TW389731B - Brake anti-lock control device for vehicle - Google Patents

Abstract

An anti-lock control by setting the target slip ratio line on a perpendicular coordinate taking the front wheel slip ratio on an axis of abscissa and the rear wheel slip ratio on an axis of ordinates, forming the brake increasing range on the origin point and the brake decreasing range on the opposite origin side of the target slip ratio line, and considering increase of the rear wheel slip ratio with nose dive of a vehicle. The target slip ratio line is constituted of a first target slip ratio line L1 in which the rear wheel slip ratio is decreased in the range in which the front wheel slip ratio is larger than the first reference value frmda according to increase of the front wheel slip ratio, a second target slip ratio line L2 in which the rear wheel slip ratio is the second reference value rrmda not depending on the front wheel slip ratio in the range in which the front wheel slip ratio is smaller than the first reference value frmda, and a third target slip ratio line L3 for connecting the first and second target slip ratio lines L1, L2 on the first reference value frmda.

Description

B7 V. Explanation of the Invention (1) [Technical Field of the Invention] The present invention relates to setting the target slip ratio on the coordinates of one coordinate axis and the other coordinate axis of the front wheel slip rate and the rear wheel slip rate, respectively, and setting the target slip rate The origin side and the anti-origin side of the line respectively distinguish the brake boosting area and the brake reducing area, and the anti-lock brake control device of a vehicle that reduces the braking force when the front wheel slip ratio and the rear wheel slip ratio are located in the above-mentioned braking drag area. '. [Know-how] The anti-lock brake control device for this type of locomotive * has been proposed by the applicant (refer to Japanese Patent Application No. 6-3 3 8 5 3 9). The above proposal is shown in Fig. 23. The slip ratio of the front wheel is taken on the horizontal axis, and the target slip ratio on the coordinates of the rear wheel slip ratio is a line tangent to the horizontal axis and the vertical axis is a straight line of b. As a result, the brake boosting area is divided under the target slip ratio line (origin side), and the brake reducing area is divided on the upper side (anti-origin side). [Problems to be Solved by the Invention] However, when the vehicle is braked, the forward inertial force acting on the position of the center of gravity will tilt, so the ground contact load of the rear wheels will be reduced and the rear wheel slip ratio will be increased. As a result, as shown by the arrow A in FIG. 23, the target slip ratio line is shifted from the brake boosting range side to the brake reducing range side as shown in arrow A in FIG. In order to avoid this, the vertical axis slice b of the target slip rate line is increased to b > When the target rate line is set as shown by the dotted line, the brake boosting area will be expanded to the whole, so it is applicable to the low-mold paper scale Θ S home standard (CNS) / \ 4 specifications (210 X 297 mm) (^ 'Read the notes on the back before filling this page) Γ-. ^ 1¾.

First 4-A7 B7__ V. Description of the invention (2) The coefficient of friction roads are prone to excessive sliding. The present invention was made by the inventor in view of this situation, and if the increase in the slip rate of the rear wheels caused by the tilt of the vehicle is considered, it is the object to perform appropriate anti-lockup control regardless of the friction coefficient of the road surface. [Means for Solving the Problem] In order to achieve the above purpose, the invention of the first scope of the patent application is to set the target slip ratio line on the coordinate axis of one side and the coordinate axis of the other respectively on the coordinates of the front wheel slip ratio and the rear wheel slip ratio, On the origin side and the anti-origin side of the target slip ratio line, the brake boosting area and the brake reducing area are respectively distinguished. When the current wheel slip ratio and the rear wheel slip ratio are located in the above brake boosting area, not only the braking force is increased. At the same time, when the front wheel slip rate and the rear wheel slip rate are in the front wheel braking force reduction field, the anti-lock brake control device of a vehicle with reduced braking force is characterized by the above-mentioned target slip rate line as the front wheel slip rate is higher than the first benchmark In the area with a large value, the first target slip ratio line where the rear wheel slip ratio decreases as the front wheel slip ratio increases, and the area where the front wheel slip ratio is smaller than the first reference value, and the rear wheel slip ratio becomes independent. When the second target slip ratio of the second reference value of the front wheel slip ratio is equal to the front wheel slip ratio and the first reference value, the third target slip connected to the above first and second target slip ratio lines Momentum line. In addition, the invention of claim 2 is characterized in that in addition to the constitution of item 1, if the rear wheel acceleration is negative, the second reference value is reduced based on the absolute value of the rear wheel acceleration. The invention claimed in claim 3 is characterized in that

