JPS62258843A - Brake power distribution control device for front and rear wheels of vehicle - Google Patents
Brake power distribution control device for front and rear wheels of vehicleInfo
- Publication number
- JPS62258843A JPS62258843A JP10214486A JP10214486A JPS62258843A JP S62258843 A JPS62258843 A JP S62258843A JP 10214486 A JP10214486 A JP 10214486A JP 10214486 A JP10214486 A JP 10214486A JP S62258843 A JPS62258843 A JP S62258843A
- Authority
- JP
- Japan
- Prior art keywords
- rear wheel
- fluid pressure
- vehicle
- wheel brake
- rear wheels
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000012530 fluid Substances 0.000 claims abstract description 23
- 238000001514 detection method Methods 0.000 claims description 4
- 230000001133 acceleration Effects 0.000 abstract description 8
- 238000010586 diagram Methods 0.000 description 4
- 230000001105 regulatory effect Effects 0.000 description 4
- 230000001276 controlling effect Effects 0.000 description 2
- 230000000994 depressogenic effect Effects 0.000 description 2
- 230000000630 rising effect Effects 0.000 description 2
- 101150067539 AMBP gene Proteins 0.000 description 1
- 235000017858 Laurus nobilis Nutrition 0.000 description 1
- 244000125380 Terminalia tomentosa Species 0.000 description 1
- 235000005212 Terminalia tomentosa Nutrition 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
Landscapes
- Hydraulic Control Valves For Brake Systems (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野ン
本発明は車両の旋回状ＭＫ応じて前後輪ブレーキ力配分
が最適となるようにするための装置に関するものである
。DETAILED DESCRIPTION OF THE INVENTION (Industrial Field of Application) The present invention relates to a device for optimizing front and rear wheel brake force distribution in accordance with the turning shape of a vehicle.
・（従来の技術）
従来の前後輪ブレーキ力配分制御は、例えば昭和５５年
１月２０日Ｃ株）山海堂発行「自動車工学全書」ｔＪｃ
１２巻「タイヤ、ブレーキ」編の第２０５自〜第２０８
負に記載されているような液圧制御弁を後輪ブレーキ系
に挿入して後輪ブレーキ液圧（ｖｋ輪ブレーキ力）を前
輪のそれに対し上昇制限するものであった。・(Prior art) Conventional front and rear wheel brake force distribution control is described, for example, in "Automotive Engineering Complete Book" published by Sankaido, January 20, 1980 (C stock), tJc.
Volume 12 “Tires, Brakes” Volume 205-208
A hydraulic pressure control valve as described in the negative was inserted into the rear wheel brake system to limit the rear wheel brake hydraulic pressure (vk wheel brake force) from increasing with respect to that of the front wheels.
かかる前後輪ブレーキ力配分制御装置は、通常のｎＪ車
次状態理想的な（前後輪が同時にロックに至るような）
ＩｉｒＩｖｋ輪ブレーキカ配分特性が第４図中ａで示す
如き順向を持つことから、ｂ点（スプリットポイント）
迄は前後輪ブレーキ液圧を同じにし、それ以後後輪ブレ
ーキ液圧を実機で示す如くに上昇制限して、前後輪ブレ
ーキ力配分を理想に近付けるようにしたものである。This front and rear wheel brake force distribution control device is ideal for normal nJ vehicle conditions (where the front and rear wheels lock at the same time).
Since the IirIvk wheel brake force distribution characteristic has a forward direction as shown by a in Fig. 4, point b (split point)
Until then, the front and rear brake fluid pressures were kept the same, and thereafter the rear wheel brake fluid pressure was restricted from increasing as shown in the actual machine, so that the front and rear wheel brake force distribution was brought closer to the ideal.
なお、積置状＠（昨体荷しシ）の変化に応じ理想の前後
輪ブレーキ力配分時性が第４図中ａで示すと同じ開開を
保って図中上下方向に変化することから、ｓｉｔ状態の
変化に応じスブリットポイントｂを変化させるようなロ
ードセンシングパルプを用いた装置も従来よりある。In addition, as the loading condition changes, the ideal front and rear wheel brake force distribution changes in the vertical direction in the figure while maintaining the same opening and opening as shown in a in Fig. 4. There has also been a conventional device using load sensing pulp that changes the split point b in response to changes in the sit condition.
