JPH1178840A - Antilock brake control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent generation of decompression control unnecessary when running on a rough road and generation of a control disturbance, by deciding the rough road without a means directly detecting acceleration/deceleration of the wheels, in an anti lock brake control device of the vehicle which controls the action of a brake fluid pressure regulating means according to the deviation of the slip rate from the target slip rate set based on the estimated vehicle velocity. SOLUTION: A rough road decision means 32 decides that the vehicle is running on a rough road by the fact that the number of repetition that the wheel acceleration/deceleration obtained by a wheel acceleration/deceleration calculating means 21F is the set acceleration and above or is the set deceleration and below is larger than the set number within the set period. In the time of the decision of the rough road, the wheel velocity used for the calculation of a slip rate by a slip rate calculating means 28 is corrected in the increasing side by a correct means 33.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

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 vehicle speed estimating means for estimating a vehicle speed based on the wheel speed detected by the wheel speed detecting means, Slip rate calculating means for calculating a slip rate based on the wheel speed detected by the detecting means and the estimated vehicle speed obtained by the vehicle speed estimating means,
Target slip rate setting means for determining a target slip rate based on the estimated vehicle speed obtained by the vehicle speed estimation means,
Deviation calculating means for calculating a difference between the target slip rate set by the target slip rate setting means and a slip rate obtained by the slip rate calculating means, and a brake fluid pressure adjusting means based on the deviation obtained by the deviation calculating means. The present invention relates to an anti-lock brake control device for a vehicle that controls the operation of a vehicle.

[0002]

2. Description of the Related Art Conventionally, such an antilock brake control device is already known, for example, from Japanese Patent Application Laid-Open No. 4-138958.

[0003]

In such an antilock brake control device, the vehicle speed is estimated based on the wheel speed detected from the wheel speed, and is calculated based on the wheel speed and the estimated vehicle speed. When the slip ratio exceeds a target slip ratio based on the estimated vehicle speed, the brake pressure of the wheel brake is reduced. However, when the traveling road surface is a rough road, the wheel speed detected by the wheel speed detecting means vibrates finely, so that the calculated slip ratio changes according to the vibration of the wheel speed, and the brake pressure becomes unnecessary. Or decompress
Control disturbance may occur.

Therefore, it is conceivable to detect an unfavorable road traveling state to avoid unnecessary pressure reduction and control disturbance during traveling on an unfavorable road. In order to detect the vibration of the speed, the vibration of the wheel speed is detected by using an acceleration measuring device such as an acceleration sensor for each wheel. However, since the acceleration measuring device is required for each wheel, the cost increases. Will be invited.

The present invention has been made in view of the above circumstances, and determines a bad road by eliminating means for directly detecting acceleration / deceleration of the wheel speed. An object of the present invention is to provide an anti-lock brake control device for a vehicle in which pressure reduction control or control disturbance is prevented.

[0006]

In order to achieve the above object, the invention according to claim 1 is based on a wheel speed detecting means for detecting a wheel speed and a wheel speed detected by the wheel speed detecting means. Vehicle speed estimation means for estimating the vehicle speed;
A slip rate calculating means for calculating a slip rate based on the wheel speed detected by the wheel speed detecting means and the estimated vehicle body speed obtained by the vehicle body speed estimating means; and an estimated vehicle speed obtained by the vehicle body speed estimating means. Target slip ratio setting means for determining a target slip ratio by using the target slip ratio and a slip ratio obtained by the slip ratio calculation means. In an anti-lock brake control device for a vehicle, which controls the operation of a brake fluid pressure adjusting means based on a deviation obtained by the means, a wheel acceleration / deceleration is calculated based on a wheel speed detected by a wheel speed detecting means. A deceleration calculating means, a value of the wheel acceleration / deceleration calculated by the wheel acceleration / deceleration calculating means being equal to or greater than a set acceleration; Bad road determining means for determining that the vehicle is traveling on a rough road when the number of times of repeating the value equal to or less than the constant deceleration becomes equal to or more than the set number of times within a set time; and And a correcting means for correcting the wheel speed used for the slip rate calculation by the slip rate calculating means to the increasing side in accordance with the determination of.

