JPS62105754A - 4-wheel-drive vehicle with antilock brake device - Google Patents

Abstract

PURPOSE:To suppress the interference of rear wheels with front wheels to be small at the time of four wheel driving by making a rear wheel control part control brake oil pressure when a clutch is connected to be lower than that when the clutch is disconnected. CONSTITUTION:An antilock control device 9 has a front wheel control part 9a which separately controls the modulators Mfl, Mfr of front wheels Wfl, Wfr, and a rear wheel control part 9b which simultaneously controls the modulators Mrl, Mrr of rear wheels Wrl, Wrr. And, signals from detectors 10l, 10r which detect the wheel speeds of the front wheels Wfl, Wfr, are inputted in the front wheel control part 9a, while signals from detectors 11l, 11r which detect the wheel speeds of rear wheels Wrl, Wrr, are inputted in the rear wheel control part 9b. Also, a detected signal of a 4-wheel-drive detector 2 which detects whether a clutch 1 is in a connected condition or not, is inputted in the rear wheel control part 9b.

Description

[Detailed description of the invention] 8. 1-1 invention! 1+ Industry-1. +II Field of the Invention In the present invention, a power unit is connected to the central axle of either the front or rear, and the other axle of either the front or rear is connected to the power unit via a clutch that becomes connected in response to an immobile operation. The plate hydraulic system that controls the hydraulic pressure of the brakes attached to the wheels of each center shaft is equipped with an anti-displacement control device that controls the hydraulic pressure to be reduced when the wheels are about to enter the lock state. Regarding anti-brake device and four-wheel drive.

(2) Conventional technology Conventionally, four-wheel drive vehicles have been developed to improve the vehicle's transport and assistance performance and driving performance on roads with a low coefficient of friction. Attempts have also been made to equip the aircraft with an anti-lonok brake system.

(:{} Problems to be Solved by the Invention: 1) However, when driving with one wheel when the clutch is cut off, there is no problem even if the conventional locking device is used as is. When the front and rear wheels are connected (when the four-wheel drive is on an island, there are problems with the conventional one-wheel drive system. In other words, when the four-wheel drive is used, the front and rear wheels interfere with each other and the rear wheels interfere with each other. A sufficient antironok effect cannot be obtained.

This invention takes! It was developed based on the IG 1+゜1, and is a four-wheel drive system with an anti-candle brake system that effectively controls the front and rear wheels during four-wheel drive. The purpose is to provide cars.

B. Structure of the Invention (11 Means for Solving the Problems According to the present invention, the anti-lock control system includes a front wheel control section that controls the plate hydraulic pressure of the front wheels, and a front wheel control section that controls the plate hydraulic pressure of the rear wheels. The rear wheel control section is configured to control the hydraulic pressure by 11 more when the clutch is connected than when it is disconnected.

(2) Effect During anti-l: I, , ri control in a four-wheel drive state, the plate 1 l, which will be discussed later, is prevented from becoming larger than the rear wheel drive/assistance on the road, and from the rear wheels to the front wheels.・By suppressing the interference of \, effective anti-[I knock control is possible.

(:{) Embodiment 1 To explain the embodiment of the present invention, referring to the drawings, first, in FIG. A pair of left and right rear wheels Wrff and Wrr are mounted at the front and rear portions of a not-shown intermediate rest area, respectively.

Left and right songs IQW f f! , 'vV f r, Fl, & the pair of front axles Aft! ．． Afr is the front difference.
■ Phase through the Re-J device DI'! Connected to L, and rear wheel W r 1 of left Li'.

A pair of rear width axes Arc. , to ``
The rear differential f) is connected to the rear differential via r
,ru. The input section of the front differential 1) f is connected to the upper differential 13 and . B/N-Unino L-P, including the transmission, is connected to +
hsa h. Ru.

:}:The rear HF differential gear 1) is connected to the input part of the rear differential gear 1). This rear 111 ton axis P r is
-■゛The connection status and disconnection status are changed according to the operation operation {Q
It is coaxially connected to the front propulsion shaft Pf via the front propulsion shaft 1, and the driving force of the power unit 1.P is transmitted to the front propulsion shaft P[.

