JP2001278019A - Braking force control device - Google Patents
Braking force control deviceInfo
- Publication number
- JP2001278019A JP2001278019A JP2000090594A JP2000090594A JP2001278019A JP 2001278019 A JP2001278019 A JP 2001278019A JP 2000090594 A JP2000090594 A JP 2000090594A JP 2000090594 A JP2000090594 A JP 2000090594A JP 2001278019 A JP2001278019 A JP 2001278019A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- braking force
- braking
- downhill
- towed
- 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.)
- Granted
Links
Landscapes
- Regulating Braking Force (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明は、連結車両の制動
力制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking force control device for a connected vehicle.
【０００２】[0002]
【従来の技術】連結車両に特有な車両挙動としてトレー
ラスイング現象やジャックナイフ現象などがあり、とく
にジャックナイフ現象については、降坂走行中の制動時
に発生しやすい。これは、牽引車の制動タイミング（ブ
レーキ作動の開始時期）よりも被牽引車の制動タイミン
グが遅れると、牽引車に対して被牽引車が連結角を拡大
させながら直進するからと考えられる。このため、牽引
車における、ブレーキの踏み込みを電気的に検出し、こ
れを作動信号として被牽引車のブレーキ装置へ伝達する
ことにより、牽引車の制動タイミングと被牽引車の制動
タイミングとの時間差（タイムラグ）を無くすようにし
たものがある（特開平９−５８４４２号、参照）。2. Description of the Related Art Trailer swing phenomena, jackknife phenomena, and the like are specific to vehicle behaviors of a connected vehicle. The jackknife phenomena are particularly likely to occur during braking while traveling downhill. This is considered to be because if the braking timing of the towed vehicle is later than the braking timing of the towed vehicle (the start timing of the brake operation), the towed vehicle travels straight while increasing the connection angle with respect to the towed vehicle. For this reason, the depression of the brake in the tow vehicle is electrically detected and transmitted to the brake device of the tow vehicle as an operation signal, so that the time difference between the braking timing of the tow vehicle and the braking timing of the tow vehicle ( There is one that eliminates the time lag (see Japanese Patent Application Laid-Open No. 9-58442).
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、降坂に
よっては、牽引車への制動と同期的に被牽引車への制動
が作動しても、被牽引車が大きな慣性質量で牽引車を突
き上げて連結角を屈折させる可能性があり、とくに旋回
時における、操縦（車速制御）を難しくする原因とな
る。However, depending on the descending slope, even if the towing vehicle is braked in synchronization with the braking to the towing vehicle, the towing vehicle may push up the towing vehicle with a large inertial mass. The connection angle may be deflected, which makes steering (vehicle speed control) particularly difficult when turning.
【０００４】この発明は、このような問題点に着目して
なされたものであり、降坂中の制動時における、ジャッ
クナイフ現象および被牽引車による牽引車への突き上げ
を抑制できる手段の提供を目的とする。The present invention has been made in view of such a problem, and provides a means for suppressing the jackknife phenomenon and the towing vehicle pushing up to the towing vehicle during braking on a downhill. Aim.
【０００５】[0005]
【課題を解決するための手段】第１の発明では、牽引車
に設定の連結点を中心として被牽引車を回転可能に支持
する連結車両において、車両の降坂走行状態を検出する
手段と、降坂走行中の制動時に牽引車の制動タイミング
よりも被牽引車の制動タイミングを相対的に早めるよう
に制御する手段と、を備える。According to a first aspect of the present invention, there is provided a connecting vehicle for rotatably supporting a towed vehicle about a connecting point set on the towing vehicle, and a means for detecting a downhill traveling state of the vehicle; Means for controlling the braking timing of the towed vehicle relatively earlier than the braking timing of the towed vehicle during braking during downhill traveling.
