JPS60213556A - Antiskid controller - Google Patents

Abstract

PURPOSE:To prevent the occurrence of a car vibration based on resonance as well as to eliminate an abnormal feeding over a driver, by setting an intensifying or decompressing period of braking hydraulic pressure to such a long period that is unresonant or unsynchronous with the period of an unsprung vibration in wheels. CONSTITUTION:A microprocessor 13 controls each of solenoid valve gears SOL1-SOL3 for their selection work on the basis of wheel speed signals S1-S3 and also controls braking hydraulic pressure. At this time, the microprocessor 13 controls a variation in the braking hydraulic pressure with such a long period that is unresonant or unsynchronous with the period of an unsprung vibration in wheels.

Description

[Detailed Description of the Invention] [Technical Field of the Invention] The present invention provides anti-skid control that reduces the brake fluid pressure in the wheel brake cylinder when the wheels of a vehicle are about to lock when braking to prevent skidding due to wheel locking. Regarding equipment.

[Prior art]

Various configurations are already known as anti-skid devices for vehicles, but the anti-skid device provides a good feel when operating the brake pedal because fluctuations in brake fluid pressure in the wheel cylinder are not transmitted to the brake mask cylinder when the anti-skid device is activated. For example, there are those disclosed in JP-A-58-450 and JP-A-58-26658.

In these devices, a pressure control valve device is inserted between the wheel cylinder and the mask cylinder in order to adjust the brake fluid pressure in the wheel cylinder independently of the fluid pressure generated in the brake mask cylinder. The pressure control valve device includes a piston that moves in one direction based on brake fluid pressure, and a valve member that blocks a flow path of brake pressure from a mask cylinder to a wheel cylinder. Power hydraulic pressure generated by the pump and applied through the solenoid valve acts on the piston to oppose the brake hydraulic pressure, and this power hydraulic pressure causes the piston to move in the other direction against the brake hydraulic pressure. to open the valve member.

In such conventional devices, power hydraulic pressure is constantly applied to the piston of the pressure control valve device to hold the valve member in the open position in opposition to brake hydraulic pressure during braking, and this power hydraulic pressure is The output of the pump is stored in an accumulator, or the output of the pump is opened via a throttle valve responsive to brake fluid pressure and obtained at the stage before the throttle valve.

In addition, in order to prevent the piston of the pressure control valve device from moving by the brake fluid pressure and opening the valve member and reducing the wheel cylinder fluid pressure when the power fluid pressure is lost, there is a space between the wheel cylinder and the pressure control valve device. A bypass valve device is inserted to directly apply brake pressure from the mask cylinder to the wheel cylinder in the event of power hydraulic pressure loss (Japanese Patent Laid-Open No. 58-2
555g, Publication 6).

In anti-skid control using these conventional devices or other conventional devices, the brake fluid pressure is increased or decreased when a predetermined condition is satisfied after the brake fluid pressure lever is depressed, but the state parameters referred to in anti-skid control are If it is near the boundary value that distinguishes between pressure increase and pressure decrease, for example, when pressure increases, pressure immediately decreases, or vice versa, and there will be many short cycles of alternating increases and decreases. 7- It may cause vibrations in the vehicle and give the driver a sense of abnormality.
Moreover, power hydraulic pressure consumption increases, and the load on the power hydraulic pressure source increases. In particular, when this vibration resonates with the unsprung vibration of the vehicle, the unsprung vibration is amplified, which causes the braking force of the brake to fluctuate, which not only gives abnormal vibrations to the driver but also disrupts anti-skid control. vehicle stability,
Steering stability is impaired. After applying the brakes, such vibrations occur near the pressure increase and pressure decrease boundary values of several state parameters, so such vibrations occur irregularly or almost regularly while the vehicle speed gradually decreases after the brake pedal is depressed. This may cause severe vibrations.

On the other hand, even if this anti-skid control operates when the vehicle speed is low, it has virtually no effect, and the judgment of the anti-skid control conditions becomes uncertain, making the anti-skid control unstable, or even reducing the braking distance. It may spread and be dangerous.

Furthermore, if anti-skid control is performed above a predetermined vehicle speed, and cut off below it, if anti-skid control is started at a vehicle speed 8- higher than the boundary value, the boundary value When this function is released, the feeling of driving the vehicle will be significantly different, and there is a risk that driving may become unstable.

Therefore, stability of anti-skid control in the low speed range is desired.

Furthermore, in the conventional device described above, in order to maintain the power pressure at a constant high value, the brake pressure to the wheel cylinder is increased by constantly driving the pump or by releasing the power pressure of the pressure control valve device through the solenoid valve. For example, as disclosed in Japanese Patent Application No. 57-07111630, if power pressure is applied and released frequently to a solenoid valve in order to achieve accurate and smooth anti-skid control, power pressure is consumed rapidly and the capacity of the power pressure source device increases. There were problems such as the need for a large mechanism and large amount of power to maintain a constant power pressure at a high capacity, such as by making the pump larger or driving the pump faster.

Therefore, the applicant has developed an electric motor that drives the pump of the power pressure source device, which can be used only when braking.

The rotational state of the ring is the state in which the solenoid valve operates for the first time.

The present invention provides an anti-skid control device that detects when the electric motor is approaching and activates it, and releases the pressure fluid from the power pressure source into the reservoir after the electric motor is stopped (Japanese Patent Application No. 5111-2128
No. 31). According to this, when comparing the time when the brakes are applied and the time when the brakes are not applied during the entire driving time of the vehicle, the time when the brakes are not applied is much longer, and when the brakes are not applied, the electric power is The motor is not running and therefore no power hydraulic pressure is generated. Furthermore, even when the brakes are applied, the electric motor is not activated unless the wheels are likely to lock up. Therefore, the time during which power hydraulic pressure is generated is significantly shorter than that of the conventional system. When the brake is not applied, no power hydraulic pressure is generated, so when the brake is applied, the pressure control valve device communicates the wheel cylinder and the mask cylinder. Therefore, brake fluid pressure acts from the mask cylinder to the wheel cylinder from the beginning when the brake is applied.

As a result of the above, the mechanism of the power source device can be made smaller without impairing the action of the brake, and its power is small, and the power consumption is also small. It is desired to further reduce power consumption.

[Purpose of the invention]

A first object of the present invention is to prevent resonance between the vibration of the brake force caused by an increase in brake fluid pressure due to anti-skid control and the unsprung vibration of the vehicle.

A second object of the present invention is to prevent alternating repetitions of short-period increases and decreases, such as when pressure is increased and then immediately decreased, or vice versa, thereby reducing resonance with unsprung vibrations. The second purpose is to prevent vehicle vibration, driver's sense of abnormality, etc.

A third object of the present invention is to improve the stability of anti-skid control in a low speed range, thereby increasing the stability of vehicle operation.

A fourth object of the present invention is to safely and highly efficiently operate a pump drive electric motor of a power hydraulic pressure source device that provides power hydraulic pressure to a pressure control valve device and a bypass valve device. The object of the present invention is to reduce the power capacity required of the electric motor and to enable the use of small electric motors.

[Structure of the invention]

In order to achieve the above object, the present invention.

The states of the speed detection means and brake depression detection means are monitored, and the estimated speed of the vehicle is calculated from the rotational speed.

With the brake depressed, increase the brake fluid pressure using the estimated speed 2 rotation speed and rotation speed acceleration/deceleration as parameters.
The control means determines whether pressure reduction is necessary and, based on the determination result, instructs the valve device operation means to set the brake fluid pressure control valve device to a pressure increase or decrease state. An instruction is given to set the pressure increase or decrease state to a long period that resonates or is not synchronized with the period of unsprung vibration.

According to this, the increase in brake fluid pressure and vibration reduction due to anti-skid control do not resonate with the unsprung vibration of the vehicle, so
Unsprung vibrations are not amplified and vehicle vibrations are not particularly increased. As a result, the anti-skid control itself becomes stable.

121 In a preferred embodiment of the present invention, the control means for controlling the increase or decrease of the brake fluid pressure is configured to control at least one parameter in the pressure increase state or the pressure decrease state after giving an instruction to increase or decrease the brake fluid pressure. The different values are used as boundary values for determining whether to increase or decrease the pressure next time, and determine whether or not the brake fluid pressure needs to be increased or decreased.

According to this, the parameter boundary values for determining the necessity of increasing or decreasing the pressure are different when the pressure is being reduced and when the pressure is being increased, so a so-called hysteresis is provided. A monk with a short period of time, or vice versa.

Alternate repetition of depressurization is prevented, which eliminates vehicle vibration and driver's sense of abnormality.

In a preferred embodiment of the present invention, the at least one parameter is acceleration/deceleration of the axle, and the control means calculates the estimated speed of the vehicle from the rotation speed, and when the brake is depressed, the estimated speed 2 rotation speed and the rotation speed Based on the acceleration/deceleration, it is determined whether the brake fluid pressure needs to be increased or decreased, and when the IIL constant vehicle speed is equal to or higher than a predetermined first value (for example, 2 km/h), the brake fluid is injected into the valve device operating means based on the determination result. An instruction is given to set the pressure control valve device to a pressure increase or a pressure decrease state, and once this instruction is given, the estimated vehicle speed is set to a second value (for example, 8 km/h) while the brake is being depressed.
h) An instruction shall be given to the valve device operating means to set the brake fluid pressure control valve device to a pressure increasing state or a pressure reducing state based on the determination result until the following.

According to this, anti-skid control is not started when the vehicle speed is lower than the first value (the upper limit low speed at which anti-skid control is effective), and when anti-skid control is started when the vehicle speed is higher than the first value, the anti-skid control is started. A second value lower than the value of 1 (
Since anti-skid control continues after anti-skid control starts until extremely low speeds when anti-skid control is no longer required, the stability of vehicle operation at low speeds is increased and braking distances do not need to be particularly long. . In particular, when anti-skid control is entered at a speed higher than the first value, the reliability of the initial condition judgment is high, and once anti-skid control is entered, the situation changes by following the situation change brought about by anti-skid control. Since the control is advanced according to the first value, the stability of the anti-skid control is high even if the value falls below the first value, and the highly stable anti-skid control is terminated at the second value, which eliminates the need for the anti-skid control. The braking sensation given to the driver is stable and drivability is improved.

Further, in a preferred embodiment of the present invention, the brake fluid pressure control valve device includes a brake fluid pressure boat that receives brake fluid pressure from a brake mask cylinder, a control output port that provides brake fluid pressure to the wheel cylinder, a control input boat, and a power fluid pressure boat. A valve member that opens and closes between the pressure boat, the output port, and the controller capo-1.

A bypass valve device comprising a spring means for forcing the valve member in a closing direction and a piston receiving pressure from a power hydraulic boat in a direction driving the valve member open; and receiving brake fluid pressure from a brake master cylinder. Brake hydraulic boat, hydraulic control chamber communicating with the above control input port,
Power hydraulic boat.

A valve member that opens and closes between the hydraulic control chamber and the brake hydraulic boat, a spring hand 15 that forces the valve member in the closing direction, and a spring hand 15 that applies the pressure of the power hydraulic boat in the direction that drives the valve member open. The piston receives the pressure of the hydraulic control chamber in a direction that opposes the pressure of the power hydraulic boat, reducing the volume of the hydraulic control chamber by moving in that direction and increasing the volume of the hydraulic control chamber by moving in the opposite direction. .

A hydraulic control valve device comprising: an electric motor, a liquid pressurizing pump driven by the electric motor, an accumulator receiving the discharge pressure of the liquid pressurizing pump, and detecting the accumulator pressure. a power hydraulic pressure source for supplying accumulator pressure to the power hydraulic boat of the bypass valve device; An electromagnetic switching valve device that is inserted between the hydraulic port 1 and selectively connects the power hydraulic boat of the hydraulic control valve device to the accumulator pressure output port and the drain pressure boat in response to energization. , this electromagnetic switching valve device connects at least the power hydraulic port of the hydraulic pressure control valve device to the accumulator pressure output port in accordance with the energized current value, and closes the power hydraulic port 1-. The multi-position switching solenoid valve device is in a hold state and in a depressurizing state in which the power hydraulic port 1- is connected to a drain pressure port, and the control means controls energization and deenergization of the electric motor according to the accumulator pressure, While the electric motor is energized, the number is counted up at a predetermined up rate, while the electric motor is not energized, the number is counted down at a predetermined down rate.
When the value reaches a predetermined value, the energization of the electric motor is stopped; with the brake depressed, the necessity of increasing, holding, and depressurizing the brake fluid pressure is determined based on the estimated rotational speed and acceleration/deceleration of the rotational speed. The above-mentioned state of the electromagnetic switching valve device is controlled in chronological order; in addition, the rate of increase in brake fluid pressure to the wheel cylinder is determined by the combination of the duration of the pressure increase state and the duration of the hold state, and the pressure reduction state and the pressure reduction state are determined. The speed at which the brake fluid pressure is reduced to the wheel cylinder is determined by the combination of the duration of the hold state.

According to this, the accumulated pressure in the accumulator is maintained at a predetermined value when anti-skid control is not performed. When anti-skid control is not performed, almost no accumulator pressure is consumed, so the electric motor is not energized and power consumption is low. Since it is sufficient to accumulate pressure in the accumulator during non-control times with a pump and electric motor having a smaller capacity than the capacity that provides the amount of hydraulic pressure required during anti-skid control, small-sized pumps and electric motors can be used.