Front wheel W (1!, Wrr has play-FB f L 1
3 fr is installed, and the rear wheel Wrl. Play for Wrr-
11Brl, 13rr are gb'd.

In Figure 2, "C", each brake 1-3fCl3fr, B
rl! ．． The brake hydraulic pressure plate 7 which controls the hydraulic pressure of Brr f:tll has a pair of output ports h8a and 8b (TJ-ro tandem type mask cylinder 8 and one output port 8a).
Adjust the hydraulic pressure supplied from the left front wheel brake nr+
2 and the modulator M that leads to the right rear wheel brake Brr.
re, Mrr, and a modulator Mfr that leads to the front wheel brake Bfr and the left rear wheel play 4' 13 r l even if the hydraulic pressure supplied from the other output port 8b is adjusted;
Mrff. This brake hydraulic system 7 is equipped with seven hydraulic pressures to prevent the heavy wheels from entering the brake state. , Mf r, Mrj! , Mrr is provided with an anti-lock control device 9 that controls the operation of the motors.

The anti-lock control device 9 controls the front wheels wr1. Front wheel control unit 9a that individually controls the wrr modulator MfCMfr
and rear wheel Wr1. and a rear wheel control section 9b that simultaneously controls the modulator MrCMrr of Wrr, and
Detector lOf! that detects the wheel speed of fr! , 10r is manually operated by the front wheel control section 9a, and the rear wheels WrN, Wr
Detector 11L for detecting the wheel speed of r (, No. 3 is input to the rear wheel side jco 1 part 9b. Also,
The detection signal of the four-wheel drive detector 2 is inputted to the rear wheel control section 9bQ.

Next, referring to FIG. 3, front wheel control section 9. ), but since the part that corresponds to the mojikota Ml/ on one side and the part corresponding to the mojijo rake Mfr on the other side are basically the same structure, we will explain the structure below. is one module
The parts related to the modulator Mf1 will be described with the subscript l, and the parts related to the other modulator Mrr will only be shown with the subscript r.

In order to judge whether the wheels are about to enter the locked state, the wheel speed ■9 detected by the detector 10d is
Inversion of the first comparator 1312 ◇:;; The wheel acceleration Ω is manually input to the child, is input to the lA1γ circuit 12ff, and is obtained by this arithmetic circuit 12ff. are manually applied to the inverting terminal 6P of the second comparator zl and the non-inverting terminal of the third comparator 15g. In the first It comparator 13e, the input to its non-inverting terminal is 11! A comparison is made between the vehicle falling speed vR and the wheel speed V, and the signal λ that loosens the J hydraulic pressure that is controlled when ■□〉■ is the first comparison "A:i".
It is output from l 3 e. In addition, in the second comparator 14g, the base Ht vehicle 1 remaining speed - which is input to the non-inverting terminal
9. and the ratio of wheel acceleration to 99! The bite is done, -
When ΩWll>98, No. 15 β, which loosens the braking oil pressure, is output from the second comparator 14p. Furthermore, is the third comparator +5/c connected to the inverting terminal? 1. standard 1j
Wheel acceleration←0. .

0 and the wheel acceleration 98] When the strike is j-1 and 9>"7wo, the third, ltl; Ix 2
A signal α is output from the jj l 51. This signal α is used to determine whether or not the wheel speed VW is increasing, and the brake oil pressure is determined based on this signal α.

The output terminal of the first ratio 1 calculator 131 is connected to the input terminal of the AND gate 16β.
/ is connected to the input '+iii '7'. Also, the output of the second comparator 14p ◇:;i child is A N +) game l-1
61 and the input terminals of OR gates 1-17N. Furthermore, the output terminal of the third comparison core 15e! , 1:01
IB connection is made to the input terminal of the game 1-17p.

A N I') The output of the gate 16N, r-, is inverted and connected to the ΔND gate 118e, 1.9ρ, and the output ◇ai'T-20i! tangent to Fε
Be it. Also, O Rsu'-l-171h (7) The output terminal r is A N 1. )S-1-l 8p input terminal C
11 connected, the output of the ΔN +) gate IFI'I:
i! The child is connected to the output terminal 221 and inverted to the input terminal of the A N +) game j 19p. Further, the output terminal of A N1) is connected to the output terminal 21N.