This paper size applies to China's zero-standard (CNS) Al specifications (210 X 297 cm) I (Please read the phonetic on the back? Matters before filling out this page) Loading ---- Order -------- A7 B7__ 5. The composition of item (3) of the invention description. When the front wheel slip rate and the rear wheel slip rate are shifted from the braking force reduction field, the second reference value of the above reduction is gradually increased toward the value before the reduction (tr read the back first) (Notes on this page, please fill in this page again) [Embodiments of the invention] The embodiments of the invention are described below with reference to the embodiments of the invention shown in the drawings. 1 to 2 are diagrams showing one embodiment of the present invention. FIG. 1 is an overall side view of a locomotive, FIG. 2 is a side view of an arrow in the direction of FIG. 2, FIG. 3 is a structural diagram of a braking device, and FIG. 1 longitudinal sectional view of the cable damper, FIG. 5 is a longitudinal sectional view of the second cable damper, FIG. 6 is a right side view of the actuator (the arrow symbol in the 6 direction of FIG. 7), and FIG. Sectional view taken along line 7, Fig. 8 is the left side view of the actuator (the arrow symbol in the direction of 8 in Fig. 7), Fig. 9 is a sectional view taken along line 9-9 in Fig. 7, and Fig. 10 is 1-10 in Fig. 7 Figure 1 is a sectional view taken along line 1 1-1 1 in Figure 6; Figure 12 is a sectional view taken along line 1 2-1 2 in Figure 6; Figure 13 is a sectional view taken along line 1 3-1 3 in Figure 8 Fig. 14 is a sectional view taken along line 14-14 of Fig. 8, Fig. 15 is an explanatory diagram of the action when the brake is interlocked, Fig. 16 is an explanatory diagram of the action when the anti-lock brake is used, and Fig. 17 is a diagram illustrating the action, Fig. 1 8 is a time chart illustrating the action, FIG. 19 is a graph showing a target slip rate line, FIG. 20 is a function explanatory diagram when a road with a friction coefficient is running, and FIG. 2 is a function explanatory diagram when a road with a low friction coefficient is running FIG 22 is an explanation view of the effect of the difference of the embodiment of the present invention is conventional, FIG. 2 FIG. 3 based conventional line of the target slip ratio of the embodiment. This paper size applies Chinese National Standard (CNS) Al specification (2K) x 297 metric ton A7 B7 V. Description of the invention (4) As shown in Fig. 1 to Fig. 3, it is on a Skoda locomotive equipped with a swinging power unit P V Front wheel Wp. The first wheel brake is equipped with a disc brake that is activated according to hydraulic pressure. The front wheel brake is 8 ^. The rear wheel is equipped with a second lever as a second wheel brake. A conventional mechanical rear brake BR is known for exerting braking force with an operating amount of 1. Also, the left and right ends of the steering wheel are provided with grips 2F, 2R, and the right end of the handlebar is pivoted to the first brake of the first brake operating member that can be operated by holding the grip 2F with the right hand. Lever 3 F, the left end of the driving handlebar is supported by the left hand to hold the grip 2 R, the second brake operating member of the second brake lever 3 R »the first brake lever 3 F and the front wheel brake BP •, the operating force of the first brake lever 3 F is connected via the first transmission system 4 F that can transmit the front wheel brake BR, and the second brake lever 3 1 * is connected to the rear wheel brake 'car B actuator lever 1, The operating force of the second brake lever 3 R is mechanically transmitted to the second transmission system 4 R of the rear wheel brake Br. Furthermore, the two transmission systems 4f and 4r2 are connected to the actuator 5 in the middle portion. The action of the actuator 5 can adjust the braking force of the front wheel brake B f and the rear wheel brake BR. The first cable damper 2 51 is connected to the first push-pull cable 2 51 connecting the first brake lever 3! = * And the actuator 5, and the second 2 is connected to the second brake lever 3 «* and the actuator 5 The push cable 2 5 2 is provided with a second cable damper 2 42. These cable dampers 2 4ι ′ 2 42 are arranged on the right and left sides of the frame lower tube. A battery 5 3 is arranged above the first cable damper 2 on the right, and an electronic control unit 52 is arranged above the second cable damper 2 4 2 on the left. Read, note on the back, fill in M, write this page, and the size of the paper is in accordance with the Chinese National Standard (CNSM. 丨 Specifications (210 X 297gt)) -7-A7 _____B7____ 5. Description of the invention (5) Press, as shown in Figure 1 And FIG. 2, reference numeral 56 is a fuel tank installed in the master cylinder 26, which will be described later in the actuator 5, and symbol 57 is installed in a pipeline connected to the front wheel brake BF from the master cylinder 26 (see FIG. 3). 2 7 Breeder jiint for upper air release, symbol 4 5 is the third push-pull cable connected from the actuator 5 to the rear wheel brake 811, and symbol 5 8 is the fuel tank. The description is based on FIG. 4 The structure of the first cable damper 2 is as follows: The first push-pull cable 2 5: The outer cable 2 9 1 connected to the first brake lever 3F2 and the cable 2 9 outside the actuator 5 are inserted into the inner cable freely. 3 〇α made. Also, the first cable damper 2 bucket "is provided; combined with the damper shell 3 1 formed in a cylindrical frame, and inserted in the damper shell 3 1 can be relatively moved in the axial direction. The cylindrical movable member 32 is opposed to the cylindrical fixed member 3 3 which is fixed in the damper case 31 and the movable member 32 is slid relative to the damper housing 31. The inner casing 3 1 can be inserted relatively in the axial direction, and its flange 3 4 a is in contact with the sliding member 3 4 of the flange 3 2 a of the movable member 3 2 and the flange 3 is contracted to the movable member 32. Two springs 35 * 35 between 2a and the flange 33a of the fixed member 3 3. The flange 3 3 a of the fixed member 3 3 is fixed to the end of the cable 2 while the flange of the movable member 32 is fixed at the same time. 3 2 a fixes the end of the other outer cable 29 ^. Therefore, the two springs 35, 35 will exert a spring force that separates the outer cables 2 9x, 2 from each other. At one end side of the damper housing 31, it is fixed The movable member 32 protruding from one end of the damper housing 3 1 is in contact with the first load detection switch 3 8 1 and the brake operation input of the first brake lever 3 F is within a predetermined load range. CNSM. 丨 Specifications (2) 0 X 297 male 请 Please read, back. ©