Even if a small pump and electric motor are used, a numerical value is counted up when the electric motor is energized, and counted down while the electric motor is not energized to obtain an estimated motor temperature value, and when this value reaches a predetermined value, the electric motor is activated. Since the current is turned off, overheating of the electric motor is prevented, and abnormalities such as burnout of the motor due to long-term current being applied are avoided. Even if the electric motor is stopped as described above to prevent such an abnormality, there will still be pressure accumulation in the accumulator, and in the worst case, there will be a bypass valve device that directly applies brake fluid pressure from the mask cylinder to the wheel cylinder. Therefore, the braking action is not impaired.

Compared to the conventional case where the brake fluid pressure in the wheel cylinder cylinder is controlled by a combination of only pressure increase and pressure decrease (power fluid pressure consumption) (alternating switching between power pressure application and power pressure release to the reservoir). Since no power pressure is consumed during hold, the brake fluid pressure is controlled in the manner of increasing the brake pressure and holding it, and decreasing the pressure and holding the brake fluid pressure, thereby significantly reducing power fluid pressure consumption. This reduction allows for further downsizing of the pump and electric motor. As well,
Pressure increase speed can be adjusted by combining pressure increase for a predetermined time and holding time of any length and repeating the same, and similarly, pressure increase speed can be adjusted by combining pressure reduction for a predetermined time and hold time of arbitrary length and repeating the same. This allows for more accurate and smooth anti-skid control.

Other objects and features of the invention will become apparent from the following description of embodiments with reference to the drawings.

〔Example〕

FIG. 1a shows a system configuration 19- of an embodiment of the present invention. shows.

In this embodiment, anti-skid control is performed independently for the front right axle FR and the front left axle FL, and the rear right wheel RR
And the rear left wheel RL is collectively subjected to anti-skid control. So, the front right axle FR.

Speed sensors 10, 11 and 12 are provided to detect the rotation speeds of the front left wheel FL and the rear wheels RR, RL. All of these sensors consist of a magnetic gear connected to an axle or a transmission output shaft, a permanent magnet core fixed opposite to the gear, and a permanent magnet core wound around the core that generates a frequency corresponding to the rotation of the gear. It consists of an electric coil that generates voltage. The generated voltages 31 to S3 of these sensors 10 to 12
is applied to the electronic control unit 14.

When the brake pedal 1 is depressed, the brake operation detection switch BSV, which is open when the brake pedal is not depressed, is closed. A status signal indicating whether the switch BSυ is open or closed is provided to the electronic control unit 14.

Brake fluid pressure is applied from the brake mask cylinder 2 to the brake 20-hydraulic pressure port (3a) of the brake fluid pressure control valve units h3, 4, and 5. The hydraulic pressure of the control capo h (3b) of the brake fluid pressure control valve units 3, 4, and 5 is applied to the brake wheel cylinder 7 of the front cloth wheel 4IaFR, the brake wheel cylinder 6 of the front left axle FL, and the rear axle, respectively. It is applied to the brake wheel cylinders 8 of RR and R1.

The power hydraulic boat (3d) of the bypass valve device of the brake hydraulic control valve units 3, 4 and 5 has a power hydraulic pressure source device [E2PPS output pressure, that is, an accumulator 17
A built-up pressure of is applied. Brake fluid pressure control valve unit 3,
4 and 5, power hydraulic boat of hydraulic control valve device (3
k) respectively Jt electromagnetic switching valve device 5OLI.

Pressure at the output ports of 5OL2 and 5QL3 is applied.

Brake fluid pressure control valve units 3, 4 and 5 all have the same configuration. The control valve unit 1-3 shown in FIG. 1b shows the configuration of the control valve unit 1-3! -3 is a bypass valve device (3a
~3h) and hydraulic control valve devices (3i~3k).

The bus pass control valve device communicates with the brake hydraulic bow 1-3a and has a coil storage space that stores a compression coil spring 3f, and a control output port 3b that communicates with this space and stores a ball valve (valve member) 3e. Valve operating chamber.

An operator operating space that communicates with this chamber and the control input port 3c and through which an operator integrated with the piston 3h passes, and the piston 3
It has a piston operating space that houses the piston h and communicates with the power hydraulic boat 3d.

The hydraulic pressure control valve device includes a valve operating chamber that communicates with the brake hydraulic boat 31 and houses the compression coil spring 3I11 and the ball valve 31, and a hydraulic chamber that communicates with the control input port 3c and has an integrated operator passing through the piston 3n. Pressure control room 3j.

It also has a piston operating space that accommodates the piston 3n and communicates with the power hydraulic port 3k.

When a predetermined power hydraulic pressure is applied to the boat 3d (
Under normal conditions), the screw 1 hex 3h moves to the right from the state shown in the figure, the ball valve 3e moves to the right against the force of the spring 3f, and the control output capo 1-3b is connected to the control input port. It is connected to 3C. In addition, when anti-skid control is not substantially performed (the state where the solenoid switching valve 5ot-t is in the first state (de-energized) and shown in Fig. 1a), the boat 3k
, the piston 3n has moved to the right from the state in FIG. 1b, the ball valve 31 has moved to the right, and the brake hydraulic pressure ports 3a, 3j - pressure control chamber 3J - control The wheel cylinder 6 is in communication with the mask cylinder 2 through a path from the input port 3c to the working chamber 3g to the control output port 3b to the wheel cylinder 6.

When skid prevention control is not being performed, brake fluid pressure is applied to the wheel cylinder 6 through this route even when the brake is depressed and the brake fluid rises. Even in this state, as will be described later, the possibility of skidding is monitored, and roughly speaking, when the possibility of skidding is high, the electromagnetic switching valve 5OLI is energized to reduce pressure in a predetermined energization pattern. At the time of depressurization and energization, the output port of the electromagnetic switching valve 5OLI, that is, the power hydraulic port 3k of the hydraulic pressure control valve device becomes the drain pressure, and the screw! - the valve 3n moves to the left, thereby causing the ball valve 31 to move to the brake hydraulic pressure port 31.
and the hydraulic pressure control chamber 3j, the volume of the hydraulic control chamber 3j increases, its pressure decreases, and this is transmitted to the wheel 23-cylinder 6 through the control input boat 3c-control output port 3b, and the wheel cylinder 6, the brake fluid pressure decreases and the braking force weakens.

When the output power hydraulic pressure of the power hydraulic pressure source device pps decreases (at the time of abnormality), the piston 3h of the bypass valve device moves to the left, and the ball valve 3e moves to the left, as shown in FIG. 1b. In this way, the control output port 3b and the control input port 3c are cut off, and the brake hydraulic pressure port 3a and the control output port 3b are communicated (bypass). In this state, brake fluid pressure from the mask cylinder 2 is directly applied to the wheel cylinder 6.

Brake fluid pressure control valve units 1 to 4 and 5 are also unit 3.
It has exactly the same configuration as
L3 also has exactly the same configuration as SQL+. therefore,
The application of brake fluid pressure to wheel cylinder 7 and the application of brake fluid pressure to wheel cylinders 8 and 9 are also similar to the application of brake fluid pressure to wheel cylinder 6 described above.

However, anti-skid control such as reducing, increasing, and holding the brake fluid pressure to the wheel cylinder is performed by the wheel cylinder 7 of the front cloth axle FR and the front left wheel 24-1l! aFL wheel cylinder 6 and rear axle R
This is done independently for the R and RL wheel cylinders 8 and 9.

Referring again to Figure +a. Power hydraulic pressure source device pps includes reservoir r+sv, pump 16, 7ki 1ALz-:5
117 and an electric motor 15, and the output port 17o of this device PPS is connected to the power hydraulic port (3d) of the bypass valves of units 3 to 5 and the electromagnetic switching valve device 50.
A high pressure input capo 1-old n of 1.1 to 5QL3 is connected, and a low pressure boat Lout of 5OL3 is connected to the electromagnetic switching valve device SOL to the drain boat 17d of the device PPS.

When the hydraulic pressure of the accumulator 17 is lower than a predetermined pressure, the pressure detection switch ps is open and a high level signal is given to the electronic control unit 14, and when it is high, a low level L signal is given when it is closed.

Briefly, when the switch PS is open (low pressure), the electronic control unit M14 energizes the motor energizing relay RLY to energize the motor 15 to drive the pump 16, and the switch PS
When becomes leap (high voltage), relay RLV is deenergized and motor 1
5 and stops the pump 16. In addition, in order to prevent the motor from turning on and off in short cycles, the pressure detection switch PS changes from open (low pressure) to closed (
Even after switching to high pressure), the motor 15 is kept energized for 3 seconds, and the motor 15 is stopped at a pressure higher than the pressure at which the switch PS is closed.

The electromagnetic switching valve devices 5QLI to 5OL3 are capable of linearly controlling the position of the flow path switching piston or plunger using the energizing current value, and are designed to connect the high hydraulic input port old n to the output port (3k) without energizing. pressure connection), maximum current value Im
Connect the output port (3k) to the low pressure port (h Lout) using ax to reduce the pressure (connect to the low pressure port (3k)), and at the intermediate value between de-energized and Imax, shut off (hold) the output port (3k) from both the high pressure input boat 1lin and the low pressure port 1out. It is something to do.

Since the position of the flow path switching plunger of the electromagnetic switching valve device 5oLi-5OL3 is linear in accordance with the energizing current value,
In the anti-skid control described later, 5OLI.

The control of 5QL2 is such that the first state M (pressure increase connection) sets the current value to 078 with respect to Imax, and the second state (hold)
In the third state (reduced pressure connection), the applied current value is set to 278 with respect to Tmax, and in the third state (reduced pressure connection), the applied current value is set to 7/8 with respect to Tmax.

S 01. ．． 3, the first state (pressure increase connection) is Tm
The current value for ax is 0/4, the second state (hold) is 174 for Imax, and the third state (reduced pressure connection) is 374 for TIIIax. There is.

The reason why 8 is used as the denominator in the control of 5O1j and 501.2 is that 3 bins 1- are assigned to the energizing current value designation code of 5011.5012. The numerator indicates a value (decimal number) expressed as 3-bit data. The reason why 4 is used as the denominator in the control of 5OL3 is that the energizing current value designation code 1;2 pino i of 5OL3 is assigned. The numerator indicates a value (decimal number) expressed in 2 pi 1-data.

The microprocessor 13 of the electronic control unit 14 outputs a code specifying such a current value, and in the electronic control unit 14, the code is converted into analog 4 by an A/+1 converter.
8, the analog signal is amplified by a linear amplifier, and the electromagnetic switching valve devices S01.1 to 5QL3 are energized at a level corresponding to the analog signal level.

A power supply voltage is applied to the linear amplifier as a power voltage through the main relay MRV.

When main relay MRV is open, the output of the linear amplifier is zero (de-energized), regardless of the output code of microprocessor 13.

The microprocessor 13 of the electronic control bag w14 has interrupt ports 1-51 to S3, and executes an interrupt every time a pulse obtained by shaping the axle speed detection voltage arrives, and counts up the arriving pulse and determines the elapse of time. to create basic data for calculating axle speed. Also, other than interrupts, axle speed calculations.

Creation of anti-skid control basic data, energization control, temperature estimation and protection control of the compressor motor 15.

It performs continuous long-term UFL depressurization monitoring, protection control, anti-skid control (energization control of electromagnetic switching valves 5oLt-5OL3), etc.

FIG. 2 shows the energization pattern of 5OL1 to 5OL3 during anti-skid control. Referring to Figure 2, =28
- Before the start of control, the electromagnetic switching valve device 5011-5OL3 is not energized (the same 2078 output energization and O
14 output energization).

At this time, for example, referring to unit 3 (FIG. 1b), mask cylinder 2 - brake hydraulic pressure bow 1 - 31
- Hydraulic pressure control room 3j - Control input boat 3c - Working chamber 3g -
The wheel cylinder 6 is connected to the mask cylinder 2 through the control output boat 3b-wheel cylinder 6 path, and a normal brake hydraulic pressure loop (loop without anti-skid control) is formed, and the pistons 3h and 3n are located on the far right.

The pressure increase energization pattern when anti-skid control is entered is the energization pattern shown in the second column of Figure 2, and the SQL
As shown in the left column, the pressure increase energization pattern of +so+, 2 is 078 energization for 241 Ilsec (same as non-energization:
Pressure increase) 378 energization (pass-through type in the hold direction) to speed up the transition to the secondary 6oSecfflT hold state, and 278 energization (hold) for the next 42 m5ec, with 72m5ec as one unit. .

The 3111th continuous pressure increase is brought about by continuous de-energization. As shown in the left column of the 4th wJ, the hold energization pattern of 5OLI and 5QL2 is a continuation of 2 and 8 energizations, and the duration is undefined. It is decided according to the situation.

The reduced pressure energization pattern for SQL l and 5QL2 is as shown in the left column of the fifth column, 778 between 18 m s e c
2/8 between energization (depressurization) and the next 72+n5ec
One unit is energization (hold).

The continuous depressurization of the 6th flJ is brought about by continuous 778 energizations.

The energization patterns of S01.3, such as pressure increase, hold, and pressure reduction, are the same as those described above, but they are made to correspond to the difference in brake characteristics between the front and rear wheels, and to correspond to the difference in the number of bits of the energization instruction code. The pattern is a little different. SOL
, 3, please refer to the right column of FIG. 2 for the energization patterns.

Desired pressure increase patterns and pressure decrease patterns can be obtained by various combinations of the above-described energization patterns.