（発明が解決しようとする問題点）
ところで、理想の前後輪ブレーキ力配分特性は、槓屯状
弗のみによって変化するに非ず、車両が直進中か旋回中
かに応じ、又旋回状７１１に応じても変化する。つまり
、旋回中は車体に横加速度が加わり、スピンし易いため
、スピン防止のために行なう後輪ブレーキ液圧の制限を
直進中よりも強める必要があり、又、急旋回になるほど
この制限を強める必要があることを確かめた。(Problem to be Solved by the Invention) By the way, the ideal front and rear wheel brake force distribution characteristics do not change only depending on the shape of the turret, but also vary depending on whether the vehicle is traveling straight or turning. It changes depending on the situation. In other words, while turning, lateral acceleration is applied to the car body, making it more likely to spin, so it is necessary to restrict the rear wheel brake fluid pressure to prevent spins more strongly than when driving straight, and the sharper the turn, the stronger this restriction is. I made sure it was necessary.
しかるに従来、車両の旋回状態に応じて前後輪ブレーキ
力配分を適正に制御しようとするものはな（、上記の要
求を満足させることができなかった。However, in the past, there has been no attempt to appropriately control the distribution of brake force between the front and rear wheels in accordance with the turning state of the vehicle (and none have been able to satisfy the above requirements).
（問題点を解決するための手段）
本発明は上記の点に鑑み車両の旋回状態に応じた前後輪
ブレーキ力配分制御を可能圧しようとするもので
区画の旋回状態を検知する旋回状態検知手段と、この旋
回状態に応じた最適な前後輪ブレーキ力配分割合を演算
するコン）ａ−ラと、
この前後輪ブレーキ力配分割合に対応した前後輪ブレー
キ液圧の配分制御を行なうブレーキ液圧制御弁とを具備
してなることを特徴とする。(Means for Solving the Problems) In view of the above points, the present invention attempts to enable front and rear wheel brake force distribution control according to the turning state of the vehicle, and is a turning state detection means for detecting the turning state of a section. , a controller that calculates the optimal front and rear wheel brake force distribution ratio according to this turning condition, and a brake fluid pressure control that performs front and rear wheel brake fluid pressure distribution control corresponding to this front and rear wheel brake force distribution ratio. It is characterized by comprising a valve.
（作用）
車両は前後輪へのブレーキ液圧の供給により制動される
。この制動中コントローラは、旋回状態検知手段により
検知した車両の旋回状態に応じた最適な前後輪ブレーキ
力配分割合を求める。ブレーキ液圧制御弁はこの最適な
前後輪ブレーキ力配分割合に対応した＃後輪ブレーキ液
圧の配分制御を行ない、これら前後輪ブレーキ液圧によ
り前後輪を個別に作動させて車両の上記制動を遂行する
。(Operation) The vehicle is braked by supplying brake fluid pressure to the front and rear wheels. This braking controller determines an optimal front and rear wheel brake force distribution ratio according to the turning state of the vehicle detected by the turning state detecting means. The brake fluid pressure control valve controls the distribution of rear wheel brake fluid pressure in accordance with this optimal front and rear brake force distribution ratio, and uses these front and rear brake fluid pressures to operate the front and rear wheels individually to achieve the above braking of the vehicle. carry out.
従って、前後輪プレーギ力配分が車両の旋回状態毎に適
正なものとなり、１画のスピンを生じ易い旋回中と碓も
当該スピンの発生を確実に禁じ得て、走行安全性を高め
得ることとなる。Therefore, the front and rear wheels' steering force distribution becomes appropriate for each turning state of the vehicle, and even during turns where single-stroke spin is likely to occur, it is possible to reliably prevent the occurrence of spin, thereby improving driving safety. Become.
（実施例） 以下、図示の実施例に基づき本発明の詳細な説明する。(Example) Hereinafter, the present invention will be described in detail based on illustrated embodiments.