In the 1111 transport 1111 section 91) configured in this way, a signal for reducing the braking pressure is output from the output 7:ij terminal 2f)t', 2or, and the output terminal 21j! , 21r output a signal to increase the braking pressure, and the output terminals 22e,
22r outputs a shin blade that keeps the braking pressure constant.

One modulator Mfl has output terminals 20e, 211
．． 22g, and the other modulator Mfr operates in response to signals from output terminals 20r, 21r, and 22r, thereby causing both brakes BfCBf
Anti-rotation and rotational control of r is performed separately.

In FIG. 4, the configuration of the rear wheel control section 9b will be explained.The configuration of this rear wheel control section 9b is similar to the configuration of the front wheel control fff11 section 9a, and the front wheel control section fff11 section q, 6. -341. Ll, engraving part (, Z -)
E (ha, t, 6 u 12. r ai, 1 () zu C4 two same
? J +17 (sign is (・1 and then 1 is -4'') is 37
].

Rear wheel system f111 part 91) 1. ￥c (eye-mouth-power) is the wheel speed force 2- detected by the detector 11ρ and Ilr.
The lower small wheel speed that has been R is input to the first comparator 13 and the l!u calculator. 12 input 1
■Ru.

Of the left and right rear wheels WrLWrr, L:l is the one that is easier to move, Zunawara L (Anti-L-" control is performed in accordance with the small wheel with lower wheel speed, Output/Eggplant 20.21 The operation of both modicollators Mrl! and Mrr is controlled at the same time by the control signal output from 22.j111
be done.

Moreover, in this rear wheel control section 9b, a flip-flop 24, 26 AND gates 125°, and OR gates 1 and 27 are interposed between the output terminal of the first comparator 13 and the input terminal of the ORZ gate 17. be done. Zunawara, first comparison 2':
i l 3 output O: 11 child is Noripf L' knob 2
4]・Connected to input terminal S and A N
I) 1rjt is connected to the input terminal r- of the game I.25. The signal detected by the four-wheel drive detector 2 is AN1]
It is input to one input terminal of the game 12G, and
Inverted and A N +') The other input terminal of the gate 25 -Y
− is input. The seven output terminals Q of the knob 24 are connected to the other input terminal of the AND/r'-1-26. The output terminals of both AND gates 25 and 26 are O
Input of R gate 27 ◇: Connected to h child, OR gate 2
The output terminal of 7 is connected to the input terminal of OR gate 17 (
be done.

Also, the brake operation detector 29, which outputs a high-level signal when detecting a brake operation by the play-1 pedal 28 (see FIG. 2), is activated and the brake input terminal 1 of the differential tip 24 is activated. It reverses and is sold.

According to such a configuration Q, when in two-wheel drive, the output of the A N D game F 26 is at one level, based on the fact that the detection signal of the four-wheel drive detector 2 is low I/hell. , A N l) The output of the gate 1-25 is the signal λ from the first comparison 'j'i l 3 at a high level.
At 3, it becomes Haile ＼ru, OR'r'-1-: ≧
7 to OR data 1-17. -horn,
During four-wheel drive when Furano 12 is connected, the detection signal of four-wheel drive detector 2 is at a high level, and the first ita
The output signal of the i-device 13 (4° regardless of 13Σ, A N I) and the output signal of the gate 25 is at the I''-level. At this time, the Solinobu flop 24 outputs the first comparison: the output of the 13 (,
When the TS signal λ is at a high level, braking 1: 11 end r
Accordingly, the output of the operation detector +10 becomes IJ-1, and the output of the mono 1 output increases i -/-
There is an output from Q, and the output from the AND gate 26 is high-level, and the output from the AND gate 26 is high-level, and the output from the AND gate 26 is high-level, and the output from the AND gate 26 is high-level. A high level signal is input to the Ol'2 gate 17. Of course, during the anti-slip control in the concave drive state, the output of the A N D gate 19, that is, the output of the output terminal 21, does not reach the level H until the end of the braking operation.
The brake oil pressure of the rear wheel brakes Brff and Brr is kept at a residual pressure or kept constant.