For example, one unit of pressure increase pattern (72 msec or 5
4m5ee) is repeated continuously as shown in Figure 3. r
``As in c, the pressure increase is brought about at a fast rate.

A short hold period following a unit pressure increase pattern will result in a slightly slower rate of pressure increase as in the UP old case in Figure 3, and furthermore, a slight hold period following a unit pressure increase pattern will result in a slightly slower rate of pressure increase as in the UP old case in Figure 3. A long hold period results in a slow rate of pressure build-up, such as UP 112 in FIG.

Similarly, in the case of pressure reduction, by adding a hold period to one unit of pressure reduction and varying the length of this hold period, a pressure reduction pattern with a desired falling rate can be obtained. The concept of setting the pressure increase and decrease speeds is as described above, but in this embodiment, the hold time (2aI and 5
(see column) is kept constant, and the time of pressure increase and decrease energization is changed to longer or shorter times depending on the situation to obtain the desired pressure increase or decrease speed.

In addition, even when executing a pressure increase or decrease pattern of approximately 1 it, or even when in the hold state, if it is determined that it is necessary to shift to another control mode by reading the status or calculating, then the Execution of the pattern is stopped and execution of the next required pattern is started.

31- When the brake pedal 1 is depressed and the switch BOW is closed, anti-skid control is started under the condition classification shown in FIG. 4a. In Fig. 4a, the area marked as pressure increase hold is to hold the pressure increase setting state (07878 message without mini anti-skid) as is (2/8 energization), and is indicated by a thick downward sloping line to the left. The area is considered to be insufficient brake pressure and the pressure is increased continuously (pressure increase before the start of control: see Figure 2)
This is an area where

After the anti-skid control (pressure increase hold) is entered in the area division shown in FIG. 4a, various control modes are entered in the condition division shown in FIG. 4b (pressure increase or pressure increase hold state). In Fig. 4b, the thick downward sloping line indicates the condition area where continuous decompression occurs, the thin downward sloping line indicates the area where pressure decreases, the thin downward sloping line to the left indicates the area where pressure increases, and the thick downward sloping line indicates the condition area where pressure continues to decrease. Areas proceeding to continuous pressure increase are shown, and white indicates areas proceeding to hold.

When proceeding to depressurization or depressurization hold, the process proceeds to various control modes according to the condition classification shown in FIG. 4c. The slope lines in FIG. 40 indicate areas similar to those in FIG. 4b.

The reason why the region to which the next step is to proceed during pressure reduction or pressure reduction hold (Fig. 4c) is shifted 1-to the right than the region to which the next step is to be carried out by pressure increase or amplification hold (Fig. 4b) is during the period between pressure increase and pressure reduction. This is to provide hysteresis to prevent frequent control switching.

Next, an overview of the anti-skid control by the microprocessor 13 will be explained with reference to FIG.
Estimate calculation is performed on s'. The reference vehicle speed vs' is the higher of the average axle speed of the front wheels and the axle speed of the rear axle. When the brake characteristic l is not depressed, the control reference vehicle speed Vs is made equal to the reference vehicle speed vs'. Also, when the reference vehicle speed Vs' decreases, the control reference vehicle speed Vs is set to 1.3.
The higher of the calculated value reduced by the deceleration of G and the reference vehicle speed y S+ is set as the control reference vehicle speed Vs, and the time to set the value calculated for deceleration at 1.3G as the control reference vehicle speed Vs is 96 m5ec.
When this is reached, the higher of the calculated value reduced by the deceleration of 0.15G and the reference vehicle speed Vs' is set as the control reference vehicle speed Vs.

Accordingly, based on the acceleration/deceleration Dv of each axle and the deviation ΔVs between the wheel speed and the control reference vehicle speed Vs, either Fig. 4b (when the current control is in the pressure increase mode or pressure increase hold mode) or Fig. 4c Pressure increase, pressure decrease, and hold control is performed under the condition categories shown in the figure (when the current control is in the pressure reduction mode or pressure reduction hold mode).

As shown in Figures 4b and 4c, the deviation ΔVs is Δ
When V2 = ΔVs/2 or more (when the deviation ΔVs of the axle speed Va from the control reference vehicle speed Vs is large and the two axles are idling greatly), the pressure is continuously reduced regardless of the axle acceleration/deceleration Dν. In other words, priority is given to determining the next control mode based on the deviation ΔVs, and the brake pressure is lowered at high speed.

When the control reference vehicle speed is smaller than 8Kn+8, anti-skid control of the gold wheel is not necessary, so 5QLI to 5OL3
Cut off the electricity. 8Km/h or more but 10Km/h
If it is less than h, anti-skid control of the front wheels is not necessary, and in order to ensure the directional stability of the vehicle, the 5OL
I, 5OL2 is de-energized and anti-skid control of only the front axle is stopped.

So that the hydraulic pressure of the accumulator 17 is equal to or higher than a predetermined pressure,
When the pressure is low, the motor 15 is energized when the switch PS is opened, and when the pressure is high, the motor 1 is energized when the switch PS is closed.
5 is considered to be a stop, but while the motor is energized, the estimated motor temperature value is counted up in a predetermined pattern described later, and while the motor is stopped, it is counted down, and when the estimated motor temperature value reaches a predetermined high value, the motor is stopped. . Thereafter, the estimated motor temperature value is counted down, and when the estimated motor temperature value reaches a predetermined low value, the motor is energized if the motor energization is required.

The anti-skid control described above is performed only when the wheel speeds Va of both front wheels FR and FL exceed 20 km/h. This is done because changing the brake pressure using anti-skid control at low speeds has no particular effect and may even increase the braking distance, which can be dangerous. When anti-skid control is entered at a wheel speed exceeding 20 km/h, anti-skid control is stopped for both front and rear wheels when the control reference vehicle speed is less than 8 km/h (wheels - 35 = estimated speed of 5 km/h). , less than 10 km/h (estimated at wheel speed 7 km)
The reason why anti-skid control is stopped for only the front wheels at speeds above 20 km/h is that the situation judgment for anti-skid control at speeds of 20 km/h or higher is accurate, and subsequent false judgments are reduced, making anti-skid control a safety cup. Moreover, once the anti-skid control starts, it is better to continue it until the car comes to a stop in order to improve the driving stability of the car and the feeling of applying the brakes more smoothly. For example, if the anti-skid control stops at 20 km/h, the car will react differently to driving operations at that point, making it difficult to drive.

The speed at which anti-skid control is stopped for the front axle and rear wheels is 10 Km/h and 1 Km/h, respectively, making the front axle a slightly higher vehicle speed in order to increase the directional stability of vehicle driving. By doing so, when anti-skid control is entered and the car decelerates, the brake force on the rear wheels is first increased, and then the brake force on the front axle is released, making steering operations easier and the car's Does not cause twisting of the butt.

=36- At the time of acceleration slipping, such as when the accelerator is depressed and the brake is depressed, if anti-skid control is performed as is, there is a risk that pressure reduction control will be performed and no braking will occur. Therefore, in the above-mentioned anti-skid control, the microprocessor 13 controls the rear wheels (wheels driven by the engine).
The presence or absence of acceleration slip is determined by comparing the wheel speeds of the front wheels and the front wheels (axles not driven by the engine), and anti-skid control is not performed when acceleration slip occurs.

In addition, in the above-mentioned anti-skid control, the microprocessor 13 monitors the duration of the pressure reduction mode, and when the duration of the pressure reduction mode is long (braking on a road with a low friction coefficient μ (hereinafter referred to as a low μ road)), the microprocessor 13 monitors the duration of the pressure reduction mode. , slow down the pressure increase speed to restore the brake pressure and wait for the wheel speed to return. This is to avoid early locking, which is likely to occur if the pressure increase rate is high on a low μ road.

In the anti-skid control described above, if the duration of the depressurization mode exceeds a predetermined time, the microprocessor 13 refers to the wheel speed Va and determines whether the wheel speed is restored (increased).
When this happens, it is not considered abnormal and the depressurization mode scheduled for control continues. If the wheel speed Va has not recovered, it is determined that there is an abnormality and the pressure reduction mode is stopped after a predetermined period of time.

In the above-mentioned anti-skid control, the repetition cycle of pressure increase and decrease in the anti-skid control is set to the unsprung level so that the vibration of the braking force due to repeated increases and decreases in the brake fluid pressure does not synchronize or resonate with the unsprung vibration of the vehicle. It is made to be larger than the period of vibration.

Next, details of control by the microprocessor 13 will be explained with reference to a flowchart shown in the drawings.

When the power is turned on, the microprocessor 13
Execute the main routine shown in the figure and cancel the interrupt mask there. Note that this microprocessor 13 has three interrupt ports 31 to S3, of which ports S1 and 5 are
3 can set whether or not to execute an interrupt using interrupt mask control, but port S2 is a port for which mask control is not possible, and the signal to this port changes from power on to start an interrupt. When appears, it is executed in interrupt processing.

First, the interrupt processing operation at port S1 will be explained with reference to FIG. 6a. When the signal 51 (speed pulse obtained by binarizing the voltage generated by the speed sensor 10 of the front cloth axle FR) falls from the high level H to the low level L while the interrupt mask of port S1 is released. Nippo 1~S1
The flip-flop is set, and the interrupt processing shown in FIG. 6a is executed. That is, first, the flip-flop must be reset to wait for the next signal change (from 11 to L). Step 1: Hereinafter, only numbers will be written. The numbers in parentheses below indicate the step numbers), then the pulse number counter N' is counted up by l2), and then the current time T
Compare the value To−Ti obtained by subtracting the previous time T1 from o, that is, the elapsed time since the previous time 6m5ec (3) e
If the elapsed time is less than 6 m5ec, the process returns to the step before entering the current interrupt. Elapsed time is 611151
If it is 3c or more, the elapsed time T. - Store T1 in the tie 11 interval register T 4), update the current time in the previous time register T1 5), store the value N' of the pulse 39-scan counter N' in the pulse number register N 6) , initialize the pulse number counter N' (7). Then, the FR6 msec end flag indicating that 6 rnsec or more has elapsed since the previous time is set (8), and the process returns to the step before the interrupt.

Furthermore, inside the microprocessor 13, there is an internal counter with a cycle of 6m5ec that constantly counts clock pulses, and when it counts 6IIlsec, sets a flag OCF indicating that 6m5ec has passed, returns to the initial state (count time 0), and also clocks up again. Then, if you constantly count the clock pulses and count 64m5ec, it will be 641.
There is an internal counter with a cycle of 64 m5 ec that sets the flag TOF indicating that 11 seconds have passed, returns to the initial state (count time 0), and counts up again, and the current time T
o is obtained from the count value of the counter of this 64 m5 ec cycle.

Therefore T. -T1 may be negative, but if it is negative, T 1) + 64m5ec -T I to To-
Let it be Ti.

Due to the interrupt control described above, when the FR6msec end flag is set, the number of pulses that arrive at port S1 during the time (6 msec or more) stored in the time interval 40-pulse register T is the number of pulses. This is stored in the register N, and the time at which pulse counting was newly started is stored in the previous time register T.

The rotation speed (wheel speed) of the front wheel FR is obtained by multiplying N/T by a constant, and the axle speed can be calculated from the contents of registers T and N. The axle speed is set to FR6msec by referring to the flag in the main routine (Fig. 7b) described later.
Calculated when the end flag is set.

The interrupt processing at the interrupt port S3 (FIG. 6c) is exactly the same as the interrupt processing at the port S1 (FIG. 6a), so a description thereof will be omitted.

The interrupt processing of interrupt boat S2 is shown in FIG. 6b.

In this interrupt processing, first, the presence or absence of the initialization end flag is checked, and if it is not present, the process returns to the main routine. If there,
Step 16 is performed which is exactly the same as steps 2-8 of FIG. 6a. As a result, this interrupt processing is not executed unless initialization has been completed.

Through the interrupt processing described above, data for axle speed calculation is updated and stored in registers T and N at a cycle of 6n+sec or more. In addition, the speed detection pulse (
Since the interrupt is executed on the condition that there is a change in Sl-S3>, the interrupt is not executed when the vehicle is stopped, and when the wheel speed is extremely low and the speed detection pulse period is 64 m5ec or more, The speed calculation value based on the data in registers T and N is completely unreliable. Therefore,
The vehicle speed sensors 10, 11 and 12 are designed to generate voltage oscillations with a period longer than 3 On+sec and less than 50111 sec at the minimum speed planned for the vehicle. As a result, when the vehicle is traveling at this minimum speed, 6m5
If the ec end flag is set, the data in the time interval register T will be longer than 30m5ec for 5 seconds.
Indicates a value shorter than ee. Control flow (10th
In steps 147 to 158 in Figure a, data T in register T is stored. -Refer to T1 and it is longer than 30m5ec<
When the value is shorter than 50 m5ec, it is the lowest speed, so O is set in register N to set the detected axle speed data to O (register N is cleared). In addition,
Although this minimum speed does not necessarily correspond to zero vehicle speed,
In terms of anti-skid control, there is no problem in calculating and controlling the minimum speed as 0. As will be described later, since the minimum axle speed referred to in the control is 7.7 Km/h or around it, the wheel speed (minimum speed) for setting the register N to 0 may be about 5+II/h or less.

7a and 7b show the control main routine of the microprocessor 13.

To explain this main routine, when the power is turned on, the microprocessor 13 performs initialization in steps 17-24.