第１図は本発明装置の一実施例で、図中１はブレーキペ
ダル、２はその踏込みにより液圧を出力するタンデムマ
スターシリンダ、３は前輪ホイールシリンダ、４は後輪
ホイールシリンダ、５はブレーキ液圧制御弁を夫々示す
。Fig. 1 shows an embodiment of the present invention device, in which 1 is a brake pedal, 2 is a tandem master cylinder that outputs hydraulic pressure when the brake pedal is depressed, 3 is a front wheel cylinder, 4 is a rear wheel cylinder, and 5 is a brake. Each hydraulic pressure control valve is shown.
ブレーキ液圧制御弁５は、昭和４７年４月日産自動車（
株）発行「８産す−ビス周報第２４７号（Ｌ−８）ニラ
サンローレルＨＣ１８０型系車」第１１５貞７１１１至
第１１７頁にＮＰパルプとして開示すれたプａポーショ
ニングバルプと基本的には同じもので、パルプポデー１
０内にプランジャ１１を摺動自在に嵌合し、このプラン
ジャを調圧ばね１２により図示の限界位置に弾支する。The brake fluid pressure control valve 5 was manufactured by Nissan Motor Co., Ltd. in April 1971 (
Basically, it is the a-portioning pulp disclosed as NP pulp in "8 Productions Bis Bulletin No. 247 (L-8) Nirasan Laurel HC180 Series Vehicles" published by Co., Ltd., pages 115-7111 to 117. are the same, Pulppoda 1
A plunger 11 is slidably fitted into the inside of the plunger 1, and this plunger is elastically supported by a pressure regulating spring 12 at the limit position shown in the drawing.
プランジャ１１が図示位置より下方に変位する時、パル
プボデー１０に固定のりツブシール１３と共働して該リ
ップシールの中心開口を基ぐ突条１１ａをプランジャ１
１に設け、リップシール１３の前後に配してパルプボデ
ー１０に液圧入口ボート１４及び液圧出口ポート１５を
穿設する。When the plunger 11 is displaced downward from the illustrated position, it cooperates with the lip seal 13 fixed to the pulp body 10 to move the protrusion 11a based on the central opening of the lip seal onto the plunger 1.
1, and a hydraulic inlet boat 14 and a hydraulic outlet port 15 are provided in the pulp body 10 before and after the lip seal 13.
プランジャ１１の図中上端面は室１６に臨ませ、この室
に通ずるよう液圧入口ポート１７及び液圧出口ボート１
８を設ける。The upper end surface of the plunger 11 in the figure faces the chamber 16, and the hydraulic inlet port 17 and the hydraulic outlet port 1 communicate with this chamber.
8 will be provided.
入口ボート１４．１７に夫々タンデムマスターシリンダ
２の２個の液圧出口ポートを接続し、液圧出口ボート１
５は後輪ホイールシリンダ４に、又液圧出口ボート１８
は前輪ホイールシリンダ３に夫々接続する。Connect the two hydraulic outlet ports of the tandem master cylinder 2 to the inlet boats 14 and 17, respectively, and connect the hydraulic outlet ports 1 to the inlet boats 14 and 17 respectively.
5 to the rear wheel cylinder 4, and the hydraulic outlet boat 18
are connected to the front wheel cylinders 3, respectively.
調圧ばね１２はばねＰ！１１１９を介してアジャスタ２
０に支持し、アジャスタ２０はパルプボデー１０に螺合
してねじ込み加減によりばね１２のばね力を変更するも
のとする。アジャスタ２０にはそのねじ込み加減を′ｖ
Ｉ４整するために、ギヤ２１ビ介してステップモータｚ
２に駆動連結する。ステップモータｚ２の回転駆動位置
をコントローラ２８により制御するようになし、コント
ローラ２３に旋回状態検知手段としての横Ｇセンサ２４
が検知する車両の積別速度Ｇ（旋回状態）Ｋ関した情報
を供給する。The pressure regulating spring 12 is the spring P! Adjuster 2 via 1119
0, and the adjuster 20 is screwed onto the pulp body 10 to change the spring force of the spring 12 by adjusting the degree of screwing. The adjuster 20 should be screwed in carefully.
In order to adjust I4, step motor Z is connected through gear 21
Drive connection to 2. The rotation drive position of the step motor z2 is controlled by a controller 28, and the controller 23 is equipped with a lateral G sensor 24 as a turning state detection means.
provides information related to the vehicle's classification speed G (turning state) K detected by the vehicle.
