JPS6317161A - Antiskid brake device for automobile which is equipped with brake hydraulic pressure holding function - Google Patents

Abstract

PURPOSE:To prevent the slippery descent of a car by holding the hydraulic pressure on the ordinary stop by utilizing an actuator installed onto an antiskid brake device and carrying out the release of the holding of the hydraulic pressure on advance from the hydraulic pressure holding state, at a specific timing. CONSTITUTION:A control circuit 9 is installed which outputs a signal for holding the brake hydraulic pressure, judging the stop by the brake operation when each wheel speed signal supplied from wheel sensors 7a and 7b is smaller than the standard wheel speed signal corresponding to the car speed immediately before stop, and the deceleration speed signal of a G sensor 8 is below a prescribed value. The control circuit 9 is constituted so that the signal for increasing the timing up to the release of the holding of the hydraulic pressure from the time when a signal is outputted from a gear position switch 11 and a clutch switch 13 after the temporary stop due to the holding of the hydraulic pressure as the output signal of an inclination angle sensor 12 becomes large. Further, the captioned device is constituted so that the signal for releasing the brake hydraulic pressure is outputted by the output signal of a parking brake switch 14.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to an anti-skid brake device for automobiles with a brake fluid pressure holding function.

Conventional technology In automobiles, when sudden braking is applied while driving, the wheels may stick (
In order to prevent this, the system detects in advance the state of slipping or irregular turning (locked wheels), and uses this detected signal to apply the brake system. An anti-skid brake device for controlling brake fluid pressure has already been developed and is in general use (see, for example, Japanese Patent Laid-Open No. 56-34553).

In addition, in order to make it easier to maintain the brake on a hill and start on a slope, when braking on a slope with the brake pedal depressed and the clutch released, the braking state is maintained even if the foot is released from the brake pedal once depressed. Hold it as it is, and when you start moving, the above-mentioned brake holding state y,! ] has already been developed in which a brake fluid pressure retaining device that releases the brake fluid pressure is interposed in the brake fluid pressure piping from the master cylinder to the wheel cylinder (for example, see Jitsugatsu No. 55-33822).

Problems to be Solved by the Invention Conventionally, an anti-skid brake device and a brake fluid pressure holding device as described above were installed separately in a vehicle, and in this case, a solenoid valve was installed in the brake fluid pressure piping system. Since a hydraulic pressure holding valve and a hydraulic pressure holding valve are interposed therein, there is a risk that the reliability will be reduced by that amount, and there is a problem that the cost will increase due to an increase in the number of parts.

The present invention is based on the fact that an anti-skid brake device has a function of controlling brake fluid pressure, and provides an anti-skid brake device that has a function of maintaining brake fluid pressure by adding a small number of parts.

Means for Solving the Problems The present invention provides an actuator that is installed in the hydraulic piping leading from the master cylinder to the brake device of each wheel and that controls the maintenance and increase/decrease of the braking fluid pressure in the hydraulic piping. A controller that maintains the brake fluid pressure and issues an increase/decrease signal based on the output signals of a wheel sensor that detects the speed and issues a wheel speed signal, and a G sensor that detects the deceleration of the vehicle and issues a deceleration signal. In an anti-skid brake device configured to be driven by an increase/decrease signal, a reference wheel speed signal generator outputs a reference wheel speed signal corresponding to a vehicle speed that can be determined to be on the verge of stopping, and a gear position is any position other than the neutral position. A gear position switch that detects the position and outputs a signal, a tilt angle sensor that detects the longitudinal tilt angle of the vehicle body and outputs a signal proportional to the tilt angle, and a position slightly before the clutch engagement position. A clutch switch that outputs a signal is provided, and braking is performed when the wheel speed signal of the wheel sensor is smaller than the reference wheel speed signal of the reference wheel speed signal generator and the deceleration signal of the G sensor is greater than or equal to a predetermined value. The brake fluid pressure is held when it is determined that the brake is stopped due to operation, and the brake fluid pressure that was held is released after a signal is output from both the gear position switch and the clutch switch after a temporary stop due to the brake fluid pressure being held. The output signal of the parking switch, which is activated when the parking brake is applied after a temporary stop due to maintaining the brake fluid pressure mentioned above, is used to control the timing until the parking brake is applied. The present invention is characterized in that a logic circuit for issuing a signal to release the brake fluid pressure is provided in the control circuit of the anti-skid brake device.