ί Installation page I order A7 B7 V. Description of the invention (6), that is, the movable member 3 2 corresponding to the traction of the first push-pull cable 2 3 Compression spring 3 5, 3 5 In the predetermined range of its stroke, the 1 load detection switch 381 will be 01 ^. If this is described in more detail, if the operating force of the first brake lever 3 F exceeds the predetermined value and increases, that is, when the load that the inner cable 3 Oi pulls in the direction of the arrow A exceeds the predetermined value, the The cables 29 i, 2 9 are brought closer to each other, and the movable member 32 slides toward the fixed member 33 while compressing the springs 35 and 35. As a result, the movable member 32 activates the detection element of the first load detection switch 3 8 i and turns on the first load detection switch 3. As shown in FIG. 5, the second cable damper 2 4 2 is basically the same component as the first cable damper 2 described above, and only the same component is marked with the first cable damper 2 4 i. The same symbols are illustrated and detailed descriptions are omitted. However, the second cable damper 2 4 2 is a flange 3 4 a of the sliding member 3 4 and a flange 32 a having only the movable member 32 is provided with two dish-shaped springs 36, 36 and 6-points. 1 Cable damper 2 4 i is different. However, the second brake lever 3 R pulls the second push cable 2 52 within the cable 3 〇 2 When the load pulled in the direction of arrow A is within a predetermined range, the second load detection switch 3 8 2 will be 0 N. Since the plate-shaped springs 36 and 36 with a small spring constant are applied to the second load detection switch 382, the input change is small to increase the load change, and the load loss without using a cable damper as a reference It becomes smaller, and ineffective stroke can be made smaller so that the brake operation feels uncomfortable. The size of the clothing paper applies to the Chinese National Standard (CNS) A4 (210 X 297 cm) (please read the precautions on the back before filling this page) T. Ϋ — ^ 1 ϋ Is n * I nn · tn HI ^^ 1 f Member of the Intellectual Property Bureau of the Ministry of Economic Affairs II Consumption ° Printed by A7 B7 _ ^ _ V. Description of the Invention (7) The structure of the actuator 5 is described below with reference to FIGS. 6 to 10. The actuator 5 is provided with a first planetary gear mechanism, a second planetary gear mechanism 62, an electromagnetic brake 7 as a sun gear braking means, and a motor 8 capable of freely rotating in the forward and reverse directions. The casing 9 of the actuator 5 is mounted on the first casing member 10 of the motor 8, and is coupled to the first casing member 10, and the second casing member of the electromagnetic brake 7 is mounted on the same axis as the rotation axis of the motor 8. Composition of 11 "The rotating shaft 7 a of the electromagnetic brake 7 and the rotating shaft 8 a of the motor 8 are arranged on the same axis, and are abutted with each other at their equal ends. The first planetary gear mechanism 6 i is arranged on the outer periphery of the rotary shaft 8 a of the motor 8, and a first ring gear 1 is provided around the outer periphery of the end of the rotary shaft 8 a of the motor 8 and is formed on the rotary shaft 8 a of the motor 8. The first sun gear 1 at the end, and the plurality of first planetary gears 1 8 i, 1 8 i, ... meshing with the first ring gear 1 and the first sun gear 1 7!, And the first planetary gears are respectively equalized. 1 8i, 1 ...... the first planetary drafting device 1 supported freely and rotatably. However, when the motor 8 is driven, the first sun gear 17a of the first planetary gear mechanism can be driven in rotation. The second planetary gear mechanism 62 is provided with a second ring gear 162 surrounding the outer periphery of the rotary shaft 7 a end of the electromagnetic brake 7 and a second sun gear 1 72 2 formed at the end of the electromagnetic brake 7 and meshed with The plurality of second planetary gears 1 62 and 1 72 and the second planetary gears 1 72 and the second planetary gears 1 8 2, 1 8 2... And the second planetary gears 1 8 2, 1 8 2... Support the second planetary puller 192. However, the electromagnetic brake 7 can be braked, and the second planetary gear mechanism can be stopped. The national standard (CNS) Al specification (210 X 297); -10 ~ (Please read the precautions on the back first) (Fill in this page) Order -------- 々r A7 B? V. Description of invention (8) 62 The rotation of the second stellar gear 1 72. The first ring gear 1 and the second ring gear 1 62 are the same member, and the first planetary gears 1 8 :, 1 ... and the second planetary gears 1 8 2 * 1 8 2 ..... Positioned in the radial direction, and the relative rotation-the shaft is freely clamped between the first planetary retractor 1 and the second planetary retractor 192 "because the first and second ring gears 16α, 1 6 2 The same component can not only reduce the number of parts, but also reduce the size of the actuator. In front of the rotating shaft 7 a of the electromagnetic brake 7 and the rotating shaft 8 a of the motor 8, and the rotating shaft 7 a The first control axis 2 and the second control axis 2 02 are arranged in parallel at 8 a. The inner end of the first control shaft 2 is formed as a cylindrical portion, and the inner periphery of the cylindrical portion is relatively freely fitted into the outer periphery of the second control shaft 2 0 2 and the first control shaft 2 0 α and the second The control shaft 2 0 2 is coaxially arranged on the parallel common axis with respect to the axes of the first and second planetary gear mechanisms 6〆62. It can be clearly seen from FIGS. 7 and 9 that the first control shaft 2 0 i A first sector gear 4 is fixed to the first control member, and the first sector gear 48 is a driven gear 4 that is integrally mounted on the first planetary puller 1 9 i. Also, the first control shaft is 2 Oi is fixed with a piston knocker of the main cylinder 2 6 which will be described later. 3. The main cylinder 2 6 is provided with a cylinder block 3 9 fixed to the actuator 5 housing 9, and the front face is under pressure. The chamber 41 is slidably fitted to the piston 40 of the steam red body 39, and the piston 40, which is housed in the pressure chamber 41, presses the piston 40 to the rear side (right side in FIG. 9) to exert elastic force. Spring 4 2 This paper size applies to the national standard of 0 (CNSM4 specification (210 X 297 mm) (Please read the precautions on the back before filling out this page) -ί-ο Install --- I, I n 1 'I Ύ Printed by L Consumer Cooperative of the Intellectual Property Bureau of the Ministry of Economic Affairs -11- Α7 Β7 V. Description of the Invention (9), and the front end of the cylinder block 3 9 is connected to the pipeline 2 7 leading to the pressure chamber 41. In the slave cylinder block 3 9 The rear end of the piston 40 protruding from the rear end abuts the above-mentioned piston knocker 43. If the first sector gear 4 is located at the position shown by the solid line in FIG. 9, the cover 4 4 of the piston 40 is provided ( The cup seai) is located at the position where the air vent 3 9 a of the cylinder block 3 9 is initially formed. The first sector gear 48i can be rotated slightly from the solid line position in the counterclockwise direction (the direction in which the piston 40 is retracted). To the chain line position, and the chain line position abuts against the stopper 10 a to restrict its rotation. The rotation angle between the solid line position and the chain line position is based on the position of the air vent 3 9 a or the gears When the deviation of the machining accuracy is set, when the first sector gear 4 8 1 abuts on the stopper 1 0 a and the piston 40 reaches the backward end, the cover seal _ 4 of the piston 10 will open the air vent hole 3 surely. 9 a > In addition, the cover seal 4 4 will not retreat too much from the bleed hole 39 a. 'However, the first control shaft 2 Oi is pushed by the piston knocker 4 3 At the time of piston 40 *, piston 40 moves toward the volume side of pressure chamber 41, and the hydraulic pressure generated in pressure chamber 41 acts on front wheel brake BF via line 27. As described above, the first control The shaft 2 Oi and the second control shaft 2 0 2 are arranged coaxially with each other on an axis parallel to the axes of the first and second planetary gear mechanisms 6a, 62, and are arranged with the two control shafts 2 Oi, 202 Compared with the situation on the different axis, the actuator 5 can be made lighter. Furthermore, the first sector gear 4 8: supported on the first control shaft 2 0ϊ and the second control shaft 2 are supported. 〇2 The second sector gear 4 82 The paper size of this paper applies the Chinese Θ family standard (CNS) Al specification (210 X 297 cm) (Please read the precautions on the back before filling this page) Pack -12-A7 B7 5. Description of the invention (10) The main cylinder 2 6 is arranged across the turning surface to intersect the first and second control shafts 201 and 202, so 'the dead space in the actuator 5 can be effectively used. The main cylinders 26 can be arranged lightly. In Fig. 6, Fig. 11 and Fig. 12 show a first push-pull cable 2 connected to the first brake lever 3f and a first control shaft 2 0: 2 connection portion extending from the first case member 10 to the outside. A collar 6 is fitted on the outer periphery of the first control shaft 2 Oi so as to rotate relatively freely. At the same time, the upper arm rod 6 2 and the lower arm rod 6 3 are welded. At the same time, the outer periphery of the first control shaft 2 Oi is bolted 6 5 to fix the adjusting arm 6. 4. The first push-pull cable 2 5 i is connected to the tip of the top boom 62 via a cable joint 6 6. An adjusting bolt 6 8 pivotally supported by a pin 6 7 at the leading end of the lower arm rod 6 3 passes through a pin 6 9 supported at the middle portion of the adjusting arm 6 4 and is screwed to an adjusting nut 70 at its tip. The coil spring 71 fitted on the outer periphery of the adjustment bolt 68 is intended to press the above-mentioned pin 69 to the arcuate surface 70a formed at the lower end of the adjustment nut 70. Therefore, the lower boom 6 3 which is integrated with the top boom 62 is connected to the adjustment arm 6 4 via the adjustment bolt 6 8. When the first boom 6 2 is rotated by the first push-pull cable 2 51, the lower boom 6 2 6 3, the adjusting bolt 6 8 and the adjusting arm 64 are used to rotate the first control shaft 2 ι. In addition, since the relative adjusting angle of the lower arm rod 63 and the adjusting arm 64 is changed by turning the adjusting nut 70 in half-turns, the phase of the first control shaft 2 can be adjusted at will. As a result, the piston knocker 4 3 installed on the first control shaft 200 is fine-tuned at the position shown by the solid line in FIG. 9. The adjustment bolt 68 and the nut 70 described above constitute adjustment means. The standard of this paper is applicable because of the national standard (CNS) Al regulations (210 X 297) (please read the precautions on the back before filling in this page) Binding ------- A7 B7 V. Invention Explanation (11) It can be clearly seen from FIG. 7 and FIG. 10, and the second control shaft 2 0 2 is used as the second control member of the second sector gear 4 8 2 to support the relative rotation freely. This second sector gear 4 8 2 is a driven gear 4 92 which is engaged with the second planetary puller 192 2. The securing portion 50 a at the leading end of the control arm 50 50 fixed to the second control shaft 2 0 2 is fitted into the long hole 48 a of the second sector gear 48 2. These stop portions 50 a and the long holes 4 8 a constitute a lost motion mechanism. Further, in Fig. 10, a second clockwise rotation end of the second sector gear 482 is restricted, and a stopper 1 1 a is formed in the second case member 1 1 to abut the second sector gear 4 8 2. In FIG. 6, FIG. 13 and FIG. 14, the connection of the second push-pull cable 2 52 connected to the second brake lever 3 R to the second control shaft 2 0 2 extending from the second case member 11 to the outside is shown. unit. A pair of cable joints 75, 76 are pivotally supported on the second control shaft 202 by a bolt 7 3 fixed by a bolt 7 2. A second push-pull cable 2 52 formed by the outer cable 292 and an inner cable 30 2 is connected to the cable joint 75, and an inner cable 4 6 and an inner cable 4 are connected to the cable joint 7 6. The inner cable 47 is formed as the third push-pull cable 45. However, the operating force of the first brake lever 3 F is transmitted to the first transmission system 4F of the front wheel brake BF by the first push-pull cable 2 5ι equipped with the first cable damper 2 4α, the main cylinder 26 and The second transmission system 4R transmits the operating force of the second brake lever 3 R to the rear wheel brake BR. The second push-pull cable 2 is equipped with the second cable damper 2 4 2. 52, and the third push-pull cable 45. This paper size applies to China National Standard (CNS) A4 specification (210 X 297 cm), -14 (Please read the precautions on the back before filling this page)