This initialization includes various registers, timers, and counters.

Clear the flags, etc., set the input port to the signal waiting state, send the waiting signal to output capo-1~ to Sera-1, turn on the main relay MRV, and mask interrupts for Baud 1-5l and S3. , set the initialization end flag to 1, set the current time (64 msec internal counter's 1st to 1st clock) in register T1, and set the time interval 43 to register T, and set the speed calculation value N/T ( In reality, the value multiplied by a constant) is the value 32m5 that is considered to be 20.
Set ec.

This initialization enables interrupt processing operations of the interrupt ports 51 to S3.

Next, the microprocessor 13 refers to the presence or absence of the flag OCF indicating that the 6m5ec internal counter has overcounted (25), and if so, subroutine OCFMAi (
Anti-skid control 2 and below includes not only actual brake pressure control, but also status reading, calculations, and calculations before entering brake pressure control.
It also includes control such as status determination. Details are shown in Figures 10a to 11c. )(26) and if you exit this or if there is no OCF, proceed to step 27 and get 64m5
Flag TOF indicating ec internal counter count over
Refers to the presence or absence of.

If TOF exists, subroutine TOFMAj (motor energization control.

Details are shown in Figures 9a and 9b. ) (2B), and if it exits or there is no TOF, refer to the presence or absence of a warning flag (a flag that is set when an abnormality is determined: described later) and proceed to step (29). If there is no awning flag, refer to the energization state of each of the electromagnetic switching valve devices 5DLI to 5OL3,
If the reduced pressure is not energized, 5QLI, 5QL2 and 501
．． 3 Clear each of the count register SO+, t on counter, 5QL2 on counter, and 501.3 on counter for monitoring the decompression activation time (35
). 5OLI, 5 (If any of 11, 2, 5QL3 is energized for reduced pressure, refer to the count value 31.32)
, if the duration is 5 seconds or more, the brake fluid pressure will continue to decrease for a long time). Therefore, in step 33a, the acceleration/deceleration speed Dv of the wheel is compared with a predetermined value -0.2G. If it is greater than -0.2G, the wheel speed Va has recovered due to pressure reduction (deceleration has stopped) and can be considered as positive 1: (so proceed to step 36. However, if Dv is less than -0.2G Since the pressure reduction is long and the return of the wheel speed is abnormally slow, in order to avoid no-brake, the abnormality flag IIIRNFLG is set to Sera IL (33) and the main relay MRv is set to OFF, so that the electromagnetic switching valve device 5QLI.

501.2, 5OL3 are all de-energized (pressure increased),
The dryer relay RLV is turned off to stop energizing the motor 15 (34).

When there is a warning flag (29), when the on counter is cleared (35), or when the main relay MR■
and when motor relay RLY is turned off (34),
The input of the boat BS (whether or not one brake pedal is depressed) is read (36), and the read state is compared with the memory contents of the BS register (37). Note that immediately after turning on the power, this B
The initial state (brake pedal 1 not depressed) is set in the S register by the above-mentioned initialization.

If the comparison results do not match, it means that the brake pedal 1 has changed from not being depressed to being depressed, or vice versa. Therefore, the 85 change counter will be increased by 1 count and 3
8), check whether the Karan 1-value is 5 or more (39
), if it is not 5 or more, the process proceeds to the next step 42, passes through the subsequent control steps, and then returns to steps 36-37.

In this way, if we see 5 mismatches, the Karan 1-value will be 5.
The state read in step 40 is 8. The S register is updated to store the new state of the brake pedal 1), the BS change counter is cleared for the next reading judgment (41), and the process proceeds to the next step 42. In addition, if the same reading is not obtained five times after detecting a discrepancy, the brake may not have been depressed or released sufficiently, or
Alternatively, it may be considered as mere switch chattering, and the process proceeds from step 37 to step 41, where the BS counter is cleared and the contents of the BS register are not changed to the read state.

By reading the state and updating the memory in this way, the changed state is stored in the BS register only when the brake pedal 1 changes from not being depressed to definitely being depressed or vice versa.

The next steps 42, 43, 44, and 45 are the same as the previously described steps 25, 26, 27, and 28, respectively, so the description thereof will be omitted here.

After passing through step 45 and proceeding to steps 46 and 47, the contents of the priority counter are referred to, and if the contents of the priority counter is 1, the process goes to step 48 in Figure 7b, and if it is 2, the process goes to step 51 in Figure 7b. , and if it is neither 1 nor 2, the process goes to step 54 in FIG. 7c. steps 46 to 66
Up to this point, the wheel speed is calculated based on the speed pulse number count N and time interval T obtained by the interrupt processing (FIGS. 6a to 6c).

Note that if the 6m5ec end flag is not set in the interrupt process, the speed calculation data is not ready, so the 6m5ec end flag is not set.
The wheel speed is calculated only when the 111 sec end flag is set.

Assuming that the wheel speeds of the front cloth axle FR, front left wheel FL, and both rear wheels are all calculated, the calculation takes a relatively long time, and there is a control delay, especially when the anti-skid control OCFMAi and the 6m5ec internal counter are executed every time the internal counter times out. Since there is a risk that the motor energization control TOFMAi, which is executed every time the 64m5ec internal counter times out, will be delayed, in the calculation of the axle speed after step 46, when the axle speed has entered - times, it will be the maximum (that is, the 5m5ec end flag is set). ) - Only the speed of the wheels is calculated.

In this case, if the calculations for the front cloth axle FR, the front left axle FL, and the wheel speeds of the two rear wheels are fixed, the probability of entering the calculation will be different for each axis.

Therefore, using a priority counter (register), - same speed 48
Once the calculation flow (steps 46 to 64) has been completed, the priority counter is incremented by 1 in step 64, and when it exceeds a predetermined count value, it is initialized (set to 1). When the priority counter is 1, the process proceeds to step 48 and refers to the presence or absence of the Fl, 61+1See end flag. If it is present, the process proceeds to the FL (front left axle) speed calculation, and when that is completed, the priority counter is counted by 1. (6/I) 6 If the FL6n+sec end flag is not present, refer to the presence or absence of the rear 6IIISeC end flag (49). If it is present, proceed to rear (rear axle) speed calculation, and when that is completed, start the priority counter. The count increases by 1 (64). If there is no rear 6m5ec end flag, please refer to the FR6msec end flag50)
.

If it is, calculate the speed of FR (front right wheel) (57-63
), and when that is completed, the priority counter is incremented by one (64).

In this way, if the priority counter is 1 when entering steps 46 and 47, as described above, FL6msec
The process proceeds with reference to the end flag (48), reference to the rear 6m5ec end flag (49), and reference to the FR6msec end flag (50), so when the priority counter is 1,
The calculation priority order is FL, rear, and FR.

However, when the priority counter content is 2, the rear 6m5
The process proceeds with reference to the ec end flag (51), reference to the FR6msec end flag (52), and reference to the FL6msec end flag (53), so when the priority counter is 2, the calculation priority is rear, FR, FL, and so on. There is.

Also, when the priority counter is 3, the process proceeds with reference to the FR6msec end flag (54), reference to the FL6msec end flag (55), and reference to the rear 6m5ec end flag (56), so when the priority counter is 3,
The calculation priority order is FR, FL, and rear.

Due to the above priority shift, the speeds of each axis are calculated in the same order. In any case, if there is a FL 6 msec end flag, proceed to FL speed calculation and rear 6 msec
When there is an end flag, proceed to rear speed calculation and set FR6ms.
If there is an ec end flag, the process proceeds to steps 57 to 63 to calculate the FR speed.

In the FR speed calculation, the 6InSeC end flag set in the interrupt processing (Figure 6a) is cleared for the next data processing (57), and the data N of the pulse number counter N is stored in the accumulator register for the next calculation. Set (58).

Next, in step 59, constant multiplication A of wheel speed = AN/T
A subroutine that performs XN (executes MULm).

The eighth API shows a subroutine for constant multiplication MULVIIW. In this case, the number of pulses N is 70 (compared to 10), and if it does not exceed 10, leave N unchanged; if it exceeds it, it is larger than the maximum speed corresponding value, so the number of pulses N
is set to 10 (71). Then, AXN is calculated (72). A is a constant. Next, store the AN value in memory.
3), Steps 74 to 45 have the same content as Steps 25 to 45
Step 77 is executed, the program returns to the original step, and step 60 is executed to set the time interval T to the accumulator register.

Next, in step 61, the AN/T division subroutine (Di
VVW).

FIG. 8b shows the subroutine Divvv. In this case, calculate Vw = AN/T and convert the calculated value Vw to FR
Memorize the wheel speed (78.79), step 25
~28 and 51- Execute steps 80 to 83 with the same content, return to the original, and set V%1 to the accumulator register in step 62.
Set. Next, in step 63, an average value (smoothed value) calculation subroutine DiGFiL is executed.

FIG. 8c shows the average value calculation subroutine DiGF.

In this case, smoothed value Va=(Vw −2+ 2 Vw −1+Vw) /
4 (84), then the acceleration/deceleration of the smoothed value Va -
Dv=(Va-Va-1)/T is calculated (85). Note that V W -1 is the previous calculated value, 7w-2 is the previous calculated value, and Va-1 is the previous calculated value. In the following, Va is called axle speed and D
v is called acceleration/deceleration.

Next, update the Va to the Va-1 register in the memory (86),
Execute steps 87 to 90, which are the same as steps 25 to 28, return to the original, and in step 64, increment the priority counter by 1 as described above (64), and check whether the count value is 4. (65), if it is not 4, it remains as is, and if it is 4, the count value is updated to 1 (66), and then the average speed of FR and anus (front = 52-t) (Va of FR Find the FH Va)/2 and compare it with the rear speed Va (67).

If the average front speed is greater than the rear speed, set the front average speed to the reference vehicle speed V+69).

When the average speed of the front is less than the speed of the rear,
The rear speed is set to the reference vehicle speed Vs (68), and then the process returns to step 25 and the steps from step 25 described above are executed. Repeat this below.

In the control main flow explained above, step 2
If the flag is set to O at each of 5, 42, 74, and 80.87,
If there is CF, the next step is to execute the subroutine OCFMi that performs anti-skid control, and in step 27,
Temporarily flag TOF at each of 44, 76, 82, and 89.
If so, the next step is to execute a subroutine TOFMAi for controlling motor energization.

As explained above, OCF is set when the 6m5ec internal counter times out, and TOF is set when the 6m5ec internal counter times out.
Set when the n+sec internal counter times out. As mentioned above, the presence or absence of these flags is referenced in many steps, and if they are present, anti-skid control or motor energization control is started accordingly.
Anti-skid control OCFMAi is practically 6Ilsec
The motor energization control will be executed in 6 cycles.
It will be executed every 4m5ec.

First, the motor energization control TOFMAi is
This will be explained with reference to the flowchart shown in FIG.

Proceeding to motor energization control, the microprocessor 13:
First, the TOF flag is cleared and the presence or absence of a warning flag is referred to (91). This flag is set when an abnormality is detected, which will be described later.

If there is no warning flag, the flashing counter is cleared and motor relay RLY is turned on in step 106.

Proceeds to off reference, but if there is a warning flag, the seventh
Decompression abnormality continuation flag V set in step 33 in Figure a
The presence or absence of RNFLG is checked 93a), and the sensor waking flag is checked (93b).

If 11RNFLG exists, set the 3-time flash pattern data in the register 94), and if the sensor warning flag exists, set the 2-time flash pattern data in the register 93c), main relay MRV, motor relay R1-
De-energize Y and the electromagnetic switching valve devices 5QLI to 5OL3 (95). In other words, the anti-skid control (brake fluid pressure control) is set to a state (abnormality safe state). Then, in steps 96 to 105, the warning lamp wL is turned on for 0.5 seconds, turned off for the next 0.5 seconds, and turned on for the next 0.5 seconds as the subsequent steps progress. Controls the blinking of the awning lamp ML. After this blinking for 5 seconds, the light goes out. However, if WRNFLG is still present after 5 seconds, the blinking control is performed in the same way as described above, so that while the result WRNFLG is present, the warning lamp blinks three times at a one-second cycle every five seconds.

This blinking stops when WRNFLG is cleared. If there is a sensor warning flag, it will blink twice.

Both when this flashing control is not performed and when it is performed (during flashing control), the motor L/-RLV
(7) Please refer to on and off 106 ;-In addition, VRN
When FLG is set, it is turned off in step 95), and when it is off (motor stopped), the estimated value is 5.
5- Compare the contents of the temperature register Tm with 40 (estimated temperature 40°C), and if it exceeds 40 (because the temperature difference with the surroundings is large and the temperature decreases quickly), change the contents of the estimated temperature register Tm to the current value. Update to the value obtained by subtracting 3 from (10g)
.

When the content of the estimated temperature register Tl11 is 40 or less, it is compared with 20 (estimated temperature 20°C) (10
9).

When the temperature is higher than 20, the contents of the estimated temperature register To+ are updated to a value obtained by subtracting 2 from the current value (110).

When the contents of the estimated temperature register Tm are 20 or less, a value obtained by subtracting 1 from the contents of the estimated temperature register T+n is updated to the estimated temperature register Tm (111).

If the updated memory value is smaller than 0, the contents of the estimated temperature register are updated (cleared) to 0 (112, 113).