【０００６】第２の発明では、牽引車に設定の連結点を
中心として被牽引車を回転可能に支持する連結車両にお
いて、車両の降坂走行状態を検出する手段と、降坂走行
中の制動時に被牽引車の制動タイミングを降坂の勾配に
応じた時間差をもって牽引車の制動タイミングよりも早
めるように制御する手段と、を備える。According to a second aspect of the present invention, there is provided a connecting vehicle for rotatably supporting a tow vehicle around a connecting point set on the towing vehicle, a means for detecting a downhill running state of the vehicle, and a braking during the downhill running. Means for controlling the braking timing of the towed vehicle to be earlier than the braking timing of the towed vehicle with a time difference corresponding to the gradient of the descending slope.
【０００７】第３の発明では、第２の発明において、路
面の摩擦係数を検出する手段と、降坂の勾配に応じた時
間差を路面の摩擦係数に応じて補正する手段と、を備え
る。In a third aspect based on the second aspect, there is provided means for detecting a friction coefficient of the road surface, and means for correcting a time difference corresponding to the gradient of the downhill in accordance with the friction coefficient of the road surface.
【０００８】第４の発明では、第１の発明または第２の
発明において、ブレーキ操作量に応じた総制動力を求め
る手段と、降坂走行中の制動時に総制動力の被牽引車へ
の配分比を平坦路での基準値よりも高めるように制御す
る手段と、を備える。According to a fourth aspect of the present invention, in the first or second aspect, means for obtaining a total braking force according to a brake operation amount, and a total braking force applied to the towed vehicle at the time of braking during downhill traveling. Means for controlling the distribution ratio to be higher than a reference value on a flat road.
【０００９】第５の発明では、第１の発明または第２の
発明において、ブレーキ操作量に応じた総制動力を求め
る手段と、降坂走行中の制動時に総制動力の被牽引車へ
の配分比を平坦路での基準値よりも降坂の勾配に応じた
割合をもって高めるように制御する手段と、を備える。According to a fifth aspect of the present invention, in the first or second aspect, means for determining a total braking force according to a brake operation amount; Means for controlling the distribution ratio to be higher than a reference value on a flat road at a rate corresponding to the gradient of the descending slope.
【００１０】第６の発明では、第５の発明において、路
面の摩擦係数を検出する手段と、降坂の勾配に応じた割
合を路面の摩擦係数に応じて補正する手段と、を備え
る。In a sixth aspect based on the fifth aspect, there is provided means for detecting a road surface friction coefficient, and means for correcting a ratio corresponding to a slope of a downhill in accordance with the road surface friction coefficient.
【００１１】[0011]
【発明の効果】第１の発明では、降坂中の制動時に被牽
引車の方が牽引車よりも早く制動が掛かる。このため、
被牽引車の制動力で後側から牽引車は引っ張られる具合
になり、連結角が引き伸ばされるようになるので、被牽
引車が牽引車を突き上げることもなく、ジャックナイフ
現象の発生を有効に抑制できる。According to the first aspect of the invention, the towed vehicle is braked earlier than the towed vehicle during braking on a downhill. For this reason,
The towing vehicle is pulled from behind by the towing vehicle's braking force, and the connection angle is extended, so that the towing vehicle does not push up the towing vehicle, effectively suppressing the occurrence of the jack knife phenomenon it can.
【００１２】第２の発明では、被牽引車の制動タイミン
グは、降坂の勾配に応じた時間差をもって牽引車の制動
タイミングよりも早めに制御されるので、牽引車に対す
る被牽引車の突き上げもジャックナイフ現象の発生も適
確に抑制できる。In the second aspect of the present invention, the towed vehicle braking timing is controlled earlier than the towed vehicle braking timing with a time difference corresponding to the descending slope, so that the towed vehicle can be pushed up against the towed vehicle by the jack. The occurrence of the knife phenomenon can be accurately suppressed.
【００１３】第３の発明では、路面の摩擦係数を絡めて
降坂の勾配に応じた時間差が制御されるので、路面の摩
擦係数の変化に対しても、牽引車に対する被牽引車の突
き上げやジャックナイフ現象の発生を有効に抑制でき
る。In the third aspect of the present invention, the time difference corresponding to the gradient of the descending slope is controlled by involving the friction coefficient of the road surface. The occurrence of the jackknife phenomenon can be effectively suppressed.