I —--- ί β, S J1T · A7 B7 V. Description of the Invention (I2) ---------- 1 .-- Installation -------- Order · (Please read the first Please fill in this page again.) .T An angle sensor 5 1 is fixed to the outer end of the second control axis 2 0 2 extending from the actuator 5. The actuator 5 can be detected by the angle sensor 5 1. The amount of movement. As shown in FIG. 3, a front wheel speed sensor 55 is installed on the front wheel WF, and a rear wheel speed sensor 55 is installed on the rear wheel WR. However, the ON and OFF operations of the electromagnetic brake 7 of the actuator 5 and the direction and amount of rotation of the motor 8 are controlled by the electronic control unit 52. Here, the electronic control unit 52 is input to the first 1. The second load detection switch 3 8 ^ 3 82, the angle sensor 5 1 ′, the detection value of the front wheel speed sensor 5 4 and the rear wheel speed sensor 55. The function of the embodiment of the present invention having the above structure is described below. If the brake operation input value of the first brake lever 3 F or the second brake lever 3 is less than a predetermined value, the actuator 5 is not activated. And if the first brake lever 3 f or the second brake lever 3 ϋ obtains the braking force required by the front wheel brake B f · or the rear wheel brake BR, if the first and second load detection switches 3 and 3 8 2 do not When the switching operation is performed, the electronic control unit 5 2 stops the operation of the motor 8 and at the same time, the electromagnetic brake 7 becomes the OF F state, that is, the state in which the second sun gear 1 72 is allowed to rotate freely. In this state, when only the braking operation of the first brake lever 3 F is performed, the hydraulic pressure is output from the master cylinder 26 due to the rotation of the first control shaft 2 Oi caused by the first push-pull cable 2 traction, and the hydraulic pressure is passed through The line 27 acts on the front wheel brake B f, and the front wheel brake BF will exert a braking force. At this time, the rotational force input to the first control shaft 2 0m is transmitted from the first sector gear 4 to the first planetary gear via the driven gear 4 and the paper size applies the Chinese National Standard (CNS) A4 specification (210 X 297 mm). (B) A7 _______B7___ 5. Description of the invention (13) Turn 1 g α. (Please read the precautions on the back before filling this page) However, when the motor 8 is stopped and the first sun gear 1 7: has stopped, and the second brake lever 3! * Is in the non-brake operation state, the 2 planetary gear mechanism 6 2 The second planetary drafting gear 1 92 has also been stopped '. Therefore, the first planetary drafting gear 1 9 revolves through the first planetary gear ..., the first and second ring gears 16 ^ 162 and the second planetary gears 182, 18 2 ... will be transmitted to the second sun gear 1 72, and the second sun gear 1 7 2 will be idled. Therefore, as long as the motor 8 and the electromagnetic brake 7 If it is not activated, the rear brake BR will not operate when the first brake lever 3 is operated. Member of the Economic and Intellectual Property Bureau