When updated in this way, the contents of the updated estimated temperature register Tm will be compared with 20 (11.4), and if it is smaller than 20, the motor energization will be stopped because the motor temperature estimate is 80 or more and there is a risk of overheating. Clears the motor-on prohibition flag 56, which is set when the motor is activated and indicates prohibition of motor energization.

This means that motor energization is prohibited at an estimated temperature value of 80, and this prohibition is canceled when the estimated temperature value becomes less than 20. The reason why a large hysteresis is provided for inhibiting and canceling motor energization in this manner is to take into consideration the stability of control and the braking feeling of the vehicle driver. If you try to cancel the motor energization control prohibition at high temperature,
In addition, there is a high possibility that the temperature will quickly rise to the prohibition temperature, which will result in repeated prohibitions and cancellations, which will not only make automatic control unstable, but also cause the driver's braking sensation to change from time to time, increasing the possibility of trouble. Because it will be.

Now, in the first step, the process proceeds to step 124, where the warning flag is referenced. If the motor relay RL''/ is on in step 106 described above, the motor is being energized, so the contents of the estimated temperature register Tm are compared with 40 (116),
If it exceeds 40, the motor temperature is relatively high, heat dissipation is large, and the rate of temperature rise is small, so a value obtained by adding 2 to the contents of the estimated temperature register Tm is updated and stored in the estimated temperature register Tm (117). When the content of the estimated temperature register Tm is less than 40, the content of the estimated temperature register Tm is compared with 20 (118), and when it exceeds 20, the value obtained by adding 3 to the content of the estimated temperature register Tm is used as the estimated temperature register. Update memory is stored in Tm (119). If the contents of the estimated temperature register T+m are 20 or less, the value obtained by adding 4 to the contents of the estimated temperature register Tea is set as the estimated temperature register TI+.
The update memory is stored in + (120).

Next, set the updated value in the estimated temperature register Tm to 8.
0, and if it exceeds 80, the estimated temperature register Tm
The contents of the memory are updated to 80 (122), and it is assumed that the motor 15 is overheating, and in order to ensure the safety of the motor,
The motor-on prohibition flag is set (123), and the presence or absence of the warning flag is checked in step 124.

If there is a warning flag in step 124, the motor relay RLV is turned off (130), the extended 3-sec timer is cleared, and the process proceeds to step 133. However, if there is no warning flag, the presence or absence of the motor on prohibition flag is checked. (125), similarly to 130), turn off the motor relay RLY, clear the extended 3 sec timer, and proceed to step 133. However, if there is no motor on prohibition flag, the open/closed state of the pressure switch PS is read, and whether the pressure is low or high pressure is detected. If the pressure is low, turn on the motor relay R1, and proceed to step 133 (+32).

If it is in a high voltage state, see step 127) for turning motor relay RLV on and off, but if it is not on (which is fine), the process proceeds to step 133. If it is on, it should be turned off, but if the extension timer is not set, it should be set. Set the extension timer to 1 (64mse)
c) Increment 12g), and its value is 3 seconds or moreC
129)
If not, the process proceeds to step 133 to continue the relay on. If the time has elapsed for more than 3 seconds, the motor relay RLY is turned off (130) and the extension timer is cleared. The reason why the motor 15 is energized in a low pressure state (switch PS is open) and continues to be energized for 3 seconds even after the pressure rises and the switch PS is closed is due to hysteresis in motor energization and stopping. This is to have the following. This 3
When the second is omitted, the motor 15 is energized as soon as the pressure in the accumulator drops slightly, and then as soon as it rises slightly, the motor 15 is stopped and then turned on.

This is to prevent leakage since the number of turns off would be too large.

Proceeding to step 133, the microprocessor 13 refers to the code set as an output at its output port 5OL3 to determine whether or not the code indicates depressurization energization. If it does not indicate reduced pressure energization, the 5QL3 on counter is cleared (134) and the process proceeds to step 137. If it indicates depressurization energization, the presence or absence of the rear pressure down stop flag is checked (135), and if so, the process proceeds to step 137. Otherwise, the 5QL3 on counter will count up by '1 (64+n5ec) because the pressure is being energized (brake fluid pressure is being reduced).
136) Proceed to step 137.

Proceeding to step 137, the microprocessor 13 refers to the code set as an output at its output port 5OLI to determine whether the code indicates depressurization energization. If it does not indicate reduced pressure energization, the SQL 1 on counter is cleared (13B) and the process proceeds to Stella 60-P141. If it indicates depressurization energization, please refer to FL press-fit stop flag presence/absence 139),
If so, the process proceeds to step 141. If it is not there, the 5OL1 on counter will count 1 and the door lug (64rnsec) will be energized for depressurization (brake fluid pressure is being depressurized).
L.

(140) Proceed to step 141.

Proceeding to step 141, the microprocessor 3 refers to the code set as an output to its output port 5OL2 to determine whether or not it indicates depressurization energization. If it does not indicate reduced pressure energization, the 5QL2 on counter is cleared (142), and the routine returns to the original routine from which motor energization control was entered (return). If it indicates depressurization energization, the presence or absence of the FR press-in stop flag is checked (143), and if there is, the routine returns to the original routine from which motor energization control was entered (return). If it is not there, the pressure is being energized (brake fluid pressure is being reduced), so it is 5QL.
2-on counter is counted up by 1 (64msec)
(136), and returns to the original routine from which motor energization control was entered.

By the motor energization control TOFMAi explained above.

When the accumulator pressure becomes lower than a predetermined pressure, the motor 15 is energized, and 3 seconds after the accumulator pressure reaches the predetermined pressure, the motor 15 is stopped. While the motor 15 is energized, the estimated motor temperature value is increased at a speed corresponding to the range to which the estimated value belongs, and when the motor 15 is stopped, it is decreased at a speed corresponding to the range to which the estimated value belongs.

When the estimated motor temperature exceeds a predetermined value of 80, the motor ON prohibition flag is set to stop the energization of the motor 5. After setting the flag, the estimated motor temperature is set to 2.
When it becomes less than 0, the flag is cleared and motor energization is enabled. Furthermore, when the brake fluid pressure is being reduced, among the on counters 5QLI to 5QL3 for monitoring the duration of pressure reduction, those corresponding to the electromagnetic switching valve devices 5QLI to 5OL3 that are being energized for pressure reduction are counted up.

In the main routine mentioned above, the contents of these 5QLI to 5QL3 on counters are referenced, and if the time is 5 seconds or more, the abnormality continues, so a flag WRNF indicating abnormal decompression continues is set.
Set the LG. If this is set, the motor energization control will control the flashing of the warning lamp WL, and for abnormality protection, the main relay MRY, motor relay R1, , ■, and solenoid switching valve device SQL 1 to 5QL will be activated.
Turn off all 3.

Next, the anti-skid control OCFMA i will be explained with reference to FIGS. 10a to 11c.

As mentioned above, the microprocessor 13 has a size of substantially 6 m5.
Proceed to anti-skid control 0'CF M A + at the ec cycle. Proceeding to this anti-skid control OCFMAi,
6. Clear the flag OCF indicating time-over of the IIlsec internal counter 145), 6. Reset the m5ec internal counter 146), as explained in the interrupt processing.
The contents of the previous time register T1 assigned to the rear are stored in memory (147), and the rear time interval T explained in the interrupt processing is compared with 30 m5ec and 50 m5ec (148). When T is between them, the wheel speed is 0
Therefore, in order to simplify the subsequent wheel speed calculation (Fig. 7b), the contents of the pulse number register N are set to 0.
(clear). Then, set the rear 6m5ec end flag (1!>O). Similarly for FR and FL, it is determined whether the wheel speed is 0 in steps 151-154 and 15563-15B, and if the wheel speed is 0, N is set to 0 and a 6m5ec end flag is set.

Next, the microprocessor 13 registers the BS register (7a
Refer to the data (159) in which the state read by changing the brake switch BS in the figure is stored in memory.

If it is L (brake not depressed), the pressure increase mode counter is set to 3, the decrease pressure counter is cleared, and the low μ
Clear the flag (160). That is, the status register for anti-skid control when brake pedal 1 is depressed (H) is initialized.

Next, the reference vehicle speed Vg (see steps 67 to 69 in FIG. 7b) is compared with the rear axle speed 'Ja' (161). If the rear axle speed is different from the rear axle speed Va, the reference speed Vs should be the average wheel speed of the front axle (the front wheel speed is higher than the rear axle speed), so the process proceeds to step 174, but the reference speed Vs is different from the rear axle speed Va. When is equal to the rear axle speed Va, the rear axle speed is higher than the front axle speed (because of the possibility of acceleration slip),
Compared to FR speed and 0.87'5Vs (Vg - rear Va) 64-162), if the FRJ degree is smaller than 0.875Vs, the possibility of acceleration slip is even higher, so FL speed and 0.875Vs (Vs - rear Va) compared with (163
). If the FL speed is smaller than 0.875Vs, it is assumed that there is an acceleration slip and the acceleration slip flag is set (
164). If the FR speed is 0.875Vs or more, or the FL speed is 0.875Vs or more, it is assumed that there is no acceleration slip, and the process proceeds to step 171 to clear the acceleration slip flag.

In step 161 described above, the reference vehicle speed Vs (see steps 67 to 69 in FIG. 7b) is compared with the rear axle speed Va. If the reference vehicle speed Vs is different from the rear wheel speed Va, the reference speed Vs is determined by the average axle speed of the front axle (front axle speed Vs). speed should be higher than the rear axle speed), so step 1
74, where the reference speed Vs and the average speed of the front wheels are compared (174). If the reference speed Vs and the front average speed do not match, the acceleration slip determination cannot be made (the data is not yet complete), so the acceleration slip flag is cleared (171). If they match (the front average speed is higher than the rear speed), the reference speed Vs is compared with 30 km/h (175).

When the front speed is higher than the rear speed with the brakes off and the vehicle speed is over 30Ka/h, the rear speed and 0.75V
176) If the rear speed is 0.75 Vs or more, at least one of the vehicle speed sensors 10 to 12 is abnormal and a sensor warning flag is set. 170) The acceleration slip flag is cleared (171). .

Rear speed is 0. If it is less than l5Vs, the FR speed and 1,
Compare 25Vs and 0.75Vs: 177.17
8) If the FR speed is greater than 1.25Vs or less than 0.75Vs, the vehicle speed sensors 10 to 12
170) Clear the acceleration slip flag (171).

When the FR speed is in the range of 1.25Vs to 0.75Vs, it is considered normal and no acceleration slip has occurred, so the acceleration slip flag is cleared (171).
.

When the reference speed Vs” is less than 30 km/h (1
75), the reference speed Vs' is compared with 20 Km/h (179).

If the reference speed is less than 20 km/h, the acceleration slip flag is cleared (17).

20+o/h or more, rear speed, FR
Speed and FL speed are each compared with 5Km/h, and 5
If the speed is below Km/h, the condition that has progressed so far is to turn off the brakes, and if the front average speed is greater than the rear speed, it will be 20 km.
/h or more and the wheel speed is abnormally low compared to this, so at least one of the vehicle speed sensors 10 to 12 is abnormal and a sensor warning flag should be set.
0) Clear the acceleration slip flag (171).

Now, when it is determined that there is an acceleration slip and the acceleration slip flag is set (164), the FR speed and FL speed are each compared to 20 km/h (165.166), 20
At speeds exceeding Km/h, the speed difference between FR and FL is small, so let's compare FR speed and FL speed.167.168)
If the difference between the two is too large, it is assumed that at least one of the vehicle speed sensors 10 to 12 is abnormal, and a sensor warning flag is set. 170) The acceleration slip flag is cleared (171).

If the difference between the two is small, it is assumed that the sensor is normal and the status determination is correct, and the control reference vehicle speed at the start of anti-slip brake control (67-kid) when the brake is on is set (16).
9). This is done by setting the reference vehicle speed Vs in the control reference vehicle speed register. When the brakes are turned on, the fifth
As shown in the figure, control starts from deceleration region I first, so as a preparation state for that period, a flag indicating deceleration region ■ is set, and the rear control is started from deceleration region I.

The OCR (antiskid required flag) of FL and FR is cleared, and the mode counter, control counter, high μ flag, slip counter, deceleration area counter, etc. are cleared (172). Note that the state where the high μ flag is cleared is low μ.
The flag is set. That is, when the acceleration slip flag is set (164), the low μ flag is set (172). Next, the electromagnetic switching valve device 5QLI~5O
By de-energizing L3 (173), the process returns to the control step before entering the anti-skid control OCFMAi.

Enter anti-skid control OCFMAi, step 1
When BS=H at step 59 (brake is depressed), proceed to step 183 in Fig. 10b and refer to the presence or absence of the acceleration slip flag (183), otherwise the anti-skid control is performed at Stella 68-P188. Refers to the presence or absence of the OCR required flag.

When there is an acceleration slip flag, the rear wheels are slipping, so the average wheel speed of the front FR and FL should be set to the reference vehicle speed Vs'184), and this reference vehicle speed V+
is compared with the rear wheel speed (185). Rear speed vs
If it is smaller than ', the acceleration slip state is no longer present, so clear the acceleration slip flag (187) and refer to the presence or absence of the anti-skid control required flag OCR (187).
88).

If the rear speed is over vs゛, there is a possibility that the vehicle is under acceleration slipping, but if the brake is on (BS = H) is 30
Please refer to whether or not more than 0IIlsec has passed.18
6) If it has passed, there is a high possibility that the rear speed is higher than the reference speed Vs' (front average speed) due to front wheel braking rather than acceleration slip, so clear the acceleration slip flag.187) The presence or absence of the anti-skid control required flag OCR is referred to (18g).