なお、嘔加速度Ｇは１速と操蛇角とで決まるから、これ
らを検出するセンナの出力から演算することも可能であ
る。Note that since the acceleration G is determined by the first speed and the steering angle, it can also be calculated from the output of the sensor that detects these.
コントローラ２３は第２図に示す機能により横加速度Ｇ
を３種の横加速度基準値Ｇａ、 Ｇｈ 、 Ｇ。The controller 23 controls the lateral acceleration G by the function shown in FIG.
and three types of lateral acceleration reference values Ga, Gh, and G.
（Ｇａ＜ Ｇｂ＜ Ｇ。）と比穀する。Ｇ＜Ｇ、ｌでは
直進と見做して液圧制御弁５のスプリットポイン）ｂを
ｂ□に設定し、これにより前後輪ブレーキ力配分特性が
第３図中ａ１の如きものとなって直進中の理想特性に近
似するようＫなす。又、Ｇａ＜Ｇ≦Ｇｂでは緩旋回と見
做して液圧制御弁５のスプリットポイントｂをす、に設
定し、これにより前後輪ブレーキ力配分特性が第３図中
ａ２の如きものとなって緩旋回中の理想特性に近似する
ようになす。(Ga<Gb<G.). When G<G, l, it is assumed that the vehicle is traveling straight, and the split point b of the hydraulic pressure control valve 5 is set to b□.As a result, the front and rear wheel brake force distribution characteristics become as shown in a1 in Fig. 3, and the vehicle travels straight. K is made to approximate the ideal characteristics inside. In addition, when Ga<G≦Gb, it is assumed that the vehicle is turning slowly, and the split point b of the hydraulic control valve 5 is set to , so that the front and rear wheel brake force distribution characteristics become as shown in a2 in Fig. 3. to approximate the ideal characteristics during slow turns.
更に、Ｇｈ＜Ｇ≦Ｇｏでは中旋回と見；故して液圧制御
弁５のスプリットポイン）ｂをす、に設定し、これによ
り前後輪ブレーキ力配分特性がｆ８３図中図中の如ぎも
のとなって中旋回中の理想特性に近似するようになす。Furthermore, when Gh<G≦Go, it is considered as a mid-turn; therefore, the split point (b) of the hydraulic pressure control valve 5 is set to S, and as a result, the front and rear wheel brake force distribution characteristics become as shown in Fig. f83. This approximates the ideal characteristics during mid-turn.
最後に、Ｇ＞Ｇｃでは急旋回と見做して液圧制御弁５の
スプリットポイン）りをす、に設定し、これにより前後
輪ブレーキ力配分特性が第８図中ａ、の如ぎものとなっ
て急旋回中の理＠特性に近似するようになす。Finally, when G > Gc, it is assumed that it is a sharp turn, and the split point of the hydraulic control valve 5 is set to 0. As a result, the front and rear wheel brake force distribution characteristics become as shown in a in Fig. 8. This will approximate the characteristics during a sharp turn.
ちなみに、第３図中各特性ａ０〜ａ、においてスプリッ
トポイントｂ０〜ｂ、迄は前後輪ブレーキ力が等しく、
それ以後後輪ブレーキ力が前輪ブレーキ力より小さい。By the way, in each characteristic a0 to a in Fig. 3, the front and rear wheel braking forces are equal from split point b0 to b.
After that, the rear wheel braking force is smaller than the front wheel braking force.
但しす、＝０であるからａ、特性は全域において後輪ブ
レーキ力が前輪ブレーキ力より小さい。However, since = 0, a characteristic is that the rear wheel braking force is smaller than the front wheel braking force over the entire region.