With this configuration, when it is determined by the rough road determining means that the vehicle is traveling on a rough road, the wheel speed for calculating the slip ratio is corrected to the increasing side, so that the slip ratio is low. As a result, unnecessary pressure reduction control and control disturbance can be prevented. In addition, the wheel acceleration / deceleration used in the determination of a bad road by the rough road determination means is calculated by the wheel acceleration / deceleration based on the detection value of the wheel speed detection means normally provided for each wheel in the antilock brake control device. Means can be logically determined from the detection value of the wheel speed detection means, and acceleration / deceleration detection means for directly detecting acceleration / deceleration for each wheel can be provided. It is unnecessary and does not increase the cost.

According to the second aspect of the present invention, the correction means gradually decreases the correction amount of the wheel speed in accordance with the lapse of time from the start of the correction, so that the wheel accompanying the determination of a rough road can be obtained. At the time of returning from the corrected state of the speed to the wheel speed actually detected by the wheel speed detecting means, it is possible to prevent the slip ratio from suddenly becoming deeper due to a sudden decrease in the wheel speed for the slip ratio calculation, Smooth anti-lock brake control can be performed.

[0009]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The embodiments of the present invention will be described below based on one embodiment of the present invention shown in the accompanying drawings.

FIGS. 1 to 6 show an embodiment in which the present invention is applied to a motorcycle. FIG. 1 is an overall configuration diagram of a motorcycle braking device, and FIG. 2 is a block diagram showing a configuration of a control unit. FIGS. 3 and 4 are flowcharts showing a vehicle speed calculation procedure based on the wheel speed. FIG. 4 is a diagram for explaining a calculation process of the calculated vehicle speed based on the wheel speed.
FIG. 6 is a block diagram showing a configuration of the front wheel control unit, and FIG. 6 is a flowchart showing a rough road determination procedure and a correction procedure.

First, in FIG. 1, a master cylinder 2 for outputting a hydraulic pressure in accordance with the operation of a brake lever 1 and a pair of left and right front wheel brakes B _F1 and B _F1 mounted on the front wheels of a motorcycle.
Between the B _F2, both the front wheel brake B _F1, the brake fluid pressure of the B _F2 adjustable brake fluid pressure adjusting means 3 _F are provided. The adjustment between the master cylinder 5 for outputting a hydraulic pressure corresponding to the operation of the brake pedal 4, between the rear wheel brake B _R, which is attached to a rear wheel of a motorcycle, the hydraulic pressure of the rear wheel brake B _R A possible brake fluid pressure adjusting means _3R is provided.

The brake fluid pressure adjusting means _3F includes a reservoir 6
And _F, both the front wheel brake B _F1, B _F2 and the normally and open solenoid valve 7 _F provided between the master cylinder 2, reservoir 6 _F and both the front wheel brake B _F1, the normally closed solenoid valve is provided between the B _F2 8 and _F, both the front wheel brake B _F1, and a check valve 9 _F brake fluid from the B _F2 side to the master cylinder 2 side are connected in parallel to tolerable normally open solenoid valve 7 _F that flows, the suction port through the suction valve 10 _F and a pump 11 _F return discharge ports is connected to the reservoir 6 _F is connected to the master cylinder 2 through the discharge valve 12 _F.

The brake fluid pressure adjusting means 3 _R includes a reservoir 6 _R , a normally open solenoid valve 7 _R , a normally closed solenoid valve 8 _R , a check valve 9 _R , a suction valve 10 _R , a return pump 11 _R, and a discharge valve. comprise 12 _R, configured similarly to the brake fluid pressure adjusting means 3 _F.

[0014] Moreover the return pump 11 _F of the brake fluid pressure adjusting means 3 _F, and the return pump 11 _R of the brake fluid pressure adjusting means 3 _R are driven by a common motor 13.

Brake fluid pressure adjusting means 3_FNormally open type in
Solenoid valve 7_FAnd normally closed solenoid valve 8_FAnd brake fluid pressure control
Adjusting means 3_RNormally open solenoid valve 7_RAnd normally closed electromagnetic
Valve 8 _RAnd the motor 13 are controlled by the control unit 14.
Is controlled. The control unit 14 is fixed to the front wheels.
Pulsar gear 15_FIs fixedly arranged facing the side of
Front wheel speed sensor 16_F, Pulsar fixed to the rear wheel
-Gear 15_RRear wheel car fixedly arranged facing the side of the car
Wheel speed sensor 16_RBrake switch for front wheel brake
17_FAnd brake switch 17 for rear wheel brake_Rof
Output signals are input to the control unit 14 respectively.
Are their sensors 16_F, 16_RAnd switch 17
_F, 17_RThe normally-open solenoid valve 7 according to the output of_F,
7_R, Normally closed solenoid valve 8_F, 8_RAnd operation of motor 13
Control.