【００１４】第４の発明では、降坂時の制動時に被牽引
車の方が牽引車よりも早く制動が掛かるほか、総制動力
の配分についても、被牽引車への配分比（被牽引車の配
分制動力／牽引車の配分制動力）が平坦路での基準値よ
りも高められるので、牽引車を後側から引っ張られる具
合に被牽引車の制動を効果的に活用できる。According to the fourth aspect of the present invention, the towed vehicle is braked earlier than the towed vehicle at the time of braking on a downhill, and the distribution of the total braking force to the towed vehicle (towed vehicle) (Distributed braking force / distributed braking force of the tow vehicle) is higher than the reference value on a flat road, so that braking of the tow vehicle can be effectively utilized in such a manner that the tow vehicle is pulled from the rear side.
【００１５】第５の発明では、被牽引車への配分比につ
いても、制御タイミングの制御と同じ要領で降坂の勾配
に応じた割合をもって基準値よりも高く制御されるの
で、降坂の勾配に応じて制動力を被牽引車および牽引車
に効率よく効果的に与えられることになり、牽引車に対
する被牽引車の突き上げもジャックナイフ現象の発生も
適確に抑制できる。In the fifth aspect, the distribution ratio to the towed vehicle is also controlled to be higher than the reference value at a rate corresponding to the gradient of the descending slope in the same manner as in the control of the control timing. Accordingly, the braking force is efficiently and effectively applied to the towed vehicle and the towed vehicle, and the thrust of the towed vehicle with respect to the towed vehicle and the occurrence of the jack knife phenomenon can be appropriately suppressed.
【００１６】第６の発明では、路面の摩擦係数を絡めて
降坂の勾配に応じた配分比に被牽引車への制動力と牽引
車への制動力が制御されるので、路面の摩擦係数の変化
に対しても、牽引車に対する被牽引車の突き上げやジャ
ックナイフ現象の発生を有効に抑制できる。In the sixth aspect, the braking force applied to the towed vehicle and the braking force applied to the towed vehicle are controlled at a distribution ratio corresponding to the gradient of the descending slope in association with the friction coefficient of the road surface. , The thrust of the towed vehicle relative to the towed vehicle and the occurrence of the jackknife phenomenon can be effectively suppressed.
【００１７】[0017]
【発明の実施の形態】図１の実施形態において、３０は
トラクタ（牽引車）、４０はトレーラ（被牽引車）であ
り、これらは連結器（第５輪カプラ）を介して連結され
る。２０〜２３は牽引車の車輪に制動力を発生するブレ
ーキチャンバ、２４，２５は被牽引車の車輪に制動力を
発生するブレーキチャンバ、１は牽引車に搭載のコント
ロールユニット、２はコントロールユニット１からのブ
レーキ作動信号に基づいて、牽引車３０のブレーキチャ
ンバ２０〜２３へ供給するブレーキ圧（制動力）を制御
するモジュレータ、３は同じくブレーキ作動信号に基づ
いて、被牽引車４０のブレーキチャンバ２４，２５へ供
給するブレーキ圧（制動力）を制御するモジュレータ、
である。なお、各モジュレータ２，３はコントロールユ
ニット１にシリアル通信を介して接続される。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS In the embodiment of FIG. 1, reference numeral 30 denotes a tractor (towing vehicle) and reference numeral 40 denotes a trailer (towing vehicle), which are connected via a coupler (fifth wheel coupler). Reference numerals 20 to 23 denote brake chambers for generating a braking force on the wheels of the tow vehicle, reference numerals 24 and 25 denote brake chambers for generating a braking force on the wheels of the tow vehicle, 1 a control unit mounted on the tow vehicle, and 2 a control unit 1 The modulator 3 controls the brake pressure (braking force) supplied to the brake chambers 20 to 23 of the towing vehicle 30 based on the braking operation signal from the vehicle. , A modulator for controlling the brake pressure (braking force) to be supplied to 25,
It is. The modulators 2 and 3 are connected to the control unit 1 via serial communication.