なお、ブレーキ液圧制御弁５のスプリットポイン）ｂは
周知の如く調圧ばね１２のばね力で決まり、このばね力
が大ぎくなるほどスプリットポイントが上昇する。従っ
て、コントローラ２３はステップモータ２ｚの駆動位置
制御によりギヤ２１を介しアジャスタ２０のねじ込み量
を制御するに当っては、上述の如くに設定したスプリン
トポイントの上昇につれ白該ねじ込み積を犬ぎくするよ
（う機能するものとする。
ｊ上記実施例の作用を次に説明する。As is well known, the split point b of the brake fluid pressure control valve 5 is determined by the spring force of the pressure regulating spring 12, and the larger the spring force, the higher the split point. Therefore, when controlling the screwing amount of the adjuster 20 via the gear 21 by controlling the drive position of the step motor 2z, the controller 23 controls the screwing amount to become sharper as the sprint point set as described above rises. (Assuming it works.
j The operation of the above embodiment will be explained next.
ブレーキペダル１の踏込み時マスターシリンダ２はその
踏込み力に応じたマスターシリンダ液圧ＰＭをポート１
４．ｌ？に出力する。ポート１７へのマスターシリンダ
液圧Ｐ、は室１６及びポート１８を経て常時そのまま前
輪ブレーキ液圧ＰＦとしてホイールシリンダ８に供給さ
れ、前輪の制動に供される。他方、ボー）１４へのマス
ターシリンダ液圧ＰＭは弁５により以下の如くに制御さ
れ、後輪ブレーキ液圧ＰＲとしてポート１５よりホイー
ルシリンダ４に向かい、後輪の制動に供される。When the brake pedal 1 is depressed, the master cylinder 2 transfers the master cylinder hydraulic pressure PM to the port 1 according to the depression force.
4. l? Output to. The master cylinder hydraulic pressure P to the port 17 is always supplied as is to the wheel cylinder 8 as the front wheel brake hydraulic pressure PF through the chamber 16 and the port 18, and is used for braking the front wheels. On the other hand, the master cylinder hydraulic pressure PM to the bow 14 is controlled by the valve 5 as follows, and is directed to the wheel cylinder 4 from the port 15 as the rear wheel brake hydraulic pressure PR, and is used for braking the rear wheels.
即ち、プランジャＩＩＫは室１６においてＰＭ＝ ｐ、
による図中下向きの力と、後輪ブレーキ液圧ＰＲが突条
１１ａに作用して生ずる図中下向きの力とが、調圧ばね
１２と対抗するよう作用している。しかして、マスター
シリンダ液圧ＰＭが低くてブレーキ液圧ｐＦ、 ｐＲも
低し、＞間は、ばね１２のばね力が打勝ってスプール１
１を図示の位置に弾支し、突条１１ａ及びリップシール
１３間を開いており、後輪ブレーキ液圧ＰＲはマスター
シリンダ液圧ＰＭ及び前輪ブレーキ液圧Ｐ、に等しい。That is, plunger IIK is in chamber 16 PM=p,
A force directed downward in the figure due to the rear wheel brake fluid pressure PR acting on the protrusion 11a and a force directed downward in the figure generated by the rear wheel brake fluid pressure PR acting on the protrusion 11a act against the pressure regulating spring 12. As a result, the master cylinder hydraulic pressure PM is low and the brake hydraulic pressures pF and pR are also low.
1 is resiliently supported in the illustrated position, and the protrusion 11a and the lip seal 13 are open, and the rear wheel brake hydraulic pressure PR is equal to the master cylinder hydraulic pressure PM and the front wheel brake hydraulic pressure P.
マスターシリンダ液圧Ｐ、 （ＰＦ、 ＰＲ）が上昇し
、ばね１２のばね力で決まるスプリットポイント近（に
なると、プランジャ１１は液圧ｐ、 、 ＰＲによる図
中下向きの力を増大されてばね１２に抗し図中下降され
る。スプリットポイントに達する瞬時、突条１１ａはり
ツブシール１３に接してポート１４．１５間を遮断し、
それ以後後輪ブレーキ液圧ＰＲを以下の如くに上昇制限
し始める。When the master cylinder hydraulic pressure P, (PF, PR) rises and approaches the split point (determined by the spring force of the spring 12), the plunger 11 increases the downward force in the figure due to the hydraulic pressure p, , PR, and the spring 12 At the moment it reaches the split point, the protrusion 11a contacts the tongue seal 13 and blocks the ports 14 and 15.
After that, the rear wheel brake fluid pressure PR starts to be restricted from rising as follows.