In the control unit 14, an anti-lock
Refer to Fig. 2 for the configuration of parts related to brake control
To explain, the control unit 14 controls the front wheel brake.
Rake fluid pressure adjusting means 3_FWheel speed calculation for front wheels corresponding to
Means 20_F, Front wheel acceleration / deceleration calculating means 21_F,Previous
Wheel speed calculating means 22_FAnd front wheel side control unit 23 _F
And brake fluid pressure adjusting means 3 for the rear wheels._R
, The rear wheel speed calculating means 20 corresponding to_R, Rear wheel
Acceleration / deceleration calculation means 21_R, Rear vehicle speed calculating means 2
2_RAnd rear wheel side control unit 23_RWith both brakes
Liquid pressure adjusting means 3_F, 3_RVehicle speed estimation
Step 24 is provided.

Thus, the front wheel side control unit 23_FThe system defined in
The control amount is the front wheel solenoid driving means 25._FIs entered in
Front wheel solenoid drive means 25_FFor the front wheels
Fluid pressure adjusting means 3_FNormally open solenoid valve 7_Fand
Normally closed solenoid valve 8_FIs driven to open and close, and the rear wheel side control unit 2
3_RIs controlled by the rear wheel solenoid driving means 2
5_RAnd the rear wheel solenoid driving means 25_R
Means for adjusting brake fluid pressure for rear wheels 3_RNormally open in
Type solenoid valve 7_RAnd normally closed solenoid valve 8_RIs driven to open and close,
Further, both brake fluid pressure adjusting means 3_F, 3_RCommon mode
Data 13 for executing anti-lock brake control.
The control amount is the front wheel side and rear wheel side control unit 23 _F, 23_RFrom
In response to the motor driving means 26, the motor
It is operated by the driving means 26.

The wheel speed calculating means 20 _F for the front wheels is for calculating a front wheel speed in response to an output signal of the front wheel speed sensor 16 _F, front wheel speed detecting means with a wheel speed sensor 16 _F for the front wheel Construct 19 _F. The rear wheel speed calculating means 20 _R is for calculating a rear wheel speed in response to an output signal of the rear-wheel wheel speed sensor 16 _R, the wheel for the rear wheel together with the wheel speed sensors 16 _R for rear wheel The speed detecting means _19R is constituted.

The two-wheel acceleration / deceleration calculating means 21
_F , 21 _R , both vehicle body speed calculating means 22 _F , 22 _R , and front wheel side and rear wheel side control units 23 _F , 23 _R have the same functions, respectively. Speed calculation means 21 _F , front wheel body speed calculation means 2
2 _F, only describes the front-wheel side control unit 23 _F, the description thereof is omitted for the rear wheel wheel acceleration or deceleration calculating means 21 _R, the rear wheel vehicle speed calculating means 22 _R and the rear wheel side control part 23 _R .

The front wheel acceleration / deceleration calculating means _21F is
It is intended to obtain a pressure or deceleration of the front wheel by differentiating the front wheel speed obtained in front wheel speed calculating means 20 _F in front wheel speed detecting means 19 _F.

The vehicle speed calculating section 22 _F is for the front wheels, front wheel speed detected by the front wheel speed detecting means 19 _F, and the front wheel acceleration or deceleration calculated by the front wheel acceleration or deceleration calculating means 21 _F The vehicle speed for the front wheels is calculated based on the vehicle speed based on the processing procedure shown in FIG.

[0022] In step S1 of FIG. 3, reads the front wheel speed detecting means 19 _F at the detected wheel speed VW and calculated in front wheel acceleration or deceleration calculating means 21 _F front wheel acceleration or deceleration dVW, In step S2, the flag F
Is determined to be "0". If F = 0, the front wheel speed VW is set to the calculated vehicle speed VR in step S3, and the flag F is set to "1" in step S4. Steps S1 to S4 are processing steps at the start of the calculation of the vehicle body speed. In the next calculation processing cycle, since F = 1, the process proceeds from step S2 to step S5.