【００１８】コントロールユニット１は、制動時に被牽
引車４０が牽引車３０を突き上げることや、降坂中の制
動に伴うジャックナイフ現象の発生、を抑制するため、
各車両３０，４０の制動タイミングおよび各車両３０，
４０への制動力配分を後述のように制御する。この制御
のため、牽引車３０において、ブレーキペダルの開度
（ブレーキ操作量）を検出するブレーキ開度センサ１
３、アクセルペダルの開度（アクセル操作量）を検出す
るアクセル開度センサ１１、エンジンの回転速度を検出
するエンジン回転センサ１２、などが備えられる。The control unit 1 controls the towed vehicle 40 to push up the towed vehicle 30 during braking and to prevent the occurrence of a jackknife phenomenon due to braking during descending hills.
The braking timing of each vehicle 30, 40 and each vehicle 30,
The distribution of the braking force to the motor 40 is controlled as described later. For this control, in the towing vehicle 30, a brake opening sensor 1 for detecting the opening of the brake pedal (brake operation amount)
3. An accelerator opening sensor 11 for detecting the opening of the accelerator pedal (accelerator operation amount), an engine rotation sensor 12 for detecting the engine speed, and the like are provided.
【００１９】図２は制御系の構成を表すブロック図であ
り、コントロールユニット１に降坂度合い（降坂の勾
配）および登坂度合い（登坂の勾配）をパラメータにそ
れぞれ制動タイミングおよび制動力配分比の制御特性
（図３〜図６、参照）が設定される。２９は登降坂状態
を検出する手段であり、エンジン回転センサ１２および
アクセル開度センサ１１から構成される。コントロール
ユニット１は、これらの検出信号（エンジン回転速度の
検出値，アクセル開度の検出値）に基づいて、アクセル
開度＞０でないときは、エンジン回転速度の上昇率（エ
ンジン回転速度の微分値）を降坂度合いとして判定す
る。アクセル開度＞０のときは、エンジン回転速度がア
クセル開度の増加率から予測される標準値（平坦路にお
ける）よりも低い場合、標準値との差を登坂度合いとし
て判定する（図７、参照）。FIG. 2 is a block diagram showing the configuration of the control system. The control unit 1 uses the degree of downhill (gradient of downhill) and the degree of uphill (gradient of uphill) as parameters to control the braking timing and the braking force distribution ratio, respectively. The control characteristics (see FIGS. 3 to 6) are set. Reference numeral 29 denotes a means for detecting an uphill or downhill state, and includes an engine rotation sensor 12 and an accelerator opening sensor 11. Based on these detection signals (the detected value of the engine speed, the detected value of the accelerator opening), the control unit 1 determines the rate of increase of the engine speed (the differential value of the engine speed) when the accelerator opening is not> 0. ) Is determined as the degree of descent. When the accelerator opening is greater than 0, if the engine rotation speed is lower than a standard value (on a flat road) predicted from the rate of increase of the accelerator opening, the difference from the standard value is determined as the degree of climbing (FIG. 7, reference).
【００２０】図２において、コントロールユニット１
は、ブレーキ開度センサ１３の検出信号に基づいて、図
８のような制御特性から連結車両に要求される総制動力
を求め、通常（平坦路走行）の制動時においては、総制
動力を牽引車３０および被牽引車４０に所定の比率で同
期的に配分するように制御する。そして、制動力配分の
比率を変更する手段２８、牽引車および被牽引車に対す
る制動タイミング（ブレーキ作動の開始時期）を変更す
る手段２７、が設けられる。コントロールユニット１
は、降坂中または登坂中の制動時においては、制御特性
（図３〜図６）に基づいて、降坂度合いまたは登坂度合
いに応じた時間差をもって牽引車３０の制動タイミング
よりも被牽引車４０の制動タイミングを早める一方、同
じく降坂度合いまたは登坂度合いに応じた比率（配分割
合）をもって被牽引車４０への制動力配分を平坦路での
基準値（配分比）よりも高めるよう、各手段２７，２８
を制御するのである。In FIG. 2, the control unit 1
Calculates the total braking force required for the connected vehicle from the control characteristics as shown in FIG. 8 based on the detection signal of the brake opening degree sensor 13, and calculates the total braking force during normal (flat road running) braking. Control is performed so as to be synchronously distributed to the towing vehicle 30 and the towed vehicle 40 at a predetermined ratio. Then, there are provided means 28 for changing the ratio of the braking force distribution, and means 27 for changing the braking timing (starting time of the braking operation) for the towing vehicle and the towed vehicle. Control unit 1
During braking on a downhill or climbing a hill, the towed vehicle 40 is compared with the braking timing of the towing vehicle 30 with a time difference according to the degree of downhill or uphill based on the control characteristics (FIGS. 3 to 6). Means to increase the braking force distribution to the towed vehicle 40 from a reference value (distribution ratio) on a flat road at a ratio (distribution ratio) also corresponding to the degree of descending slope or the degree of climbing slope. 27,28
Is controlled.