即ち、突１１１ａがリップシール１３に接した時、ボー
）１４からのマスターシリンダ液圧ＰＭがプランジャ１
１に図中上向ぎの力を及ぼし、これをばね１２のばね力
とで押戻す。これにより突条１１ａがリップシール１３
から離れると、ポート１４からのマスターシリンダ液圧
Ｐ、による図中上向きの力がなくなり、プランジャ１１
は再び下降する。かかる作用の繰返しにより、後輪ブレ
ーキ液圧ＰＲはスプリットポイント以漫のマスターシリ
ンダ液圧ＰＭの上昇中、これより低い上昇塞で上昇し、
前後輪ブレーキ力配分制御を行なうことができる。That is, when the protrusion 111a contacts the lip seal 13, the master cylinder hydraulic pressure PM from the bow 14 is applied to the plunger 1.
An upward force is applied to 1 in the figure, and this is pushed back by the spring force of spring 12. As a result, the protrusion 11a is attached to the lip seal 13.
When the plunger 11 is separated from the
falls again. By repeating this action, the rear wheel brake hydraulic pressure PR increases at a lower rising point while the master cylinder hydraulic pressure PM increases after the split point,
Front and rear wheel brake force distribution control can be performed.
ところでこの間コントローラｚ３は、センサｚ４で横細
した車両の横加速度Ｇに応じ最適な前後輪ブレーキ力配
分特性を求め、この時性に対応したスプリットポイント
が得られるようステップモータ２２によりギヤ２１を介
してアジャスタｚＯのねじ込み量を加減し、調圧ばね１
２のばね力ｗ ｔｊｔ４ｇする。従って、Ｇ≦Ｇ、の直
進時、Ｇう〈Ｇ≦Ｇｂの緩旋回時、Ｇｂ＜Ｇ≦００の中
旋回時、及びＧ ＞ Ｇｏの急旋回時で夫々、スプリッ
トポイントｂをｂ工〜ｂ、の如（変化させて、前後輪ブ
レーキ液圧（Ｐ、 、 ｐＲ”）配分特性（前後輪ブレ
ーキ力配分特性）を第３図中ａ工〜ａ４の如く旋回状態
毎に理想特性に近似させることができる。During this time, the controller z3 uses the sensor z4 to determine the optimal front and rear wheel brake force distribution characteristics according to the lateral acceleration G of the narrowed vehicle, and uses the step motor 22 to control the brake force distribution through the gear 21 so that a split point corresponding to the timing is obtained. Adjust the amount of screw-in of adjuster zO, and tighten the pressure adjustment spring 1.
2 spring force w tjt4g. Therefore, when going straight ahead with G≦G, when making a slow turn with G<G≦Gb, when making a medium turn with Gb<G≦0, and when making a sharp turn with G>Go, the split point b should be changed from b to b. , to approximate the front and rear wheel brake fluid pressure (P, , pR'') distribution characteristics (front and rear wheel brake force distribution characteristics) to the ideal characteristics for each turning condition as shown in a-a4 in Figure 3. be able to.
尚、上記実施例ではスプリットポイントｂをｂ□〜ｂ、
の４段切換とした例を示したが、段数を増す事により、
より細かな制御が可能となる事は言うまでもない。In addition, in the above embodiment, the split point b is b□~b,
We have shown an example of 4-stage switching, but by increasing the number of stages,
Needless to say, more detailed control becomes possible.
（発明の効果）
か（して本発明装置は上述の如く、前後輪ブレーキ力配
分を車両の旋回状態に応じて制御する構成としたから、
当該配分を旋回状態に応じた適正なものにし得て、車両
のスピンを生じ易い旋回中と碓も当該スピンの発生を確
実に防止することができ、走行安全性を高めることが可
能となる。(Effects of the Invention) As described above, the device of the present invention is configured to control the front and rear wheel brake force distribution according to the turning state of the vehicle.
The distribution can be made appropriate according to the turning state, and even during turns when the vehicle is likely to spin, it is possible to reliably prevent the occurrence of spin, and it is possible to improve driving safety.