Now, in step 188, the anti-skid control necessary flag is set to OC.
The presence or absence of R (one assigned to each of FL, FR, and rear) is referred to, and if it does not exist, the process proceeds to the anti-skid necessity determination shown in Figure 10c, and at least one OCR is assigned. If so, the process advances to step 189 and subsequent brake fluid pressure control in FIG. 10b.

First, the determination of whether anti-skid control is necessary will be explained with reference to FIG. 10c. First, the pressure increase mode counter is set to 3 (22g) and the control reference vehicle speed Vg is compared with 20 km/h (229).

Since there is no need to start anti-skid control when the control reference vehicle speed Vs is 20 Km/h or less, the process proceeds to step 169 in FIG. 10a to update the control reference vehicle speed Vs.

In this case, the reference vehicle speed Vg' at that time is updated and stored in the control reference vehicle speed register.

If the control reference vehicle speed Vs exceeds 20 km/h, it is necessary to perform anti-skid control (brake fluid pressure control) depending on the situation, so in steps 230 to 231 the control reference vehicle speed is updated to the one during braking. . That is, if the control reference vehicle speed is calculated and decelerated at a deceleration of 1.3G, the calculated value is compared with the actual reference vehicle speed Vg', and the higher one is set as the control reference vehicle speed Vs (this is the area shown in FIG. 5). I). Next, in steps 233 to 238, it is determined in which of the antiskid control condition categories at the start of brake-on shown in FIG. 4a, and if the condition is in the region marked as pressure increase hold in FIG. Pressure increase hold mode flag FLUPH, FRUPH or RRU at 244
Set PI+, anti-skid control required flag OCR
is set, and the process proceeds to front right wheel anti-skid control (FRCONT), front left wheel anti-skid control (FLCONT), or rear wheel anti-skid control (RRCONT) shown in FIG. 10b.

Note that when the pressure is in the continuous pressure increase region shown in FIG. 4a, the electromagnetic switching valve devices 5QLI to 5OL3 are in the pressure increase (non-energized) state at this point, so there is nothing to do and the anti-skid control continues. Return to the control step before entering OCFMAi. Therefore, even if the brake is turned on, if the pressure is continuously increased as shown in FIG. 71- The brake fluid pressure increases as the output fluid pressure of the master cylinder 2 increases by 1, the braking force increases, and eventually advances to the pressure increase hold region shown in FIG. 4a, where steps 233-- 2
44, the pressure increase hold mode flag FLUPH, FR
UPH or RRUPH is set, and the anti-skid control necessary flag OCR is set.

Now, set the pressure increase hold flag FLUPH, FRUPH or RRUPH, and set the anti-skid control required flag F.
Anti-skid control FLCONT, FRCONT or R by setting LOCR, FROCR or RROCR
Proceed to RCONT, then anti-skid control OC
Return to the control step before entering FMAi)
Further, if the anti-skid control OCFMAi is executed and the control is executed up to step 188, the anti-skid control required flag OCR is set at this point (the anti-skid control FLCONT, FRCO is set more than once).
NT or RRCONT), the process advances from step 188 to step 189 to check whether the deceleration region (2) is present. 1 in the deceleration region (see Figure 5)
．． Compare the value calculated by decelerating the control reference speed with 3G deceleration and the actual reference speed. 190) 72-1 If the actual reference speed is greater than the calculated value, update the memory to the register with the actual reference vehicle speed as the control reference speed. 191 ),
Proceeding to step 196, the area ① control counter is cleared. If the calculated speed is higher than the actual reference vehicle speed, the area I control counter is counted up by 1 (6 msec) (193
), compare the contents of area 1 counter with 96m5ec (
194).

If the content of the area 1 control counter is 96 m5ec or more, the area ■ control flag is set to calculate deceleration at a deceleration of 0.15 G, the area ■ control counter is cleared (195), and the area I control counter is set. Clear (19
6). If it is not 96m5ec or more, the area control flag is not changed in order to calculate deceleration at 1.3G.

Next, in step 197, the electromagnetic switching valve device 5OLI-5
Please refer to the energization amount specification code to OL3 197, 199
, 201), when the reduced pressure is energized (778 energized or 374 energized), the reduced pressure counter is counted up by 1 (
6msec) (198.200.202), when the vacuum pressure counter is incremented by 1 when the vacuum pressure counter is not energized, and when the vacuum pressure counter is incremented by 1 because the vacuum pressure counter is energized, the control standard vehicle speed is compared with 8Km/h (203), 8Km/h. If it is less than h, in order to end anti-skid control for all wheels, the anti-skid control required flag OCR is cleared, the decompression stop flag is set, and the control counter is cleared.
10) All of the electromagnetic switching valve devices 5QLI to 5OL3 are de-energized, and the process returns to the control step before entering the anti-skid control OCFMAi (return).

When the control reference vehicle speed is 8 km/h or more, the control reference vehicle speed is compared with 10 m/h (204). If the control reference vehicle speed is less than 10 km/h, only the anti-skid control for the front axle is terminated, so the anti-skid control required flag OCR for FR and FL is cleared, and the anti-skid control required flag OCR for FR and FL is
Set the L decompression stop flag and clear the control counter (20g). And electromagnetic switching valve device 5OLI and 5
OL2 is de-energized and the process proceeds to rear anti-skid control RRCON on the condition that the rear anti-skid control required flag RROCR exists.

Now, if it is determined in step 189 that the deceleration is not in the area I (in other words, it is in the area ■), the deceleration calculation was performed at a deceleration of 0.14G. If it is larger, the calculated value is set as the control reference speed.
-L (216), area ■ Count up the control counter by 1 (6 msec) L (217), refer to the presence or absence of the low μ flag 218) If it is not there, there will be less slipping, so check if 200 m5ec has passed since the brake was turned on. If 219) has elapsed, braking must be working, so compare the control reference speed with 7.7 km/h and if it is less than 7 km/h, proceed to step 214 and control the area ■. Set the flag, clear the area (2) control flag (214), and clear the area (2) control counter (215). Then, the process returns to step 197.

When there is a low μ flag, 20011 from brake on
If 1 sec has not passed or the control reference vehicle speed is 7
．． If the speed is 7 km/h or more, check whether 300 m5ec has passed since the brake was applied (22
0), if it has elapsed, set the low μ flag and clear the high μ flag 222), if it has not elapsed, skip this step 222 and calculate the elapsed time of the area ■ from the contents of the area ■ control counter. Reference (223, 224).

75- Elapsed time is 100, 200, 300, 450, 600,
At 750,900 or 1200m5ec, low μ
By referring to the presence or absence of the flag (225), if there is a low μ flag, all wheel speeds Va are compared with the control reference speed to determine whether all the differences are within β, and if there is no low μ flag, all the differences are Refer to whether it is greater than or equal to γ (226, 227
). If all values are within β or γ, the process proceeds to step 214, where the area control flag is set in area I, and the area ■ control flag is cleared (215). If the difference is not within β or within γ, the process returns to step 197 without changing the area control flag. Elapsed time is 15
When it is 00u+sec, the area is changed to area I.

For other elapsed times, the process advances to step 197 and waits for the elapsed time.

The above-described steps 189 to 227, ``Setting the r control reference vehicle speed,'' are executed only when the OCR is set, and the elapsed time from the brake ON is executed.

A time-series control reference vehicle speed and speed 76-region I or ■ are determined based on the correlation between the elapsed time of each region, the presence or absence of a low μ flag (presence or absence of slip), the reference vehicle speed Vs, and the calculation speed of the predetermined deceleration. .

Therefore, in the case of region I, that is, when the reference vehicle speed (estimated vehicle speed) is decreasing as shown in FIG. 5, it is determined in steps 190 to 195 whether the conditions for transition to region (2) are satisfied.

In region ■, that is, when the reference speed (estimated vehicle speed) Vs has recovered as shown in FIG.
12-227--In step 197, it is determined whether the conditions for returning to area I are satisfied.

Setting the control reference vehicle speed explained above (189 to 227)
During the anti-skid control, the control reference vehicle speed is set and updated, and when the pressure is being reduced, the duration of the pressure reduction is counted.

Anti-skid control (brake fluid pressure control) of the front old axle FR in steps 205 to 207 in Fig. TOB FRCONT
.

The anti-skid control (brake fluid pressure control) FLCONT for the front left axle FL and the anti-skid control (brake fluid pressure control (RRCONT) for the rear wheel RR are virtually the same, and the front FR, Fl, and rear RR are fixed. Only the numerical values are different.

Therefore, the anti-skid control (brake fluid pressure control) flow is shown in FIGS. 11a to 11c only for FLCONT for the front left axle. Next, this anti-skid control FLCO
Explain NT.

When proceeding to FLCONT, the microprocessor 13 sets the control address of the electromagnetic switching valve device 5OLI to 2.
45), the control counter is increased by one count 246), and the FL axle speed Va relative to the control reference vehicle speed Vg is
The difference ΔVs=Vs−Va is calculated and it is determined whether ΔVs is less than 0 (whether the wheel speed Va is higher than the control reference vehicle speed Vg) (247). When ΔVs is smaller than 0 (wheel speed is higher than the control reference vehicle speed), the presence or absence of the anti-skid control required flag OCR (FLOCR) is referred to, and if it is not present, there is no need for anti-skid control (brake fluid pressure control). Therefore, the electromagnetic switching valve device 5OLI is set to be de-energized (O/8 energized output), and the process proceeds to step 267, which will be described later.

If the control required flag FLOCR is present, refer to the presence or absence of the low μ flag (258), and if there is no low μ flag, compare the acceleration/deceleration Dv of the axle speed (acceleration for positive, deceleration for negative) with 12G259), 12G If ΔVs is less than 0 and the acceleration/deceleration is 12, as shown in FIGS. 4b and 40,
When exceeding G, the pressure is continuously increased regardless of the current brake fluid pressure control mode (normal brakes that do not require anti-skid control in this state: 5OLI continuous de-energization)
), clear the pressure increase mode counter to 260.
), the process proceeds to step 262, which will be described later.

When there is a low μ flag or acceleration/deceleration Dv is 12G
If the pressure is below, it is in the pressure increase region regardless of whether you refer to FIG.
Since it is necessary to control the energization pattern for pressure increase (during control) shown in the second column of the figure, it is determined whether or not the pressure increase mode has already been entered by referring to the flag (261).

If the pressure increase mode is not set, set the pressure increase mode flag FLUPS here (262), and set the electromagnetic switching valve device 5OLI to 078 output energization (263: see the pattern in the left column of the second column in Figure 2). ).

Next, a pressure reduction stop flag is set (264), and a pressure increase mode counter is set (265). In this case, when the pressure increase mode counter value is 0, it is set to 1, when it is 1, it is set to 2, and when it is 3, it is set to 3.
Leave as is. When this control is entered for the first time, the pressure increase mode counter has been set to 3 in the previous step 228 (Fig. 10c), so in this case, the content of the pressure increase mode counter is not changed in step 265. Become.

Next, anti-skid control required flag OCR (FLOCR)
Set L (266), clear the control counter 267), and proceed to the next control step 207 (return).

If the pressure increase mode is set, it means that the pressure increase mode has already been entered, so steps 261 to 26
Proceed to step 8, refer to the elapsed time since entering the pressure increase mode (268), and the elapsed time is 6 m5ec (set the pressure increase mode (262, 263), then set the next cycle (6 ms).
ec) later entered OCFMAi), the content of the reduced pressure counter is referred to in steps 269 and 271, and if the content of the reduced pressure counter is 500 m5ec or more, the slip is large and the brake fluid has been used for a long time. Since the pressure is being reduced, first set the control counter to 1 in order to set the low μ flag and reduce the pressure increase speed (shorten the 078 energization time of the pressure increase mode 80-1). Count up (add 6 msec elapsed) L, (270), 4 from the contents of the reduced pressure counter
The value obtained by subtracting 8m5ec is updated and set in the reduced pressure counter.

Next, count up another 2 (add 12 msec elapsed)
('273). The content of the reduced pressure counter is 500m5e
If it is less than 48m5ec, the low μ flag is set and the control counter is counted up by 2 (12m
sec elapsed) (273). Then, the value obtained by subtracting 48111 sec from the contents of the reduced pressure counter (the remaining production reduction amount subtracted by the pressure increase) is updated and set in the reduced pressure counter (274).

When the content of the reduced pressure counter is smaller than 48 m5ec, the control counter is not counted up and the reduced pressure counter is cleared (272). In this case, 6
By clearing the pressure reduction counter, the pressure increase of m5ec is offset from the production decrease.

By the above control counter count-up process, the pressure increase is set (26, 2, 263>) and 6I
When Ilsec is passed, depending on the depressurization state (road friction coefficient) up to that point, if the depressurization state was long (low μ), the low μ flag is set, and the pressure is increased (0/8
The elapsed time (energized: de-energized) is counted (control counter) longer than the actual elapsed time, and the pressure increase energization (0
78 energization: shorten the actual time (see the pattern in the left column of No. 2II in FIG. 2) (delay the rise of pressure increase). In other words, the pressure increase time is set according to μ.