Next, to explain the operation of this embodiment, the clutch I
In the state where the
The driving force from the no unit P is transmitted to the rear wheels WrN,
Wrr rotates with the slave fh L. At this time, if the wheels are about to lock, the front wheel brake 13fff, B
fr1j; Individually controlled by the 1-width control section 9a, the rear wheel brake Br1. f3r is simultaneously controlled by the rear wheel control section 9b. And rear-wheel drive? In ff11 part 9b, A
The output of the ND gate 26 is always at a low level, and the action on the rear wheel control section 9b is substantially the same as that on the +iii 4 self-control door section 9,1.

：When controlling the riunochi 1 (transformed 4-wheel drive/rib type)
．． ．． 1) 1till i' same as when driving
Jll is performed, but the brake oil pressure is controlled to be low in rear wheel control::I11 section 9b. 4, rear wheel control section 9
In b, when the wheel [7 knocks 11 is lost due to the residual pressure of play-1 hydraulic pressure, (C No. β).

Although λ becomes Ll- level, ;h1AriJ operation is performed.
, the output of the OR gate 17 is high level, so the output of the AND gate 1.8 is high level.
7> A signal for keeping the brake oil pressure constant is output from the output terminal 22. Therefore, the rear wheel brake l
The brake oil pressure of 3rL13rr remains low, and the slip ratio is reduced.

As a result, +iii import WIN from rear wheels Wrl and Wrr
.

Interference with Wfr is suppressed to a small level, and good anti-rotation and rotation control is performed.

By the way, the road surface conditions may change during braking, and the adhesion coefficient may become smaller. In this case, if the brake oil pressure is kept constant as described above, the oil pressure may become too high. At this time, since Otsuko judges that iTt and lock are likely to control, high level signals β and λ are output from the 10th and 2nd comparators 13 and 14, and the play and 1-hydraulic pressures are output. Residual pressure is performed.

Also, during this four-wheel drive, the front wheel side 1111 section 9. '' controls the front wheel monulators Mr(!, Mrr) individually, so you can get significant effects on braking distance and running stability. Wrr is rigidly connected to the four majors (at the seat, 1111↓QWrn, 11 rin Wrp after Wrr, W
r r C,: Since it affects the song 1 high speed,
The modulus L-rate M[ρ, Mf
In the high speed system that simultaneously controls both wheels, the rear wheels Wr&, Wrr are at a lower speed than the front wheels on the high speed side, which affects the slip ratio, resulting in poor running stability 1). Also, based on the critical illness rate of FL or low force'
Shijikorator Mf7! , Mrr are simultaneously controlled t′
J-level Bandai ■, Rear wheel Wr11 in Lomono! ,
The speed of Wrr becomes higher than the front wheel speed on the low speed side 5L, and the braking distance becomes longer.

As a modification of this j-th embodiment, Flinopf (!knob 2
4 may be made to set the 7th output to high 1° at the rising edge of the signal λ (and set the set output to high 1° at the rising edge or falling of the signal Jβ). It is also possible to make it as follows.

Figure 5 shows the second embodiment of the present invention: 1k4-Monogoan)
, the same Qli4 is used in the part corresponding to the first embodiment.
The + sign is i/j. Rear wheel control unit 9b smell-C17D1
Between the comparator 13 and the A N D gate 26, 1. Chang J Ru Furinobuf 1. :A delay circuit 30 is installed in place of the 2nd part and 24th part. This delay circuit 30 has a fifth
When a signal like the one shown in Figure A (f, l) is input, it becomes high level from q of the signal, and for a certain period of time 'F((for example, 0.5~
It outputs a high-level signal that lasts for only 1 second).

According to this second embodiment, during anti-lock control, the rear wheel W
r12. The brake oil pressure is controlled to be low until a certain period of time T has elapsed from when Wrr is no longer likely to cause sagging. As a result, the rear wheels Wr l, Wr
Interference from r to the front wheels Wrl and l#fr can be suppressed to a small level, making it possible to perform good anti-lock control.

As a modification of the second embodiment, the delay circuit 30 may maintain the signal β at a high level for a certain period of time T.