In step S5, the current wheel speed VW
When it is determined whether or not (n) is equal to or lower than the previous calculated vehicle body speed VR (n-1), that is, whether the front wheel speed is in a constant speed or deceleration process, and when it is determined that the front wheel speed is in a constant speed or deceleration process, Proceed to step S6. In step S6, dV
It is determined whether or not W ≦ α1, that is, whether or not the deceleration of the front wheel speed is equal to or greater than the set deceleration α1. If dVW ≦ α1, the acceleration / deceleration α is set to the set deceleration α1 in step S7, and the process proceeds to step S8.

In step S8, the calculated vehicle speed VR is calculated.
1) and the time of the arithmetic processing cycle is ΔT (for example, 3
(m seconds), the current calculated vehicle speed VR (n) is calculated as VR (n) = VR (n-1) + α · ΔT.

If it is determined in step S6 that dVW> α1, the acceleration / deceleration α is set to the front wheel acceleration / deceleration dVW in step S9, and the process proceeds to step S8. That is, in the process of decelerating the front wheel speed,
When the deceleration dVW becomes equal to or greater than the set deceleration α1, the calculation of the calculated body speed VR is performed on the assumption that the vehicle speed is reduced at the set deceleration α1.

If it is determined in step S5 that VW (n)> VR (n-1), that is, if it is determined that the front wheel speed is in the process of increasing speed, steps S5 to S10 are executed.
It is determined in step S10 whether dVW ≧ α2, that is, the acceleration of the front wheel speed is equal to the set acceleration α2.
It is determined whether or not this is the case. When dVW ≧ α2, the acceleration / deceleration α is set to the set acceleration α2 in step S11, and then the process proceeds to step S8. DV
If W <α2, the acceleration / deceleration α is set to the front wheel acceleration / deceleration dVW in step S12, and then in step S8.
Will go on. That is, in the process of increasing the front wheel speed, when the front wheel acceleration / deceleration dVW becomes equal to or greater than the set acceleration α2, the calculation of the calculated body speed VR is performed assuming that the body speed is increasing at the set acceleration α2. Will be.

Such a front wheel body speed calculating means 22 _F
According to the calculation of FIG. 4, the calculated vehicle speed is as shown in FIG. 4. In the process of decelerating the front wheel speed, the calculated vehicle speed VR using the deceleration of the front wheel speed is set so that the deceleration does not exceed the set deceleration α1. Is calculated, and in the process of increasing the front wheel speed, the calculation of the calculated vehicle body speed VR using the acceleration of the front wheel speed is performed so that the acceleration does not exceed the set acceleration α2.

The set acceleration α2 is, for example, +1 G
However, it may be set to a larger value during the antilock brake control, or may be changed according to the vehicle body deceleration.

The vehicle speed estimating means 24 based on the wheel operation vehicle speed after calculating front wheel calculating vehicle speed calculated by the vehicle speed calculating means 22 _F for the front wheels, and the vehicle speed calculating means 22 _R for the rear wheels, It is for estimating the estimated vehicle speed as a reference for determining the slip ratio of the front wheel and the rear wheel,
For example the front wheel calculating vehicle speed calculated by the vehicle speed calculating means 22 _F for the front wheels, and rear wheel vehicle speed calculating means 22
The high select value of the rear wheel calculated vehicle speed calculated by _R is set as the estimated vehicle speed.

Front wheel side control unit 23_FIs the front wheel speed detection
Delivery means 19_FFront wheel speed, front wheel speed increase / decrease
Speed calculation means 21_FFront wheel acceleration / deceleration obtained by
Based on the estimated vehicle speed obtained by the vehicle speed estimation means 24
And front wheel brake B_F1, B _F2Brake fluid pressure control amount
And is configured as shown in FIG.

In FIG. 5, the front wheel control unit _23F includes a slip ratio calculating unit 28 and a target slip ratio setting unit 29.
And a deviation calculating unit 30, a control amount calculating unit 31, a bad road determining unit 32, and a correcting unit 33.