If it is not 6m5ec in step 268, refer to the elapsed time since entering the pressure increase mode in steps 275, 277, 279 and 282, and if it is 24m5ec (4 counts), the energization instruction code of the electromagnetic switching valve device 5OLI is set to 378 energization. Change the level to indicate 30m
If it is 5ec (5 counts), the energization instruction code is 2/8
Change the energization level to one that indicates it, and if it is 72m5ec or more (12 counts or more), step 262 to 267
Then, the pressure increase mode control (left column of the second column in FIG. 2) is reset again by resetting the pressure increase mode flag FLUPS and setting the energization instruction code to the 078 energization level (non-energization).

When it is less than 72m5ec (12 counts), further Δ
Compare Vs with 0 (276), and if it is less than 0, proceed to the next step (207) (return), but if it is 0 or more, the pressure increase mode is set at this point, so in Figure 4b (pressure increase In order to determine the control mode to which the mode should be shifted, shown in
The process proceeds to determination of the next control mode in the pressure increase mode and pressure increase hold mode shown in FIG. 1b.

Note that the reason why the next control mode is not determined when ΔV s < O is that when ΔV s < O, the next control mode classification conditions (Fig. 4C) in pressure reduction mode and pressure reduction hold mode and pressure increase mode and pressure increase hold are Since the next control mode classification conditions (Figure 4b) in the mode are exactly the same, step 24
7 to 259, the determination and transition to the next control mode at Δ■s<0 is made, and only when ΔVs≧0 is the pressure increase mode/pressure increase hold mode shown in FIG. 4b (pressure increase mode , the condition classification referred to in the pressure increase hold mode), the process proceeds to determination of the next control mode in the pressure increase mode/pressure increase hold mode shown in FIG. 11b.

As a result of comparing ΔVs with 0 in step 247, ΔVs
If ≧0, ΔVs is compared with 1/2Vs (reference vehicle speed)83- (248), and if ΔVs is larger than that, the next control mode will be continuous pressure reduction regardless of the current control mode, so the pressure reduction mode will be set. Set the flag FLDPS249),
Set 5OLI to 778 energization (250), clear the boost mode counter (251), and proceed to step 266.

If ΔVs is less than 1/2Vg (reference vehicle speed), Dv will be compared with 20G (252), and if Dv is greater than 20G (because the next control mode is continuous pressure increase), the reference speed V will be reduced.
s is compared with 30KIIl/h, and if Vs is large, the high μ flag is set, the low μ flag is cleared (254), the pressure increase mode counter is cleared, and the process proceeds to step 262 (C255). If Vs is smaller than 30 Km/h, the μ flag is left as is and the process proceeds to step 255.

If Dv is smaller than 20G, step 299 (11th
Proceed to Figure c).

When proceeding to the determination of the next control mode in the pressure increase mode/pressure increase hold mode shown in FIG. = Vs - Va 8Km/
h, and if ΔVs is greater than that, the pressure reduction mode flag 84-FLDPS should be set (249), and the electromagnetic switching valve device 5O
Set LI to 778 energization (250), clear the boost mode counter (251), and proceed to step 266.

If 8Vs is less than 8Km/h, refer to the contents of the pressure increase mode counter (289, 290).If it is 1 (entering the first pressure increase mode after executing the pressure reduction mode more than once) Since the pressure increase may be continued as it is, the process returns (proceeds to step 207). If the content of the pressure increase mode counter is 2 (the second pressure increase mode control has been started after executing the pressure reduction mode more than once), 5.
OLI is energized (hold energized after pressure increase 0/8):
291),
If current is being applied, the process returns to continue increasing the pressure (to complete one cycle of increasing voltage). If the current is not being applied, it means that the required pressure increase has been completed, so the process proceeds to step 249 for pressure reduction mode control. When the content of the pressure increase mode counter is 3, it means that the pressure increase mode is being executed for the first time after the brake is turned on. (This is due to the fact that it remains at 3), and since the determination of the next control is the pressure reduction mode (see FIG. 4b), the process proceeds to step 249 and subsequent steps for pressure reduction mode control.

In this way, in the pressure increase mode control for the first time after the brake is turned on, the reason why the next control mode is determined to be the pressure decrease mode and then immediately proceeds to the pressure decrease mode control is to prevent pressure increase too much (wheel lock). be. After that, when the pressure reduction mode control is executed at least once (this clears the pressure increase mode counter), in the subsequent pressure increase, the pressure increase mode control must be repeated at least twice as described above. This is to make the brake fluid pressure longer, and as a result, when there is a pressure reduction, the pressure reduction time will inevitably become longer, and the period of rise and fall of the brake fluid pressure will be lengthened. By increasing the length in this way, the vibration period of the braking force due to the vertical movement of the brake fluid pressure becomes significantly longer than the period of the vehicle's unsprung vibration, which prevents amplification of the unsprung vibration due to resonance, synchronization, etc. do not have. In other words, once the pressure is increased, the pressure increase mode control (left column of the second column in FIG. 2) is repeated twice in succession to prevent resonance with unsprung vibration.

Even in these two consecutive pressure increase mode controls, the brake fluid pressure has been lowered once by the previous pressure reduction, so there is no risk of the pressure being increased too much (wheel lock).

Referring again to step 282 in Figure 11b. When the wheel acceleration/deceleration Dv is equal to or higher than 14G in step 282, Dv is compared with 12G (283).
If it is smaller than G, compare ΔVs with α292), and if it is larger than α, the next control mode is continuous pressure reduction or pressure reduction.In any case, the pressure reduction mode should be executed, so step 2
The process proceeds to step 88, and the process proceeds to pressure increase continuation or pressure reduction mode control in the same manner as the condition determination after step 288 described above.

When it is less than α, the next control mode is hold (currently pressure increase mode, pressure increase hold: hold after pressure increase, brake fluid pressure is held in the increased state), so step Set the flag to indicate pressure increase hold mode via 293.294) SOLI to 27
8 energization 295) Proceed to step 266. Note that when the process proceeds to step 293 after the next 6 m5 ec, the pressure increase hold mode has been set =87-, so the process returns from step 293. Once the pressure increase hold mode is entered, the hold is continued until a condition other than the hold mode is reached with reference to the condition classification in FIG. 4b.

Refer again to step 283. Dv in step 283
If it is 12G or more, compare ΔVs with α (284), and if it is smaller than α, the next control mode will be pressure increase, so check whether the current pressure increase mode or pressure increase hold mode is selected (297, 298, ), if the pressure increase mode is selected, the process returns as is, and if the pressure increase hold mode is selected, the process proceeds to step 262 to set the pressure increase mode.

If ΔVs is greater than or equal to α in step 284, ΔVs is compared with β (285). If ΔVs is smaller than β, Dv is compared with −1.3G to determine whether the hold mode or pressure increase mode should be selected (296). If Dv is smaller than -1.3G, the hold mode (pressure increase hold mode) should be selected, so in step 293 and subsequent steps, the current mode is referred to and if the current mode is the pressure increase mode, the pressure increase hold mode is selected. Set the mode 294), 5O
Set LI to 278 energization (295) and proceed to Stella 88-P266. If the current mode is the pressure increase hold mode, no change is required and the process returns.

If Dv is -1.3G or more, it is necessary to set the pressure increase mode, and the current control mode is referred to, and if it is the pressure increase mode, it returns as is, and if it is the pressure increase hold mode, it goes to step 262. Proceed (297, 298). ``Refer to step 285 again. At step 285 ΔVs
is greater than β, ΔVs is compared with γ286), Δ
If Vs is larger than γ, the next control mode is the pressure reduction mode, and the process proceeds to step 28h.

When ΔVs is less than γ, Dv is compared with 6G287)
, Dv.

If it is less than 6G, the next control mode is the pressure reduction mode, so the process proceeds to step 288.

If Dv exceeds 6G, the next control mode is the pressure increase mode, so the process advances to step 297.

Next, the determination of the next control mode in the pressure reduction mode and pressure reduction hold mode from step 309 onward in FIG. 11c will be explained.

The current mode is referred to (309), and if it is the decompression mode, the duration of the decompression mode is read from the contents of the decompression pressure counter and compared with 120 m5ec (323).

If 120m5ec or more has passed, one cycle of depressurization control (
2) has been completed (left column of column 5 in FIG. 2), the process advances to step 245. When it is less than 120m5ec, compare the contents of the reduced pressure counter with 48m5ec (decompression energization time: left column of column 5 in Figure 2).324), 48m5
If it is ec, set 5OLI to 278 energization (hold) (325) L. Proceed to step 313. 48m5
If it exceeds ec, the process advances to step 313. In step 313, Dv is compared with -1.3G, and Dv is -1.
, 3G or less, Dv is compared with -12G in step 327, and if Dv is greater than -12G, the process proceeds to step 330. If Dv is less than 112G, refer to the high μ flag, and if it is present, proceed to step 328; otherwise, step 2
Proceed to step 49.

Now, if it is determined in step 309 that the mode is not the reduced pressure mode, it is checked whether the mode is the reduced pressure hold mode or not (310), and if it is not the reduced pressure hold mode (this is impossible), the process returns. When in decompression hold mode,
Refer to the contents of the control counter and compare it (decompression hold time) with 150m5ec (312), 15
If it is more than 0m5ec, it is considered insufficient decompression and proceed to step 2.
Proceed to step 49 to set the decompression mode. 150m5ec
If it is less than 313), Dv is compared to -1.3G.
If Dv is -1.3G or less, pressure is reduced or continuous pressure is reduced, so the process proceeds to step 327. If it exceeds -1.3G, ΔVs is compared with α (314). If ΔVs is smaller than α, the next control mode is the pressure increase mode, and the process proceeds to step 262 and subsequent pressure increase settings.

When ΔVs is greater than α, Dv becomes -0.3 compared to 6G.
15) If Dv is -0.6G or less, the next control mode is pressure reduction mode or continuous pressure reduction mode, so step 33
Go to 0 to set decompression mode. Dv is -0.6G
If it exceeds β, ΔVs is compared with β in step 316, and if ΔVs is smaller than β, the process proceeds to step 262 and subsequent steps to set the pressure increase mode. If ΔVs is greater than or equal to β, it is compared with Dvti-0.6G in step 317, and Dv is determined to be 0.6G.
If it is below, the process proceeds to step 330, but Dv is 0.6G.
If Dv exceeds 6G, compare Dv with 6G318), and if Dv exceeds 6G, compare ΔVs with γ329), γ
If this is the case, the next control mode is the reduced pressure hold mode, so the process advances to step 91-320. If it is less than γ, the pressure is increased, and the process proceeds to step 262, where the pressure increase mode is set.

When Dv is 6G or less in step 318, Δ
Compare Vs with γ (319), and if it is greater than or equal to γ, the next control mode is the pressure reduction mode, and the process proceeds to step 330. γ
If it is less than that, it is in decompression hold mode, so step 3
Proceed to set vacuum hold mode below 20.

As explained above, in the pressure increase mode control for the first time after the brake is turned on, the reason why the next control mode is determined to be the pressure decrease mode and then immediately proceeds to the pressure decrease mode control is to prevent excessive pressure increase (wheel lock). In order to prevent this, when the pressure reduction mode control is executed even once after that (this clears the pressure increase mode counter), the content of the pressure increase pressure counter is changed from 0 to 1 in step 265 for the subsequent pressure increase. In steps 289 and 290, the process proceeds to the flow where pressure increase energization is continued once again, so the pressure increase mode control is repeated at least twice to lengthen the pressure increase time, and as a result, □When there is a decrease in pressure, the pressure decrease time will inevitably become longer. , the cycle of rise and fall of brake fluid pressure is lengthened. By making it longer in this way, the vibration period of the braking force due to the vertical movement of the brake fluid pressure becomes significantly longer than the period of the unsprung vibration of the vehicle, causing amplification of the unsprung vibration due to 8 resonance, synchronization, etc. Na i
l. In other words, once the pressure is increased, the pressure increase mode control (left column of the second column in FIG. 1) is repeated twice in succession to prevent resonance with unsprung vibration. Even when the pressure increase mode is controlled twice in a row, the brake fluid pressure has been lowered once by the previous pressure reduction, so there is no risk of the pressure being increased too much (wheel lock).

In the pressure increase mode or pressure increase hold mode, the next control mode is determined according to the flow shown in FIG. TIB based on the data in FIG. The next control mode is determined in the flow of 328, and in Figs. 4b and 4c, the acceleration/deceleration G distinguishes between pressure reduction and hold, the acceleration/deceleration G distinguishes between hold and pressure increase, and pressure increase and pressure decrease.
The acceleration/deceleration G that divides is on the low acceleration side in Fig. 4b,
In FIG. 40, since it is set on the high acceleration side, there is no frequent switching from pressure increase to pressure decrease or vice versa, which eliminates vehicle vibration and driver's sense of abnormality. Furthermore, a hold area (
(pressure reduction hold, pressure increase hold) is inserted, so there is a low probability that the brake pressure control will suddenly change from pressure increase to pressure reduction or vice versa, which makes it less likely to cause vibrations and reduce power hydraulic pressure consumption. few. After brake pedal 1 is depressed, anti-skid control (brake fluid pressure control) is entered on the condition that the estimated vehicle speed is at least the first value of 20 km/h, and when it is less than 20 km/h, anti-skid control is activated. Do not fit.