When the motor 8 and the electromagnetic brake 7 are not in operation, and only the second brake lever 3 1 ^ is braked, the mechanical brake operating force of the second transmission system 4 R is transmitted and the rear wheel brake SB R is exerted. Braking force. At this time, due to the traction of the second push-pull cable 2 52, even if the second control shaft 202 is rotated, the first sun gear 17 is stopped because the motor 8 is stopped, and the first brake lever 3 F is not braked. The first planetary gear 19 of the first planetary gear mechanism is also stopped in the operating state, so the first and second ring gears 16 ^ 162 are fixed via the first planetary gear 18 ^ 18X ... Can't turn. Therefore, the rotation of the second star gear 192 is transmitted to the second sun gear 1 72 via the second planetary gears 1 82, 1 82, and the second sun gear 1 72 is idled. Therefore, as long as the motor 8 and the electromagnetic brake 7 do not operate, the front brake B f will not be activated by the operation of the second brake lever 3 R. As the brake lever of the first brake lever 3 F or the second brake lever 3 «16-This paper is applicable due to the national standard (CNS) Al specification (210 x 297 mm) A7 B7 V. Description of the invention (14 ) When the value exceeds the predetermined value, the actuator 5 is activated and the front wheel brake 31? And the rear wheel brake BR are interlocked. When the second and third load detection switches 3 Si '3 82 are actuated by the actuator, The motor 8 is started by the electronic control unit 52, and at the same time, the electromagnetic brake 7 becomes ON state, that is, the second sun gear 172 is braked. Here, if it is considered that the second brake lever 3 R is braked with an operating force of a predetermined value or more, as shown in FIG. 15, the electromagnetic brake 7 is used to brake the second sun gear 1 7 2 while turning. When the motor 8 is driven, the first planetary gear 1 and the second planetary gear 19 2 will be driven to rotate in opposite directions to each other, and the driven gear 4 9 2 integrated with the second planetary gear 192 will be used. The second sector gear 4 82 will be driven clockwise in FIG. 15. However, the second sector gear 4 8 2 is in contact with the stopper 1 1 a. Due to the restriction of rotation, the first planetary drafter 1 which is rotated by its reaction force passes through the first driven gear 4 and The first sector gear 4 8ι will turn counterclockwise in FIG. 15. As a result, the main cylinder 26 is activated to generate brake oil pressure, and the front wheel brake BF is activated by the brake oil pressure. At this time, because the control part 50 a of the control arm 50 is freely fitted into the long hole 4 8 a of the second sector gear 4 82, the rotation of the second sector gear 4 82 caused by the activation of the actuator 5, It will not affect the rotation of the second control shaft 2 0 2 due to the operation of the second brake lever 3 1 *. However, in the interlocking operation of the front wheel brake and the rear wheel brake, the operation of the actuator 5 is controlled based on the output of the angle sensor 51 which detects the rotation angle of the second control shaft 2 0 2 "This paper Standards are applicable to 0 National Standards (CNS) Al specifications (⑵〇 X 297 公 坌) -17------- ^ ---- —Crack -------- Order Please fill in this page again), A7 B7 V. Description of the invention (15) If this is explained in accordance with Figure 17 again, if the second brake lever 3 R is operated, the rear wheel brake B r is first passed through the second The push-pull cable 2 5 2 and the third push-pull cable 45 are activated to establish the braking force of the rear wheel wR. If the operating load of the second brake lever 3 R is increased and the second load detector 3 820N of the second cable damper 2 42 is activated, the 'actuator 5 is activated and the front wheel brake B f is actuated. As a result, the braking force distribution is bent along the ideal distribution line. At this time, if it is assumed that the control portion 50 0 a of the control arm 50 0 and the long hole 4 8 a of the second sector gear 4 82 are ineffective, When it does not exist, the braking force of the rear wheel WR after the actuator 5 starts will become the input component from the rider from the second brake lever 3 R, plus the increased component due to the action of the actuator 5 (Figure 1 7 As shown by the dashed line, the braking force of the rear wheel WR becomes excessive and largely disengages from the ideal distribution line, and the locking tendency of the rear wheel Wr2 may increase. However, in fact, the braking force of the rear wheel wr2 is only the component input by the rider. Therefore, by appropriately setting the amount of movement of the actuator 5 and adjusting the braking force of the actuator 5, it is easy to obtain a near-ideal point. The braking force distribution characteristics of the wiring are also helpful to the improvement of braking feel. The following describes the situation of anti-lock brake control. If it is detected that the wheels become anti-locking tendency according to the output for the front wheel speed sensor 5 4 and the rear wheel speed sensor 55, the electronic control unit 5 2 will turn the electromagnetic brake 7 on, and at the same time, The motor 8 will be operated in the opposite direction from the above-mentioned linked operation. Therefore, as shown in FIG. 16, the first planetary drafting device 19 and the second planetary drafting device 1 92 apply the Chinese National Standard (CNS) Al Grid (210 X 297 cm) to the paper size. ) .II 1-1 l · — mn —J 1 nn (both read the notes on the back before filling out this page). Member of the Intellectual Property Bureau of the Ministry of Economic Affairs x Consumption Printing Company A7 B7 V. Description of Invention (16) Photo The first sector gear 4 is driven clockwise in FIG. 16 and the second sector gear 4 82 is driven counterclockwise in the opposite direction and in the opposite direction from the above-mentioned interlocking operation. At this time, the revolving system of the first sector gear 4 is directly transmitted to the first control shaft 2 Oi, and the first control shaft 2 0 i is driven to make the front wheel circle 1! · Weaken the braking force, and at the same time, the second sector gear 4 82 The rotation is transmitted to the second control shaft 2 0 2 because the end of the long hole 4 8 a abuts the stop portion 5 0 a of the control arm 50, and the second control shaft 2 0 2 is weakened toward the rear wheel. The direction of WR braking force turns. However, by making the motor 8 of the actuator 5 forward and reverse to increase or decrease the braking force according to the slip rate of the wheel, the anti-lock brake control that effectively avoids the locking of the wheel can be performed. In addition, in the first and second transmission systems 4F and 4R, the first and second cable dampers 2 4 i, 2 are respectively installed between the actuator 5 and the first and second brake levers 3 F and 3 «. 4 2 and when the braking force of the anti-lock brake control force is increased, the reaction force stored in the cable damper 2 4 i, 2 4 2 can be used to perform the anti-lock lock by using the motor 8 in a non-operation state. In the brake control, the first brake lever 3 F or the second brake lever 3 R can avoid direct action from the actuator 5 side to obtain a good braking feeling. However, the actuator 5 of this embodiment A stopper 10 a (refer to FIG. 9) that restricts the rotation range of the first sector gear 4 81 connected to the main cylinder 26 is installed, so that the following effects can be obtained. In Fig. 18, for example, if the speed of the front wheel WF is lower than the speed of the vehicle body, the anti-lock brake control will be started. Since the paper size of the actuator 5 is applicable to China's 0 standard (CNS) A4 specification (210 X 297 mm) (Please read the notes on the back before filling out this page) Binding: 1. Intellectual Property Bureau of the Ministry of Economic Affairs 1.¾ Printed by Fi Fi A7 B7_____ 5. Description of Invention (17) ------- --'- 0-loading ----------- Order · (f read the precautions on the back first and then fill out this page) '— The first sector gear 4 8 will move and the brake angle will be weakened The direction of the force decreases, and the braking force of the front wheel Wf also decreases with the preceding wheel. As the rotation angle of the first sector gear 4 decreases, the piston 4 0 of the main cylinder 2 6 retreats with the piston knocker 43. As shown in FIG. 9, after the cover 44 opens the air vent 3 9 a, the first 1 The sector gear 4 8 i abuts on the stopper 1 0 a and restricts its rotation β. At this time, if it is assumed that the above-mentioned stopper 10 a does not exist, then the first sector gear 4 is shown as a dotted line in FIG. 18 8 i will rotate again and the reaction force of the first brake lever 3 F will also increase greatly, which will reduce the brake feel of the brake lever. In addition, when the actuator 5 is activated to rotate the first sector gear 4 in the direction of increasing the braking force, the cover seal 44 of the piston 40 blocks the exhaust port 3 9 a and delays the time when the brake oil pressure is generated in the pressure chamber 41. It will reduce responsiveness. However, as in this embodiment, the rotation of the first sector gear 4 8 i in the backward direction of the piston 40 is restricted by the stopper 10 a. In order to further increase the braking force, it is driven in accordance with the action of the actuator 5 When the first sector gear 4 8 1 is used, the piston 40 is quickly advanced to produce brake oil pressure, thereby preventing a decrease in response. The specific content of the anti-lock brake control will be explained in accordance with Figures 19 to 23. "The chart in Figure 19 is set to take the front wheel slip ratio on the horizontal axis; lF, and take the rear wheel slip ratio on the vertical axis. λ The target slip ratio lines Li, L2, and L3 indicated by thick lines on orthogonal coordinates are set on the inner side (origin side) of the target slip ratio lines 1 ^, L2, and L3. , This paper standard applies to the national standard of prisoners (CNS > A4 specification (21ϋ χ 297297) ~ A7 _B7 _; _ V. Description of the invention (18) ------ r --- i equipment—— ('Please Read the precautions on the back before filling in this page.) On the outer side (anti-origin side), set the braking force reduction area A 2. The front wheel slip ratio λ F and the rear wheel slip ratio λ R are from the front wheel speed sensor 5 4 The front wheel speed VF and the rear wheel speed V «detected by the rear wheel speed sensor 55 are calculated, and the estimated vehicle body speed * estimated using the non-driven wheel speed front wheel speed VF can be calculated, for example, by the following formula. Front wheel slip rate λρ · = (VF < — VF) / …… (1) Rear wheel slip rate λκ = (VF ^ — VR) / Vf one …… (2) The front wheel slip ratio λF and the rear wheel slip ratio λ R are located on the orthogonal coordinates of Fig. 19 in the target slip ratio lines Li, L2, and L 3. The brake boosting area is long. The motor 8 of the actuator 5 is driven to rotate in one direction for the sake of smallness, because the braking force of the front wheel brake B f and the rear input brake B are increased, and the sliding state of the vehicle is moved to the target slip rate line Li, L2, L3. If the front and rear wheel slip ratios λκ are located at the target slip ratio line L〆L2, the braking force reduction area A 2 on the outside of L3 is considered to be a large sliding state of the vehicle and the actuator 5 The motor 8 is driven to rotate in the opposite direction, because the braking force of the front wheel brake B f and the rear wheel brake BR. Are reduced, and the sliding state of the vehicle is moved to the target slip rate lines La, L2, and L3. Li, L2, L3 are composed of three lines of the first target slip ratio line, the second target slip ratio line L2, and the third target slip ratio line L3. The first target slip ratio line L 1 is the first of orthogonal coordinates The paper size of the front wheel of the quadrant applies the Chinese National Standard (CNS) Al specification (210 X 297 (Chu) A7 B7 V. Description of the invention (19) The slip rate F is set to a field (λ F > frmda) that is larger than the first reference value f rmda and the line to the right and down 'will be established on this line — a Af + b (a > 0 * b > 0). That is, at the first target slip rate line, if the front wheel slip rate λ F increases, the rear wheel slip rate λκ decreases-if the front wheel slip rate λ F When it decreases, the rear wheel slip ratio λ R increases, so the total slip ratio of the front wheels and the rear wheels can be kept constant. Below the first target slip ratio line Li, a first target slip ratio line indicated by a dashed line is set in parallel, and the two first target slip ratio lines Li and Li are regarded as insensitive bands. If the sliding state of the vehicle moves from the brake boosting area A 1 to the brake boosting area A 2, the first target slip rate line L: will become the benchmark, but if it moves from the brake boosting area A 2 to the brake boosting area Αι When the 1st target slip rate line will become the benchmark "like this, because the braking force control will be stopped in the insensitive zone, the brake boost control during anti-lock brake control can prevent the front and rear wheel pulsation rate λρ ·, Λ R becomes unnecessarily large, and the end of the excess sliding can be raised. The second target slip rate line L2 is the wheel slip rate λ F < frmda field set to be parallel to the horizontal axis before the first quadrant of orthogonal coordinates. In the line (λκ = rrmdao), the second target slip rate line L 2 moves to the decreasing side according to the time differential value of the rear wheel speed V r after the wheel acceleration dVR / dt = R rw. That is, when the second target slip rate line L2 is when the rear wheel acceleration R rw2 0; lR = rrmda〇, when the rear wheel acceleration R rw is negative and the rear wheel speed VR is in a decreasing tendency (locking tendency), The second target slip ratio line will move to the second target slip ratio line L2 above. This paper size applies the China National Standard (CNS) A'l specification (2〗 0 X 297 mm) ------ · ! -1 '--- tCr installation --- (? T first read the precautions on the back before filling this page) · -22-A7 B7 V. Description of the invention (20) The λ below (origin side) is caused by Decided by the following formula. rrmda. This second reference value rrmda r rmda = r rmdaO — Kx