By adopting the above configuration, the present invention uses an actuator that increases and decreases the braking fluid pressure of the anti-skid brake device to maintain the fluid pressure during a normal stop +h, and also maintains the fluid pressure when the road surface is sloping. Accordingly, the timing of the engagement timing of the clutch and the timing of releasing the held brake fluid pressure can be adjusted to prevent the occurrence of slipping or dragging due to the discrepancy between the two timings.

Example An embodiment of the present invention will be described with reference to the accompanying drawings.

In Fig. 1.2, 1 is a brake pedal, 2 is a brake assist device, 3 is a master cylinder, 4 is a front wheel, and 5 is a rear wheel. By depressing the brake pedal l, the master cylinder 3 is activated via the brake assist device 2. Operated, front brake L/-+4a, 4b and rear brake 5a.

Hydraulic pressure is supplied to the wheel cylinder 5b to apply the brake.

Reference numeral 6 denotes an actuator that is installed in the hydraulic piping to the wheel cylinders of the rear brakes 5a and 5b and controls the increase and decrease of the braking fluid pressure in the hydraulic piping.The actuator 6 detects the wheel speed of the rear wheel 5. The brake fluid is controlled by the control device 9 which maintains the brake fluid pressure and issues an increase/decrease signal based on the re-output signals of the wheel sensors 7a and 7b that issue wheel speed signals and the G sensor 8 that detects the deceleration of the vehicle and issues a deceleration signal. It is driven by pressure maintenance and increase/decrease values.

In the above, the frequency signals from the wheel cylinders 7a and 7b are converted into voltage signals by the frequency voltage converter F/V, noise is removed by the low frequency filter LPF, and then the speeds of the left and right wheels are determined. select high
It is manually operated by the select low circuit (SH/5L) 9a. A simulated vehicle speed is determined from the select high signal SH selected by the select high/select low circuit 9a and the deceleration signal of the G sensor 8, and this is multiplied by a slip ratio (approximately 0.8) to obtain an ideal vehicle speed pattern. This pattern is compared with the select low signal SL to determine whether it is positive or negative, and the select low signal is differentiated to calculate the acceleration/deceleration of the wheel, and the magnitude of the predetermined deceleration -g and 10 g is determined. Based on these results, the control circuit 9b selects a brake fluid pressure signal indicating whether to increase, maintain, or decrease the brake fluid pressure, and drives the actuator 6.

In the conventional anti-skid brake device as described above, the present invention provides a reference wheel speed signal (a voltage signal V corresponding to a wheel speed at which it can be determined that the vehicle is on the verge of stopping at a low vehicle speed of about 1 to 2 Ks).
o); a gear position switch 11 that detects that the gear position is at any position other than the neutral position and outputs a signal; and a gear position switch 11 that detects the tilt angle of the vehicle body in the longitudinal direction and A tilt angle sensor 12 that outputs a signal proportional to the tilt angle, and a clutch switch 13 that outputs a signal at a position slightly before the clutch engagement position are provided, and the control device 9 of the anti-skid brake device selects select high and select. Low circuit 9a
When the high select signal SH of is smaller than the reference wheel speed signal vO of the reference wheel speed signal generator IO and the vehicle body deceleration generated by the G sensor 8 is below a predetermined value, it is determined that the stop is due to normal braking. A signal is output from the gear position switch 11 when the clutch pedal is depressed to set the gear position to any position other than the neutral position after a temporary stop due to the holding of the brake fluid pressure. The tilt angle sensor 1 measures the timing from when a signal is output from the clutch switch 13 when the pedal is released until the held brake fluid pressure is released.
The brake fluid pressure is released by a signal that is variably controlled to increase as the output signal 2 becomes larger, and the on signal of the parking brake switch 14 that is turned on when the parking brake is applied after a temporary stop by holding the brake fluid pressure. A logic circuit 16 is provided in the control circuit 9b of the anti-skid braking device, which also generates a signal to release the self-holding state of the self-power holding circuit 15 provided in the power supply circuit of the anti-skid braking device. That is.

In L, brake fluid pressure maintenance is anti-skid brake operation 11? This is done when the deceleration is below a predetermined value, which is much smaller than the set deceleration, and when the vehicle speed is below the reference vehicle speed Vo, so it does not interfere with the anti-skid brake operation, and a signal is output from the clutch switch 13. The timing from when the brake fluid pressure is released is variably controlled according to the output signal of the inclination angle sensor 12, so by setting the position where the clutch switch 13 outputs the signal far away from the clutch engagement position, the timing can be changed suddenly. When stopping temporarily on a slope, the brake fluid pressure is released just before the clutch engages, making the slippage relatively small, and when stopping on a flat road or a gentle slope, the brake fluid pressure is released well before the clutch engages. to prevent brake dragging.
It is possible to F.