This is step 1 when brake pedal 1 is depressed.
59 to step 183 and then step 18
4 to 187, the presence or absence of the anti-skid required flag OCR is checked in step 188, and if it is not present (anti-skid control has not yet entered), the process proceeds to step 228 and then to step 229, where the control reference vehicle speed is set. is 2
If the speed does not exceed 0 km/h, the process returns to step 169 and does not enter anti-skid control, but it is determined whether anti-skid is necessary on the condition that the speed exceeds 20 km/h (steps 233 to 244). The flag OCR indicating this is set to 1 to 1 in steps 240, 242 or 244, and anti-skid control (brake fluid pressure control) 2 is set.
This is because the process proceeds to 05, 206, or 207.

Once anti-skid control is entered, if the brake pedal l is continuously depressed (anti-skid required flag OC
R), in step 203 the control reference vehicle speed is compared with 8 Km/h (end speed for rear wheel anti-skid control: second value), and in step 204 the control reference vehicle speed is set to 10/Km ( When the control reference vehicle speed becomes 10/Km (second value), the flag OCR is cleared to end the front wheel anti-skid control, and the electromagnetic switching valve device 5
OLI and 5QL2 are de-energized and the control reference vehicle speed is 8km.
/h, the flag OCR is cleared and the electromagnetic switching valve devices 5OLI, 5QL2 and 95-5OL3 are de-energized in order to end anti-skid control for the front and rear wheels.
Once anti-skid control (brake fluid pressure control) is activated at speeds above /h, anti-skid control is applied to the front wheels until the estimated speed becomes less than 10 km/h, and for the rear axle until the estimated speed becomes less than 8 km/h. Continue. Since this anti-skid control starts at speeds of 20 km/h or more, the state detection at the beginning of the control is accurate, and it continues continuously according to a predetermined logic, so it has high continuity and stability. , does not give the driver a sense of abnormality, and does not particularly lengthen the braking distance. 20Km/h
Anti-skid control will not start when brake pedal 1 is depressed at a speed below →, but since the speed is low, there is a low possibility of axle locking, and the driver can sufficiently respond to the situation by operating the brakes. Even if the axle locks occur, the speed is low, so the operability and stability of driving are higher than if the anti-skid control were activated even at speeds of 20 km/h or less.

〔Effect of the invention〕

As explained above, in the present invention, the vibration of the brake force due to the brake fluid 96-pressure control is larger than the period of the unsprung vibration of the vehicle and does not cause resonance with the unsprung vibration, so the vibration of the vehicle does not have to be particularly large. First, stable anti-skid control is performed.

In a preferred embodiment of the present invention, there is no short cycle switching of the brake fluid pressure from pressure increase to pressure reduction or from pressure reduction to pressure increase, so that vibration of the vehicle and abnormal feeling to the driver are not substantially affected. Furthermore, the stability of anti-skid control in the low speed range is improved, and the stability of vehicle operation is further improved. Also,
The accumulated pressure in the accumulator is maintained at a predetermined value when anti-skid control is not performed. When anti-skid control is not performed, almost no accumulator pressure is consumed, so the electric motor is not energized and power consumption is low. Since it is sufficient to accumulate pressure in the accumulator during non-control times with a pump and electric motor having a smaller capacity than the capacity that provides the hydraulic pressure required during anti-skid control, small-sized pumps and electric motors can be used.

Even if a small pump and electric motor are used, a numerical value is counted up when the electric motor is energized, and counted down while the electric motor is not energized to obtain an estimated motor temperature value, and when this value reaches a predetermined value, the electric motor is activated. Since the current is turned off, overheating of the electric motor is prevented, and abnormalities such as burnout of the motor due to long-term current being applied are avoided. Even if the electric motor is stopped as described above to prevent such an abnormality, there will still be pressure accumulation in the accumulator, and in the worst case, there will be a bypass valve device that directly applies brake fluid pressure from the mask cylinder to the wheel cylinder. Therefore, the braking action is not impaired.

Also, compared to the conventional case where the brake fluid pressure to the wheel cylinders is controlled by a combination of only pressure increase and pressure decrease (power fluid pressure consumption) (alternating switching between power pressure application and power pressure release to the reservoir). Since no power pressure is consumed during hold, the brake fluid pressure can be controlled in the manner of increasing the pressure and holding it, and decreasing the pressure and holding it, thereby significantly reducing the consumption of power fluid pressure. This reduction allows for further downsizing of the pump and electric motor. In addition, the pressure increase speed can be adjusted by combining pressure increase for a predetermined time and hold time of any length, and by repeating the combination, and similarly, the combination of pressure reduction for a predetermined time and hold time of any length and its repetition. The speed of pressure increase can be adjusted with the 200mm pressure adjustment, which enables more accurate and smooth anti-skid control.

[Brief explanation of drawings]

FIG. 1a is a block diagram showing the system configuration of an embodiment of the present invention, and FIG. 1b is a sectional view showing details of the configuration of the hydraulic pressure control valve unit 3 shown in FIG. 1a. FIG. 2 is a plan view showing the energization pattern in which the microprocessor 13 energizes the electromagnetic switching valve devices 5QLI to 5OL3 in the brake fluid pressure control of this embodiment, and FIG. 3 shows the brake fluid obtained by combining various energization patterns. A graph showing how the pressure increases and decreases; FIG. 4a is a graph showing the relationship between the vehicle running state and the control mode when anti-skid control is entered;
Fig. 4b is a graph showing the next control mode to proceed to in light of the vehicle running state when anti-skid control is being performed in pressure increase mode or pressure increase hold mode, and Fig. 4c is a graph showing the next control mode in pressure reduction mode 9.
9- This is a graph showing the next control mode to proceed to in light of the vehicle running state during anti-skid control in the depressurization hold mode, and FIG. 5 shows the wheel speed, reference vehicle speed, control reference vehicle speed, and wheel speed during anti-skid control. It is a time chart showing relationships such as cylinder hydraulic pressure. 6a, 6b, and 6C are flowcharts showing the interrupt processing operation of the microprocessor 13;
FIGS. 8a and 7b are flowcharts showing the main control operation (main routine) related to anti-skid control of the microprocessor 13, FIGS. 8a, 8b and 8c are flowcharts showing the subroutine for calculating wheel speeds, and FIGS. 9a and 9b are flowcharts showing motor energization control (subroutine), and FIG. 10a is a flowchart showing motor energization control (subroutine). 10b and 10c are flowcharts showing anti-skid control (subroutine), FIG. 11a and 1
1b and 11c show anti-skid control (10th
This is a flowchart showing the anti-skid control (electromagnetic switching valve device energization control: subroutine) that actually controls the brake fluid pressure in Figures a, 10b and 10c. 1: For brake pedal 2 brake mask cylinder 3.4
, 5: Hydraulic pressure control valve unit 38-3h: Bypass valve device 31-3n: Hydraulic pressure control valve device 6.7, 8, 9 Brake wheel cylinder 10.1
1, 12: Speed sensor 13: Microprocessor 1
4: Electronic control unit 15: Electric motor 16: Pump 1
7: Accumulator pps Nibrake hydraulic pressure source device RLV: Motor relay MRY: Main relay Wt
: Warning lamp BSIII Brake operation detection switch PS: Pressure detection switch R5V : Reservoir stage 48 figure/; : VS°39'12B AVs: Vs -Va va: Vehicle inspection 19 (VS: Control wholesale, tI storage 1 Fig. 4c ¥6a Fig. 6b Fig. [I=] "i mouth" 1 FR Hibiki 1 asio ζ-to's foot gauze D- , at "14 Otsuto No. 7' 92
FR1 Mars &N' 薯 Return 1 Increme/Y. 3 10 FL Palace @! A'I FR's 1 inflation 7th floor. NO To0-T1 '11 FL return )10 To-71 ~ Su7-/ /'F/l-1+, P11. '++, Ding Tokukai Showa GO-2
13556 (30) Helmet 60 figure'1 → Rose 1. S garbage Tokukai Sho GO-21355G (31) Figure 9a [Kenzu]

Claims (10)

[Claims] (1) A brake fluid pressure control valve device inserted in the brake fluid pressure supply line from the brake mask cylinder to the brake wheel cylinder; Valve device operation means for controlling the state of the brake fluid pressure control valve device; A speed detection means for detecting; a brake depression detection means for detecting depression of the brake hydraulic pressure; and a brake depression detection means for detecting depression of the brake hydraulic pressure lever; and a brake depression detection means that monitors the states of the speed detection means and the brake depression detection means, calculates the estimated speed of the vehicle from the rotational speed, and determines the brake depression state. Then, the estimated speed (2) determines whether or not the brake fluid pressure needs to be increased or decreased using the rotational speed and acceleration/deceleration of the rotational speed as parameters, and (1) based on the determination result, the valve device operating means causes the brake fluid pressure control valve device to increase the pressure. An anti-skid control device comprising: a control means for giving an instruction to set the pressure to a reduced pressure state, and instructing the instruction to increase the brake fluid pressure and make the pressure reduction period a long period that resonates or is not synchronized with mtm of unsprung vibration of the axle; (2) The control means gives the command to increase or decrease the pressure, and the value that is different for at least one parameter in the increased pressure state and the decreased pressure state is the boundary value for determining whether to increase or decrease the pressure next. as an increase in brake fluid pressure. An anti-skid control device according to claim 1, which determines whether pressure reduction is necessary. (3) The anti-skid control device according to claim (2), wherein the at least one parameter is acceleration/deceleration of the axle. (4) The control means starts brake fluid pressure control that gives a pressure increase or pressure setting instruction based on the determination result when the estimated speed is equal to or higher than a predetermined first value, and once this brake fluid pressure control is started, the brake The anti-skid control device according to claim 1, wherein the brake fluid pressure control is continued while the depressed state continues until the estimated speed becomes equal to or less than a second value smaller than the first value. (5) The brake fluid pressure control valve device includes a brake fluid pressure boat that receives brake fluid pressure from the brake mask cylinder;
Control output port that provides brake fluid pressure to the wheel cylinder, control input port, power hydraulic boat, open between the output port and the control input port. a valve member for closing, a spring means for forcing the valve member in the closing direction, and a power hydraulic bow 1 for driving the valve member open.
A bypass valve device comprising: a piston receiving the pressure of;
and a brake hydraulic pressure port that receives brake hydraulic pressure from the brake mask cylinder, a hydraulic control chamber that communicates with the above control input port, and a power hydraulic boat that opens and closes between the hydraulic control chamber and the brake hydraulic port. a valve member that forces the valve member in the closing direction; and a spring means that forces the valve member in the closing direction, and receives the pressure of the power hydraulic boat in the direction that opens the valve member, and reduces the volume of the hydraulic control chamber by moving in that direction, and moves the valve member in the opposite direction. A hydraulic control valve device comprising: a piston that increases the volume of the hydraulic control chamber by movement of the piston and receives pressure of the hydraulic control chamber in a direction opposed to the pressure of the power hydraulic port; the valve device operating means is , 2. A power hydraulic pressure source that provides accumulator pressure to the power hydraulic port of the bypass valve device; and between the accumulator pressure output port and drain pressure port of the power hydraulic pressure source and the power hydraulic port of the hydraulic control valve device. The electromagnetic switching valve device is inserted into the energized valve device and selectively connects the power hydraulic port of the hydraulic pressure control valve device to the accumulator pressure port 1 and to the drain pressure port in response to energization. The anti-skid control device according to scope (1). (6) The power hydraulic pressure source includes an electric motor, a liquid pressurizing pump driven by the electric motor, and an accumulator that receives the discharge pressure of the liquid pressurizing pump, and the accumulator is connected to the power hydraulic port of the bypass valve device. The anti-skid control device according to claim 5, wherein the anti-skid control device applies pressure. (7) The power hydraulic pressure source includes a pressure detection means for detecting the accumulator pressure; the control means controls energization and deenergization of the electric motor according to the accumulator pressure, and maintains a predetermined increase rate during energization of the electric motor. The numerical value is counted down at a predetermined down rate while the electric motor is not energized, and when the count value reaches a predetermined value, the energization of the electric motor is stopped; 6) The anti-skid control device described in item 6). (8) The electromagnetic switching valve device is configured to have at least a pressure increase state in which the power hydraulic port of the hydraulic pressure control valve device is connected to the accumulator pressure output port, a hold state in which the power hydraulic pressure port is closed, and a hold state in which the power hydraulic pressure port is closed, depending on the current value. a multi-position switching solenoid valve device that connects the power hydraulic port to a drain pressure boat; the control means is in a depressurized state;
Based on the estimated speed 1 rotational speed and the acceleration/deceleration of the rotational speed, it is determined whether or not to increase, hold, or reduce the brake fluid pressure, and the above-mentioned state of the electromagnetic switching valve device is controlled in chronological order: An anti-skid control device according to claim (6). (9) The control means determines the rate of increase in brake fluid pressure to the wheel cylinder based on a combination of the duration of the pressure increase state and the duration of the hold state, and determines the rate of increase in brake fluid pressure to the wheel cylinder based on the combination of the duration of the pressure reduction state and the hold state. Claim No. 3 (2009) which defines the rate of pressure reduction of brake fluid pressure to the wheel cylinder
8) The anti-skid control device described in item 8). (10) The control means performs the pressure increase energization in a continuous cycle of pressure increase energization for a predetermined time and hold energization for a predetermined time at the time of switching from pressure reduction to pressure increase; According to the above-mentioned claim (1), the brake fluid pressure is continuously increased or decreased for two or more cycles, and the brake fluid pressure increase/decrease cycle is a long cycle that resonates or does not synchronize with the cycle of unsprung vibration of the wheel.
8) The anti-skid control device described in item 8).