【００２１】図９はコントロールユニット１の制御内容
を説明するフローチャートであり、所定の制御周期で繰
り返し実行される。ステップ１〜ステップ２において
は、アクセル開度，エンジン回転速度、ブレーキ開度、
を読み取る。ステップ４においては、アクセル開度＞０
かどうかを判定する。この判定がｙｅｓのときは、ステ
ップ５において、エンジン回転速度がアクセル開度の増
加率から予測される標準値よりも低い場合、標準値との
差を登坂度合いとして判定する一方、同じく判定がｎｏ
のときは、ステップ６において、エンジン回転速度が高
まるとその上昇率を降坂度合いとして判定する。FIG. 9 is a flowchart for explaining the control contents of the control unit 1, which is repeatedly executed at a predetermined control cycle. In steps 1 and 2, the accelerator opening, engine speed, brake opening,
Read. In step 4, accelerator opening> 0
Is determined. If the determination is yes, in step 5, if the engine speed is lower than the standard value predicted from the rate of increase of the accelerator opening, the difference from the standard value is determined as the degree of uphill while the determination is no.
In step 6, in step 6, when the engine speed increases, the rate of increase is determined as the degree of descent.
【００２２】ステップ７においては、ブレーキ開度＞０
かどうかを判定する。この判定がｙｅｓのときは、ステ
ップ８において、ブレーキ開度に応じた総制動力を求
め、ステップ９において、登坂度合いまたは降坂度合い
により、図３〜図６の制御特性に基づいて、牽引車３０
および被牽引車４０に対し、既述のように制動タイミン
グおよび制動力配分を制御するのである。ステップ７の
判定がｎｏのときは、ステップ８およびステップ９をパ
スする。In step 7, brake opening> 0
Is determined. If the determination is yes, in step 8, the total braking force according to the brake opening is obtained, and in step 9, the towing vehicle is determined based on the control characteristics shown in FIGS. 30
The braking timing and the braking force distribution are controlled for the towed vehicle 40 as described above. If the determination in step 7 is no, steps 8 and 9 are passed.
【００２３】このような構成により、降坂中の制動時に
被牽引車４０の方が牽引車３０よりも早く制動が掛かる
ほか、総制動力の配分についても、被牽引車４０への配
分比が平坦路での基準値よりも高められるため、被牽引
車４０の制動力で牽引車３０が後側から引っ張られる具
合になり、連結角が引き伸ばされるようになる。つま
り、連結角の屈折を抑制するのに被牽引車４０の制動が
有効に活用される。被牽引車４０の制動タイミングは、
降坂度合いに応じた時間差をもって牽引車３０の制動タ
イミングよりも早めに制御され、被牽引車４０への配分
比についても、降坂度合いに応じた割合をもって基準値
よりも高く制御されるので、降坂度合いが急な場合にお
いても、被牽引車４０が牽引車３０を突き上げるように
直進することもなく、ジャックナイフ現象を適確に抑制
できる。そのため、降坂中の旋回時における、操縦（車
速制御など）についても、従前よりも格段に容易にな
る。With such a configuration, the towed vehicle 40 is braked earlier than the towed vehicle 30 during braking on a downhill, and the distribution ratio of the total braking force to the towed vehicle 40 is also reduced. Since it is higher than the reference value on a flat road, the towing vehicle 30 is pulled from the rear side by the braking force of the towed vehicle 40, and the connection angle is extended. That is, the braking of the towed vehicle 40 is effectively used to suppress the refraction of the connection angle. The braking timing of the towed vehicle 40 is
The braking timing of the towing vehicle 30 is controlled earlier than the braking timing of the towing vehicle 30 with a time difference corresponding to the descending grade, and the distribution ratio to the towed vehicle 40 is also controlled to be higher than the reference value with a ratio corresponding to the descending grade. Even when the descending grade is steep, the towed vehicle 40 does not proceed straight so as to push up the towed vehicle 30, and the jackknife phenomenon can be accurately suppressed. Therefore, maneuvering (vehicle speed control and the like) at the time of turning while descending a slope is significantly easier than before.
