control means (13, 14, 15) for actuating a wheel brake according to a determination result, the drift detecting whether or not the vehicle is in a drift state. The detection value of the front-rear direction deceleration sensor (7) input to the vehicle body speed estimation means (12) is largely corrected while the detection means (10) and the drift state are detected by the drift detection means (10). An anti-lock brake control device for a vehicle, comprising:
方向加速度センサ（６）を備え、前記補正手段（１１）
は、前後方向減速度センサ（７）の検出値に横方向加速
度センサ（６）の検出値に基づく値を加算することによ
り前後方向減速度センサ（７）の検出値を補正すること
を特徴とする請求項１記載の車両のアンチロックブレー
キ制御装置。2. A lateral acceleration sensor (6) for detecting left and right accelerations of the vehicle, the correction means (11).
Is to correct the detection value of the front-back direction deceleration sensor (7) by adding a value based on the detection value of the lateral acceleration sensor (6) to the detection value of the front-back direction deceleration sensor (7). The anti-lock brake control device for a vehicle according to claim 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16622595A JP3748595B2 (en) | 1995-06-30 | 1995-06-30 | Anti-lock brake control device for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16622595A JP3748595B2 (en) | 1995-06-30 | 1995-06-30 | Anti-lock brake control device for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0911883A true JPH0911883A (en) | 1997-01-14 |
| JP3748595B2 JP3748595B2 (en) | 2006-02-22 |
Family
ID=15827438
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP16622595A Expired - Fee Related JP3748595B2 (en) | 1995-06-30 | 1995-06-30 | Anti-lock brake control device for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3748595B2 (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10354332B2 (en) * | 2015-09-30 | 2019-07-16 | Sensormatic Electronics, LLC | Sensor based system and method for drift analysis to predict equipment failure |
| US10552914B2 (en) | 2016-05-05 | 2020-02-04 | Sensormatic Electronics, LLC | Method and apparatus for evaluating risk based on sensor monitoring |
| US10810676B2 (en) | 2016-06-06 | 2020-10-20 | Sensormatic Electronics, LLC | Method and apparatus for increasing the density of data surrounding an event |
| US10902524B2 (en) | 2015-09-30 | 2021-01-26 | Sensormatic Electronics, LLC | Sensor based system and method for augmenting underwriting of insurance policies |
| US11151654B2 (en) | 2015-09-30 | 2021-10-19 | Johnson Controls Tyco IP Holdings LLP | System and method for determining risk profile, adjusting insurance premiums and automatically collecting premiums based on sensor data |
| US11436911B2 (en) | 2015-09-30 | 2022-09-06 | Johnson Controls Tyco IP Holdings LLP | Sensor based system and method for premises safety and operational profiling based on drift analysis |
-
1995
- 1995-06-30 JP JP16622595A patent/JP3748595B2/en not_active Expired - Fee Related
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10354332B2 (en) * | 2015-09-30 | 2019-07-16 | Sensormatic Electronics, LLC | Sensor based system and method for drift analysis to predict equipment failure |
| US10902524B2 (en) | 2015-09-30 | 2021-01-26 | Sensormatic Electronics, LLC | Sensor based system and method for augmenting underwriting of insurance policies |
| US11151654B2 (en) | 2015-09-30 | 2021-10-19 | Johnson Controls Tyco IP Holdings LLP | System and method for determining risk profile, adjusting insurance premiums and automatically collecting premiums based on sensor data |
| US11436911B2 (en) | 2015-09-30 | 2022-09-06 | Johnson Controls Tyco IP Holdings LLP | Sensor based system and method for premises safety and operational profiling based on drift analysis |
| US10552914B2 (en) | 2016-05-05 | 2020-02-04 | Sensormatic Electronics, LLC | Method and apparatus for evaluating risk based on sensor monitoring |
| US11250516B2 (en) | 2016-05-05 | 2022-02-15 | Johnson Controls Tyco IP Holdings LLP | Method and apparatus for evaluating risk based on sensor monitoring |
| US10810676B2 (en) | 2016-06-06 | 2020-10-20 | Sensormatic Electronics, LLC | Method and apparatus for increasing the density of data surrounding an event |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3748595B2 (en) | 2006-02-22 |
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