The rough road determining means 32, front wheel speed detecting means 19 _F at the detected wheel speed VW, wheel acceleration or deceleration calculating means 21 a wheel acceleration or deceleration dVW obtained in _F and vehicle speed estimating means, Estimated vehicle speed SV obtained at 24
It is intended to determine the rough road on the basis of R, when it is determined that as being in rough road in the rough road determining means 32, correction means 33, is detected by the front wheel speed detecting means 19 _F The wheel speed VW of the front wheel is corrected by the correcting means 33, and the corrected wheel speed VW 'is used as the slip rate calculating means 28.
Is input to

The procedure for determining a bad road by the bad road determination means 32 and the procedure for correction by the correction means 33 are set as shown in FIG. 6. In step S21, the wheel acceleration / deceleration dVW is set. It is determined whether or not the state where the acceleration becomes equal to or more than α3 is detected at least n1 times within the first set time T1. Here, the set acceleration α3 is, for example, +
1.4 G to +3.0 G, and is changed by the estimated vehicle speed SVR. The first set time T1 is, for example, 6 ms, and the number of times n1 is, for example, two. Thus, the arithmetic processing loop of FIG. 6 is executed, for example, every 3 msec. In step S21, it is determined whether or not dVW ≧ α3 in two arithmetic processing loops continuously.

If it is determined in step S21 that the state of dVW ≧ α3 has been detected at least n1 times within the first set time T1, the flag Fα3 is set to “1” in step S22, and then the process proceeds to step S23. S21
And the state where dVW ≧ α3 is changed to n1 within the first set time T1.
If it is determined that detection has not been performed more than once, step S
The process proceeds from step 21 to step S23.

In step S23, the wheel acceleration / deceleration dV
The state in which W is equal to or less than the set deceleration α4 is referred to as a second set time T
It is determined whether or not n2 has been detected in n2 or more. The set deceleration α4 is, for example, −0.7 G to −2.0 G, and is changed according to the estimated vehicle body speed SVR. The second set time T2 is, for example, 3 ms, and the number of times n2
Is, for example, once. Therefore, in step S23, it is determined whether dVW ≦ α4 in one operation loop.

If it is determined in step S23 that the condition of dVW ≦ α4 has been detected n2 times or more within the second set time T2, the flag Fα3 is set to “0” in step S24, and the process proceeds to step S25. DV
When it is determined in step S23 that the state of W ≦ α4 has not been detected n2 times or more within the second set time T2,
In step S25, it is determined whether or not a third set time T3 (for example, 60 msec) has elapsed after the setting of the flag Fα3. If it is determined in step S25 that the third set time T3 has elapsed, the process proceeds from step S25 to step S24. If it is determined that the third set time T3 has not elapsed, the process proceeds from step S25 to step S26. Will go on.

At step S26, the flag FA is set to "1".
Is determined. This flag FA is set in step S29 described later. When it is determined that the vehicle is traveling on a rough road, FA = 1 is set.

If it is determined in step S26 that FA = 0, it is determined in step S27 whether the number of times the flag Fα3 has been set is n3 (for example, 1) or more within the fourth set time T4. Here, the fourth set time T
4 is set, for example, to 30 ms, but there is T4 ≦ T3D so that the flag Fα3 reset by the time limit of the third set time T3 is not counted as the number of times of setting of the flag. For example, 1
Times.

If it is determined in step S27 that the number of times the flag Fα3 has been set is less than n3 (for example, 1) times within the fourth set time T4, it is determined that the road is not a rough road, and the process proceeds to step S28. Reset FA and set FA = 0.

If it is determined in step S27 that the number of times the flag Fα3 has been set is n3 (for example, 1) or more within the fourth set time T4, step S29 is performed.
In this step S29, it is determined that the vehicle is traveling on a rough road, and the flag FA is set.

In step S30, it is determined whether or not it is the second or later operation loop after setting the flag FA. If the operation is the first operation loop, the initial value of the correction speed V1 is set in step S31. The initial value is changed by the estimated vehicle speed SVR, and is set to, for example, 1.6 to 4.0 km / h. After setting the V1 initial value in step S30, step S3
In 2, it will define the value obtained by adding the correction velocity V1 of the wheel speed VW of the wheel speed VW 'detected by the front main wheel speed detecting means 19 _F to enter the slip rate calculating means 28. That is, the wheel speed VW is corrected to the increasing side by the correction speed V1.