R «· · · ♦ (3) r rmdaO: positive number of cables K: positive coefficient Rrw: absolute value of wheel speed after negative value However, if it is the rear wheel acceleration R rw 2 0 ', the second target slip rate line L2 < = L2 is located at the top, and if the rear wheel acceleration R r w < (please read the precautions on the back before writing this page) --- install * --- 0, according to its absolute value, If the rear wheel Wri is locked

The size of R moves downward. The predetermined I I 11 _ road with a lower friction coefficient as the direction becomes stronger, the second target slip ratio line L2> will move downward. When the vehicle is sliding from the braking force reduction area A 2 to the braking force increasing area Aι, the second target slip ratio line moves upward at a speed set by the second target slip ratio line L2U. The second target slip rate line P * L 2 > the upward moving speed is shown in FIG. 20 and FIG. 21 by the dotted line of the inclination α, which is set to be higher than that on the road with a high coefficient of friction. When the brake is boosted, the reduction rate of the rear wheel speed 乂 1? Is slightly smaller (refer to Figure 2). It is also set to a value that is relatively small compared to the reduction rate of the rear wheel speed VR2 when the brake boost is on a road with a low coefficient of friction (see Figure 2). Figure 21).

The third target slip rate line L 3 is a line (λ F = frmda) where the orthogonal coordinates set the front wheel slip rate λ F to be equal to 1 reference value frfflda, so that the first target slip rate line Li and the second target are Sliding line l2S This paper size is applicable to China National Standard (CNS) A4 specification (210 X 297 public) -23-A7 B7 V. Description of invention (21) Connected. Pressing, if the brake boost control increases the braking force of the front wheel w F and the rear wheel w R, the forward inertia force acting on the position of the center of gravity of the vehicle will increase the ground load of the front wheel Wf and reduce the front wheel slip ratio σ f · However, on the other hand, the ground contact load of the rear wheel WR is reduced and the rear wheel slip ratio is increased ^! *. As a result, the area where the wheel slip ratio σ f is small (cr f < f rmda) before FIG. 19 is on a road with a large coefficient of friction, and the sliding state of the vehicle is simply shifted from the brake boosting area A 1 side to the brake. On the A 2 side of the force reduction area, braking force reduction control which may not be necessary may be performed. However, as mentioned above, if the road friction coefficient is large, it is difficult to lock the rear wheel WR.