【図面の簡単な説明】
第１図は本発明前後輪ブレーキ力配分制御装置の一実施
例を示すシステム図、
第２図は同装置におけるコントローラの機能フローチャ
ート、
第３図は本発明装置による前後輪ブレーキ力配分特性を
示す線図、
槙４図は従来の前後輪ブレーキ力配分制御装置による液
圧制御特性図である。
１・・・ブレーキペダル
２・・・タンデムマスターシリンダ
３・・・前輪ホイールシリンダ
４・・・後輪ホイールシリンダ
５・・・ブレーキ液圧？ＩｔＩｌ＠弁
１０・・・バルプボｆ−１１・・・スプール１ｚ・・・
調圧ばね １３・・・リップシール２０・・・
アジャスタ ２１・・・ギヤ２２・・・ステップ
モータ ２８・・・コントローラ２４・・・横Ｇセン
サ（旋回状態検知手段）特許出願人 日産自動車株式会
社
第２図[Brief Description of the Drawings] Fig. 1 is a system diagram showing an embodiment of the front and rear wheel brake force distribution control device of the present invention, Fig. 2 is a functional flowchart of the controller in the device, and Fig. 3 is a system diagram showing an embodiment of the front and rear wheel brake force distribution control device of the present invention. Diagram 4 showing wheel brake force distribution characteristics is a hydraulic pressure control characteristic diagram by a conventional front and rear wheel brake force distribution control device. 1... Brake pedal 2... Tandem master cylinder 3... Front wheel cylinder 4... Rear wheel cylinder 5... Brake fluid pressure? ItIl@Valve 10...Valve f-11...Spool 1z...
Pressure adjustment spring 13...Lip seal 20...
Adjuster 21...Gear 22...Step motor 28...Controller 24...Lateral G sensor (turning state detection means) Patent applicant Nissan Motor Co., Ltd. Figure 2
Claims (1)
ており、これら配管を通る前後輪ブレーキ液圧により前
記前後輪を個別に制動するようにした車両において、 車両の旋回状態を検知する旋回状態検知手段と、該旋回
状態に応じた最適な前後輪ブレーキ力配分割合を演算す
るコントローラと、 該前後輪ブレーキ力配分割合に対応した前記前後輪ブレ
ーキ液圧の配分制御を行なうブレーキ液圧制御弁とを具
備してなることを特徴とする車両の前後輪ブレーキ力配
分制御装置。[Scope of Claims] 1. In a vehicle in which brake piping is independent between at least one set of front and rear wheels, and the front and rear wheels are individually braked by front and rear brake fluid pressure passing through these piping, a turning state detection means for detecting a turning state; a controller for calculating an optimal front and rear wheel brake force distribution ratio according to the turning state; and a controller for controlling the distribution of the front and rear wheel brake fluid pressure corresponding to the front and rear wheel brake force distribution ratio. 1. A front and rear wheel brake force distribution control device for a vehicle, comprising a brake fluid pressure control valve for controlling the front and rear wheels of a vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10214486A JPS62258843A (en) | 1986-05-06 | 1986-05-06 | Brake power distribution control device for front and rear wheels of vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10214486A JPS62258843A (en) | 1986-05-06 | 1986-05-06 | Brake power distribution control device for front and rear wheels of vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS62258843A true JPS62258843A (en) | 1987-11-11 |
Family
ID=14319556
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10214486A Pending JPS62258843A (en) | 1986-05-06 | 1986-05-06 | Brake power distribution control device for front and rear wheels of vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62258843A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01180358U (en) * | 1988-06-10 | 1989-12-26 | ||
| WO1993011007A1 (en) * | 1991-11-29 | 1993-06-10 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Method and apparatus for controlling rear wheel braking force |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60248466A (en) * | 1984-05-21 | 1985-12-09 | Nissan Motor Co Ltd | Braking force control device for car |
-
1986
- 1986-05-06 JP JP10214486A patent/JPS62258843A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60248466A (en) * | 1984-05-21 | 1985-12-09 | Nissan Motor Co Ltd | Braking force control device for car |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01180358U (en) * | 1988-06-10 | 1989-12-26 | ||
| WO1993011007A1 (en) * | 1991-11-29 | 1993-06-10 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Method and apparatus for controlling rear wheel braking force |
| US5480221A (en) * | 1991-11-29 | 1996-01-02 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Rear wheel braking force control method and an apparatus therefor |
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