Furthermore, when the temporary stop rFL brake fluid pressure is held on a slope, the retained brake fluid pressure is released by applying the parking brake, so the parking brake can be operated while the brake fluid pressure is being held. This solves the problem that it is difficult to tell whether or not the parking brake is fully applied even when the parking brake is operated.
By turning off the self-power supply holding circuit 15, it is possible to turn off the energizing circuit of the entire anti-skid brake device with a braking fluid pressure holding function, thereby reducing power consumption.

Note that the self-power holding circuit 15 remains energized unless the parking brake is operated, and the self-maintenance of the energized state is released by operating the parking brake, but when the parking brake is returned, Needless to say, it is configured to automatically return to the energized state.

Effects of the Invention As described above, according to the present invention, it is possible to prevent shearing on a slope by automatically maintaining the hydraulic pressure during a normal stop using an actuator that increases and decreases the braking hydraulic pressure of the anti-skid brake device. It also reduces damage to occupants due to rear-end collisions on flat roads, and when starting after a temporary stop, the timing of clutch engagement and release of retained brake fluid pressure is adjusted according to the slope of the road surface. By adjusting the brake fluid pressure, it is possible to prevent problems such as sliding or dragging caused by the discrepancy between the two strokes.Furthermore, when the parking brake is applied after a temporary stop, the brake fluid pressure can be released by releasing the brake fluid pressure held above. By adding a few parts to the anti-skid brake system, you can improve the brake fluid pressure by simply adding a few parts to the anti-skid brake system. It is something that can fulfill its functions and can bring about great practical effects.

[Brief explanation of the drawing]

Zaibatsu shows an embodiment of the present invention, and the braking hydraulic system and control system diagram of the anti-skid brake device shown in FIG.
FIG. 2 is a diagram showing a circuit example of the control device shown in FIG. 1. l... Brake pedal, 3... Master cylinder, 6
...Actuator, 7a, 7b...Wheel sensor, 8...G sensor, 9...Control device, 9b...
Control circuit, 10... Reference wheel speed signal generator, 11...
・Gear position switch, 12... Tilt angle sensor,
13...Clutch switch, 14...Parking brake switch, 15...Self power supply protection I, circuit, 1
6...Logic circuit. that's all

Claims (1)

[Claims] The actuator, which is installed in the hydraulic piping leading from the master cylinder to the brake device of each wheel and controls the maintenance and increase/decrease of the braking fluid pressure in the hydraulic piping, is connected to the wheel sensor that detects the wheel speed and issues a wheel speed signal. An anti-skid configured to be driven by a braking fluid pressure increase/decrease signal from a control device that maintains braking fluid pressure and issues an increase/decrease signal based on both output signals of a G sensor that detects vehicle deceleration and issues a deceleration signal. In a brake device, a reference wheel speed signal generator outputs a reference wheel speed signal corresponding to a vehicle speed that can be determined to be on the verge of stopping, and a signal is output when detecting that the gear position is any position other than the neutral position. In addition to providing a gear position switch, a tilt angle sensor that detects the tilt angle of the vehicle body in the longitudinal direction and outputs a signal proportional to the tilt angle, and a clutch switch that outputs a signal at a position slightly before the clutch engagement position, When the wheel speed signal of the wheel sensor is smaller than the reference wheel speed signal of the reference wheel speed signal generator and the deceleration signal of the G sensor is less than a predetermined value, it is determined that the vehicle has stopped due to a braking operation, and the brake fluid pressure is maintained. The timing from when the signal is output from both the gear position switch and the clutch switch to when the held brake fluid pressure is released after a stop due to the retention of the brake fluid pressure increases as the output signal of the tilt angle sensor increases. The anti-skid device includes a logic circuit that generates a signal for variable control to increase the brake fluid pressure and a signal for releasing the brake fluid pressure by the output signal of the parking switch, which is activated when the parking brake is applied after a temporary stop due to the retention of the brake fluid pressure. An anti-skid brake device for an automobile with a brake fluid pressure holding function, characterized in that the control circuit is provided with a brake fluid pressure holding function.