In step S30, the flag FA
Is determined to be after the second calculation loop after the setting, in step S33, the correction speed V1 is set to a value obtained by subtracting the decrease amount V2 (for example, 0.16 km / h) from the previous correction speed V1. V1 in step S34
It is determined whether or not ≦ 0. If V1 ≦ 0, the process proceeds from step S34 to step S28, and if V1> 0, the process proceeds from step S34 to step S32.

Further, in step S26, the flag F
If it is determined that A is "1", the process proceeds to step S26.
To step S35, and in this step S35,
After the flag FA rises, it is checked whether or not the flag Fα3 has been set n3 times or more. If the flag Fα3 has not been set, the process proceeds to step S30. If the flag Fα3 has been set, the process proceeds to step S30 to update the flag FA.

[0044] According to the processing procedure shown in this FIG 6, the bad road judging means 32, the wheel acceleration or deceleration dVW calculated by the front wheel acceleration or deceleration calculating means 21 _F, the estimated vehicle speed When a state in which the value of the set acceleration α3 or more that changes in the SVR is equal to or more than, for example, 6 ms or more, the flag Fα3
Is set, and the flag Fα3 is set to
For example, the deceleration dVW is cleared when the deceleration dVW becomes equal to or less than the set deceleration α4 that changes for the estimated vehicle speed SVR for 3 ms or more. When the number of times the flag Fα3 is set becomes n3 times or more within the fourth set time T4, the rough road determination means 32 determines that the vehicle is traveling on a rough road, and sets the flag Fα3.
A will be set. Furthermore, even if the flag FA is being set, when the number of times the flag Fα3 is set becomes n3 times or more within the fourth set time T4, the flag FA is updated as the rough road is continuing.

On the other hand, in the correction means 33, the rough road determination means 3
2, the wheel speed VW is corrected to the increasing side by, for example, 1.6 to 4.0 km / h in the initial period when it is determined that the vehicle is traveling on a rough road. The correction value is reduced by .16 km / h.

Referring again to FIG. 5, the slip ratio calculating means 2
8 is the front wheel speed VW 'after correction by the correction means 33;
The slip ratio of the front wheels is calculated based on the estimated vehicle speed SVR obtained by the vehicle speed estimation means 24.
That is, when the slip ratio is SR, the estimated vehicle speed is SVR, and the front wheel speed is VW ', the slip ratio SR is calculated by the slip ratio calculating means 28 as SR = (SVR-VW') / SVR.

In the target slip rate setting means 29, based on the estimated vehicle speed SVR obtained by the vehicle speed estimating means 24, a target slip rate when traveling at the estimated vehicle speed SVR is set as a target slip rate SRobj. You. In the deviation calculating means 30, the target slip rate setting means 29
The deviation ΔS between the target slip rate SRobj set in the step (1) and the slip rate SR calculated by the slip rate calculation means 28.
(= SRobj-SR) is calculated.

Further, in the control amount calculating means 31, the front wheel brakes B _F1 and B _F1 for making the deviation ΔS as close to “0” as possible are provided.
The brake pressure control amount of B _F2 is calculated, and the front wheel solenoid drive means _25F is controlled based on the calculated control amount.

Next, the operation of this embodiment will be described. The wheel acceleration / deceleration dVW calculated by the wheel acceleration / deceleration calculating means 21 _F , 21 _R is a value equal to or greater than the set acceleration α3 and equal to or less than the set acceleration α4. By repeating the value, it is determined by the rough road determining means 32 that the vehicle is traveling on a rough road. When the rough road determining means 32 determines that the vehicle is traveling on a rough road, a slip ratio is calculated. Is corrected to the increasing side. Therefore, the slip rate SR calculated by the slip rate calculating means 28 is calculated to be lower than when the wheel speed VW detected by the wheel speed detecting means 19 _F and 19 _R is used as it is, and unnecessary pressure reduction is performed. It is possible to prevent occurrence of control or disturbance of control. In addition, the wheel acceleration / deceleration dVW used for the rough road determination by the rough road determination means 32 is based on the detection values of the wheel speed detection means 19 _F and 19 _R normally provided for each wheel in the antilock brake control device. This is calculated by the wheel acceleration / deceleration calculation means 21 _F and 21 _R , and a rough road can be logically determined from the detection values of the wheel speed detection means 19 _F and 19 _R. It is not necessary to provide an acceleration / deceleration detecting means for directly detecting the deceleration, and there is no increase in cost.