FIG. 6 shows a third embodiment of the present invention, and the same reference numerals are used for parts corresponding to the waste embodiment described above.

At the 11th tI bit 2, the 13 non-inverted pheasant; 了 = ζ is determined by the function of the switching circuit 32.
ll and the base 7ir wheel speed V, IJ which is faster than I
? $p.

One of the small wheel speeds y and l is selectively inputted to the non-inverting terminal of the second comparator 14, and the switching circuit 33 outputs the base (1 (wheel deceleration -17wo) and the cough A force is selectively inputted to the base wheel deceleration -9, o' which is larger than the base wheel deceleration -9wo.The switching mode of both switching circuits 32 and 33 is determined by the drive circuit 31. Change -t!L7 is observed, and the output of the drive circuit 314.1: four-wheel drive detector 2 (
When No. 4 is at high level, Zunawara four-wheel drive,
The basis of large force rju value ■, Z -%/wo' is the first
and 2m+3 on 21st t. 14, the switching mode of the switching circuits 32 and 33 is changed in order to obtain the p value of 1.

According to this third embodiment, during four-wheel drive VJ, the signals λ and β for relaxing the brake hydraulic pressure tend to be at a higher level in the rear wheel control section 9b than in the front wheel control section 9a (therefore, the rear wheel brake BrN, Brr play-) - The oil pressure is controlled to be lower than the front wheel side, and the front wheel Wff! is controlled from the rear wheels Wry, Wrr to the front wheel Wff! , Wrr can be suppressed to a small level to achieve good anti-lock control (1).

In each of the following embodiments, the rear wheel play 4' B r (
! .

3rr was controlled simultaneously by rj-select bandai,
G may be used for individual control.

C1 Effects of the Invention As described above, according to the present invention, the anti-slip control device controls the brake hydraulic pressure of the 011 wheels.
irun; 11th and 111th part, and control the brake hydraulic pressure of the rear wheels.
[The first one has a rear wheel control section, and the rear wheel control section controls the brake hydraulic pressure to a lower level when the Cranona is engaged than when it is shut off.]
111 to 14 (14), the interference from the rear wheels to the front wheels can be heard to be small during four-wheel drive, and effective anti-cock control can be performed.

[Brief explanation of drawings]

Figures 1 to 4 show a first embodiment of the present invention, in which Figure 1 is a schematic diagram of the drive system, Figure 2 is a schematic diagram of the brake system, and Figure 3 is a schematic diagram of the front wheel control section. A schematic circuit diagram, Fig. 4 is a schematic circuit diagram of the rear wheel control section 0, Figs. 5 and 5A show a second embodiment of the present invention, and Fig. 5 corresponds to Figs. A schematic diagram of the rear wheel control section, FIG. 5A is a characteristic diagram of the delay circuit in FIG. 5, and FIG. 6 is a schematic diagram of the rear wheel side 1111 section corresponding to FIG. 1 of the third embodiment of the present invention. Yes. ■...Clutch, 7...Brake hydraulic system, 9...
・Anti [I, ・Resistance? 111 device, 9J...+ii
t failure 1111 parts, 9 b... rear wheel side i] 11 parts, Af (!, Af r, Are, Δr [... 11
L axis, 13 (1, '13rr...play, 1-1P・
...Power unit, Wf l', Wf r, Wr
I! , Wr r-wheel time permit application person Honda Motor Co., Ltd. [-

Claims (1)

[Claims] A power unit is connected to either the front or rear axle, and the other front or rear axle is connected to the power unit via a clutch that is connected in response to manual operation.
The brake hydraulic system that controls the hydraulic pressure of the brakes attached to the wheels of each axle is equipped with an anti-lock control device that controls the brake hydraulic pressure to reduce when the wheels are about to enter a locked state.An anti-lock brake system. In the four-wheel drive vehicle, the anti-lock control device includes a front wheel control section that controls the brake oil pressure of the front wheels, and a rear wheel control section that controls the brake oil pressure of the rear wheels, and the rear wheel control section is configured to control the brake pressure of the clutch. A four-wheel drive vehicle with an anti-lock brake device, characterized in that the brake hydraulic pressure is controlled to be lower when the brake is connected than when the brake is disconnected.