R (Please read the precautions on the back before filling this page), so the absolute value of the wheel acceleration R rw becomes smaller after a negative value. As a result, the second target slip rate line L2 < The vicinity of the 2 target slip ratio line L2 will be positioned above the extension line of the first target slip ratio line Li. Therefore, the sliding state of the auxiliary vehicle is not easy to shift from the brake boosting area Aι to the brake reduction area A 2 side, and it is possible to avoid the inadequate situation of the brake relief control which is not necessarily required.

% Qi I On the other hand, if the friction coefficient of the road surface is small, the absolute value Rrw of the wheel acceleration Rrw becomes larger after the negative value because the rear wheel WR is easily locked, and the second target slip ratio line L2> will move to the bottom. As a result, the sliding state of the vehicle is easily shifted from the brake boosting area A i side to the brake damping area A 2 side, and the brake damping control is performed quickly to avoid the rear wheel lockout. In Fig. 20 and Fig. 21, the dotted line indicates the target slip ratio line of the front wheel slip ratio ¢ 7 1? (CrF &lt; frmda). This target slip ratio line is in accordance with Chinese National Standard (CNS) Al Specifications (210 X 297 cm) -24-A7 B7 V. Description of the invention (22) 'When the rear wheel speed VR crosses from top to bottom, it enters the brake deceleration area a2 and performs brake deceleration control. When the vehicle crosses in the downward direction, it enters the brake boosting area A 1 and performs brake boost control. If you move from the braking force reduction area A 2 to the braking force increasing area A 1, the line of sliding ratio will not return from L2 &gt; — to the L2, but slowly return to the target sliding ratio with the slope α as described above. Line L 2. It can be clearly seen from Fig. 22 that if the target slip ratio line is changed from L2 &gt; when the target slip rate line is shifted from the braking force reduction area Α 2 to the brake boosting area Αι (refer to the one-point chain line), it will be continuous from The shift of the brake boosting area Aι to the brake boosting area A2 is performed at point P. On the other hand, if the target slip ratio line is slowly recovered from L2 &lt; get on. Therefore, according to the present invention, it is possible to move to the braking force reduction area A 2 early to prevent excessive slippage, and to perform anti-lock brake control with high stability. The embodiments of the present invention have been described in detail above. However, the present invention can be modified in various ways without departing from the scope of the present invention. [Effects of the invention] As described in the invention of item 1 of the scope of patent application above, the target slip ratio line is set on the coordinate axis of one side and the coordinate axis of the other on the coordinates of the front wheel slip rate and the rear wheel slip rate, respectively. The rate line has an area where the front wheel slip rate is smaller than the first reference value, and the rear wheel slip rate becomes a second target slip rate line that does not depend on the second reference value of the front wheel slip rate. This paper scale applies Chinese national standards (CNS) Al specifications (210 X 297 mm) (Please read the notes on the back before filling this page) Order ---------. -25-A7 B7__ V. Description of the invention (23) ( Please read the precautions on the back before filling this page.) Therefore, even if the ground wheel load of the rear wheel is reduced due to the inertia force of the vehicle during braking, the rear wheel slippage rate will be increased. The second target slip ratio line is difficult to pass from the brake boosting area side to the brake deceleration area side, thereby avoiding the brake deceleration control which is not necessarily required. "If the front wheel slip ratio becomes larger than the first reference value, it will Because of the first goal Segments of the movable line art and art brake booster braking force reduction, so as to increase the slip ratio of the front and rear wheels so that the brakes are rapidly force reduction control, and to ensure stability during braking of the vehicle. In addition, if the invention according to item 2 of the scope of patent application is applied, if the rear wheel acceleration is negative, the second reference value is reduced according to the absolute value of the rear wheel acceleration. The sliding state is such that it is not easy to cross the second reference value from the side of the brake boosting area to the side of the brake deceleration area, so that the brake deceleration control can be performed quickly and vehicle stability can be ensured. Printed by I-Consumer Cooperation of the Intellectual Property Bureau of the Ministry of Economic Affairs. For example, according to the invention in the third scope of the patent application, if the sliding state moves from the field of braking force reduction to the field of braking force enhancement, once the second reference value is reduced, The value before the decrease gradually increases, so it is possible to move to the brake deceleration area again in advance. As a result, it is possible to prevent the fluctuation rate from becoming excessive in the brake boosting area and ensure the stability of the vehicle. Brief Description of Drawings Figure 1 is an overall side view of a locomotive. Fig. 2 is a side view and a view in the direction of arrow 2 in Fig. 1. Figure 3 Structure of the brake device "This paper size applies to the national standard (CNS) Al specification (210 X 297 K. ¾) -26-A7 B7 V. Description of the invention (24) Figure 4 is the first cable damper Longitudinal section view "Fig. 5 is a longitudinal section view of the second cable damper" Fig. 6 is a right side view of the actuator (direction arrow symbol in Fig. 7-6) Fig. 7 is a sectional view taken along line 6-7 of Fig. 7 . Fig. 8 is a left side view of the actuator (8-direction arrow symbol in Fig. 7). Fig. 9 is a sectional view taken along line 9-9 in Fig. 7. Fig. 10 is a sectional view taken along line 10-10 of Fig. 7 "Fig. 11 is a sectional view taken along line 1 1-11 of Fig. 6. Fig. 12 is a sectional view taken along line 1 2-1 2 of Fig. 6 "'Fig. 13 is a sectional view taken along line 1 3-1 3 of Fig. 8. Fig. 14 is a sectional view taken along the line 14-14 in Fig. 8; Figure 15 is an explanatory diagram of the action when the 5-series interlocking brake is applied. Figure 16 is an explanatory diagram when the 6-series anti-lock brakes. Figure 17 is a diagram illustrating the effect. Figure 18 is a time chart illustrating the effect. FIG. 19 is a diagram showing a target slip ratio line. FIG. 20 is an explanatory diagram of an action when driving on a road with a high coefficient of friction. Figure 21 is an explanatory diagram of the action when driving on a road with a low coefficient of friction. Fig. 22 is a diagram illustrating the difference between the effect of the conventional example and the present invention. FIG. 23 is a graph showing a target slip ratio line of a conventional example. [Explanation of Symbols] This paper size is applicable to Chinese National Standard (CNS) Al specifications (210 X 297 cm) (Please read the notes on the back before filling this page) ---- Order · ---- Ministry of Economy Member of the Property Bureau X. Consumption combination fi print 5. Invention description (25) A7 _B7 Intellectual property agent of the Ministry of Economic Affairs ^ Consumption combination: d seal 1 = Action lever 2 F '2 R: Holding part 3 κ: Section 1 Brake lever 3 R: Second brake lever 4 F: First transmission system 4 R: Second transmission system 5: Actuator 6 !: First planetary gear mechanism 6 2: Second planetary gear mechanism 7: Electromagnetic brake 7 a: Rotary shaft 8: Motor 8 a: Rotary shaft 9: Housing 1 0: First housing member 1 0 a: Stopper 1 1: Second housing member 1 la: Stopper 1 6!: First ring Gear 1 6 2: 2nd ring gear 1 7!: 1st stellar gear 1 7 2: 2nd stellar gear 1 8!: 1st planetary gear 1 8 2: 2nd planetary gear <Please read the precautions on the back first (Fill in this page) I nnnn—V · I 1 I nnn I 45 This paper size is applicable to China National Standard (CNS) A4 (210 X 297 mm) A7 B7 V. Description of the invention (26) 1 9 X: First planetary gear 1 9 2: Second planetary gear 2 0 i: First control shaft 2 0 2: Second control shaft 2 4!: First cable damper 242: Second cable Damper 2 5 α: First push-pull cable 2 5 2: Second push-pull cable 2 6: Main cylinder 2 7: Pipeline 29j, 29 /, 29 /: Outer cable 3 0 1: Inner cable 3 0 2: Inner cable 3 1: damper housing 3 2: movable member 3 2 a: flange 3 3: fixed member 3 3 a: flange 3 4: sliding member 3 4 a: flange 3 5: spring 3 6: dish spring 3 8 1: 1st load detection switch 3 8 2: 2nd load detection switch This paper size is applicable to China National Standard (CNS) A4 (210 X 297 mm) —: —J, —C3 &quot; installation ---- -(Please read the precautions on the back before filling this page) Order --------- \ A7 ___B7 V. Description of Invention (27) 39: Printed by Consumer Property Bureau of Cylinder Block Economy Department 3 9 a: Vent hole 4 0: Piston 4 1: Pressure chamber 4 2: Return spring 4 3: Piston knocker 4 4 = Cap seal 4 5: Third push-pull cable 4 6: Outer cable 4 7: Inner cable 4 8 1: 1st sector gear 4 8 2: 2nd sector gear 4 8 a = long hole 4 9 1: driven gear 4 9 2: driven gear 5 0: control arm 5 0 a: stopper 5 1: angle sensor 5 2: electronic control unit 5 3: battery 5 4: Front wheel speed sensor 5 5: Rear wheel speed sensor 5 6: Fuel tank 5 7: Vent hole connector (please read the precautions on the back before filling this page) 丨 Θ The size of this paper applies to China National Standards (CNS) Al specifications (210 X 297 mm) A7 B7 V. Description of the invention (28) 5 8: Fuel tank 6 1 • Shaft 6 2: Top boom 6 6: Lower boom 6 4: Adjusting arm 6 5: Bolt 6 6: Cable joint 6 7: Pin 6 8: Adjusting bolt 6 9 Pin 7 0: Adjusting nut 7 0 a 1 = Arc surface 7 1: Coil spring 7 2: Coil 7 3: Arm 7 7: Pin (please (Please read the precautions on the back before filling this page) -Installation ------------ Order --------- Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs 7 5, 7 6: Cable Connector Α α: Brake boosting area A 2: Brake reduction area BF: Front wheel brake BR: Rear wheel brake f rmda: First reference value r rmda: Second reference value 1 ^ 1, 1 ^ 1 &gt;: First target slip ratio For thread paper sizes National Standard (CNS) / \ 4 Specifications (210 X 297 mm) -31-A7 _B7_ V. Description of the Invention (29) L 2, L 2 /: 2nd target slip rate line L 3: 3rd target slip rate line