In addition, the correction speed of the correction means 33 is a function of gradually decreasing the correction amount of the wheel speed in accordance with the passage of time from the start of the correction. When the wheel speed is returned to the wheel speed actually detected by the wheel speed detecting means 19 _F and 19 _R from the correction state, it is prevented that the slip ratio suddenly becomes deeper due to a sudden decrease in the wheel speed for the slip ratio calculation. Thus, smoother anti-lock brake control can be executed.

Although the embodiments of the present invention have been described in detail, 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.

For example, in the above embodiment, a motorcycle has been described, but the present invention is also applicable to a four-wheeled passenger car.

[0053]

As described above, according to the first aspect of the present invention, it is possible to logically determine a bad road from the detected value of the wheel speed detecting means and directly detect the acceleration / deceleration for each wheel. Is unnecessary, making it possible to determine a bad road while reducing costs, and unnecessary pressure reduction control may occur with running on a bad road,
Control disturbance can be prevented from occurring.

According to the second aspect of the present invention, the slip rate suddenly increases when the wheel speed is returned from the correction state of the wheel speed accompanying the determination of a bad road to the wheel speed actually detected by the wheel speed detecting means. This prevents the antilock brake control from being performed more smoothly.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a brake device of a motorcycle.

FIG. 2 is a block diagram illustrating a configuration of a control unit.

FIG. 3 is a flowchart showing a vehicle speed calculation procedure based on wheel speeds.

FIG. 4 is a diagram for explaining a calculation process of a calculation vehicle body speed based on a wheel speed.

FIG. 5 is a block diagram illustrating a configuration of a front wheel control unit.

FIG. 6 is a flowchart showing a rough road determination procedure and a correction procedure.

[Explanation of symbols]

3 _F, 3 _R ... brake fluid pressure adjusting means 19 _F, 19 _R ... wheel speed detecting means 21 _F, 21 _R ... wheel acceleration or deceleration calculating means 24 ... vehicle speed estimating means 28, ..Slip ratio calculation means 29 ... Target slip rate setting means 30 ... Deviation calculation means 32 ... Rough road determination means 33 ... Correction means

Claims (2)

[Claims] 1. Wheel speed detecting means for detecting wheel speed
(19_F, 19_R) And the wheel speed detecting means (19)_F,
19_RThe vehicle speed is estimated based on the wheel speed detected in
Vehicle speed estimating means (24) for determining the wheel speed,
Means (19_F, 19_R) Detected wheel speed and
Estimated vehicle speed obtained by the vehicle speed estimation means (24)
Rate calculating means for calculating the slip rate based on the
(28) and the vehicle speed estimating means (24).
Set the target slip rate based on the estimated vehicle speed.
Lip ratio setting means (29) and target slip rate setting means
Target slip rate and slip set in (29)
Calculate the deviation of the slip ratio obtained by the ratio calculating means (28)
Deviation calculating means (30) for calculating the deviation.
(30) The brake fluid pressure adjusting means based on the deviation obtained in (30)
Step (3_F, 3_R) Control the operation of the vehicle anti-lock
In the brake control device, the wheel speed detecting means (1
9_F, 19_R) Based on the wheel speed detected in
Wheel acceleration / deceleration calculating means (21) for calculating deceleration_F,
21_R) And the wheel acceleration / deceleration calculating means (21) _F, 21
_RThe value of the wheel acceleration / deceleration calculated in) is equal to or greater than the set acceleration.
And the number of times the value below the set deceleration is repeated within the set time
The vehicle is traveling on a bad road when the number of times exceeds
Road determining means (32) for determining that
Then, depending on the determination by the rough road determination means (32),
Used for slip ratio calculation by the slip ratio calculation means (28)
Correction means (33) for correcting the wheel speed in the increasing direction.
Anti-lock brake control for vehicles characterized by including
apparatus. 2. An anti-lock brake control device for a vehicle according to claim 1, wherein said correction means (33) gradually reduces the correction amount of the wheel speed as time elapses from the start of the correction. .