P

RV Γ Degree Speed Unit Gary Wheels After Dali Kickback: History: W: FRFFRFR yy V w W λ λ Degrees. G, j. One B, l Speed Wheel Front and Rear Speed Body Car Tester Two Push Rate Let's move `` f''f wheel wheel wheel wheel wheel back and forth • I ---- L 1 II-(Please read the precautions on the back before filling this page) Order --- This paper size applies Chinese national standards ( CNS) A4 specification (21〇χ 297 males) -32-

Claims (1)

A8 B8 C8 D8 Scope of patent application 1. A vehicle's anti-lock brake control device, which is set on the coordinates of the front wheel slip ratio (λρ ·) and the rear wheel slip ratio (λκ) on one coordinate axis and the other coordinate axis, respectively. The target slip rate line, and the brake boost area (A!) And brake deceleration area (A 2), the front wheel slip ratio (also F), and When the rear wheel slip ratio (λ R) is in the above brake boosting area (A ^), the braking force is increased. At the same time, when the front wheel slip ratio (λρ) and the rear wheel slip ratio (λκ) are in the brake damping area (Α 2), The anti-lock brake control device for a vehicle with reduced braking force is characterized in that the target slip ratio line is based on the fact that the front wheel slip ratio (λρ ·) is larger than the first reference value (f rmda). R) is the first target slip ratio line (L i) corresponding to the increase and decrease of the front wheel slip ratio (λP) and the area where the front wheel slip ratio is smaller than the first reference value (fr md a), and the rear wheel slip ratio ( λκ) does not depend on the second base of the front wheel slip ratio (λ 1?) The value (1 '] * 111 £ 13) of the second target slip rate line (L 2) and if the front wheel slip rate (AF) is equal to the first reference value (f rmd a), the above first and second targets are connected The slip rate line (Li, L2) is constituted by the third target slip rate line (L3). 2. As the anti-lock brake control device of the vehicle in the scope of patent application item 1, wherein the rear wheel acceleration (R rw) is When negative, it corresponds to the absolute value of the rear wheel acceleration (Rrw) to reduce the above-mentioned 2nd reference value (this paper size applies the national standard (CNS) A4 specification (210X297 mm) &quot; -33-(Please read the back first Note: Please fill in this page again) / Equipment-Printed by the Intellectual Property Bureau of the Ministry of Economic Affairs, A 8 B8 C8 D8 6. Application for patent scope rrmda) e 3. If the anti-lock brake of the vehicle under the scope of patent application No. 2 The control device, wherein when the front wheel slip ratio (Af) and the rear wheel slip ratio (Ar) are shifted from the braking force reduction area (A 2) to the braking force increasing area (A "), the second reference value for reducing the above-mentioned (R rmd a) The value before decreasing gradually increases 0 (Please read the precautions on the back before filling this page) Binding-Order Printed by the Consumer Cooperatives of the Intellectual Property Bureau of the Ministry of Economic Affairs This paper size applies to China National Standard (CNS) A4 (2i0297mm) -34 ~