【００２４】登坂中の制動時においても、同様の制御が
行われるので、牽引車３０に対する被牽引車４０の突き
上げが抑制されるので、牽引車３０の乗心地が良好に維
持され、運転者は制動操作を容易かつ安全に行えるとい
う効果が得られる。なお、降坂時の制動タイミング（降
坂度合いに応じた時間差）および制動力配分（降坂度合
いに応じた配分比）については、路面の摩擦係数を検出
することにより、図１０，図１１のようなデータマップ
から求められる摩擦係数に対応する値に基づいて、図
３，図５の制御特性を補正するようにしてもよい。The same control is performed during braking while climbing a hill, so that the towed vehicle 40 is prevented from being pushed up against the towed vehicle 30, so that the riding comfort of the towed vehicle 30 is maintained well, and The effect that the braking operation can be performed easily and safely is obtained. The braking timing (time difference according to the degree of descending slope) and the braking force distribution (distribution ratio according to the degree of descending slope) at the time of descending the slope are determined by detecting the friction coefficient of the road surface, as shown in FIGS. The control characteristics shown in FIGS. 3 and 5 may be corrected based on the value corresponding to the friction coefficient obtained from such a data map.
【図面の簡単な説明】[Brief description of the drawings]
【図１】この発明の実施形態を表す連結車両の平面的な
構成図である。FIG. 1 is a plan view showing a configuration of a connected vehicle according to an embodiment of the present invention.
【図２】同じく制御系のブロック図である。FIG. 2 is a block diagram of a control system.
【図３】同じく降坂時の制動タイミングを表す特性図で
ある。FIG. 3 is a characteristic diagram showing a braking timing when descending a hill.
【図４】同じく登坂時の制動タイミングを表す特性図で
ある。FIG. 4 is a characteristic diagram showing braking timing when climbing a hill.
【図５】同じく降坂時の制動力配分を表す特性図であ
る。FIG. 5 is a characteristic diagram showing a braking force distribution when the vehicle is descending a hill.
【図６】同じく登坂時の制動力配分を表す特性図であ
る。FIG. 6 is a characteristic diagram showing a distribution of braking force when climbing a hill.
【図７】同じく登坂度合いを説明する特性図である。FIG. 7 is a characteristic diagram illustrating a degree of climbing a hill.
【図８】同じくブレーキ開度に応じた総制動力を表す特
性図である。FIG. 8 is a characteristic diagram showing a total braking force according to a brake opening degree.
【図９】同じくコントロールユニットの制御内容を説明
するフローチャートである。FIG. 9 is a flowchart illustrating the control contents of the control unit.
【図１０】同じく制動タイミングの補正値を表す特性図
である。FIG. 10 is a characteristic diagram showing a correction value of a braking timing.
【図１１】同じく制動力配分の補正値を表す特性図であ
る。FIG. 11 is a characteristic diagram showing a correction value of the braking force distribution.
１ コントロールユニット ２，３ 制動力モジュレータ １１ アクセル開度センサ １２ エンジン回転センサ １３ ブレーキ開度センサ ２０〜２３、２４，２５ ブレーキチャンバ ２７ 制動タイミング変更手段 ２８ 制動力配分変更手段 ３０ 牽引車 ４０ 被牽引車 DESCRIPTION OF SYMBOLS 1 Control unit 2, 3 Braking force modulator 11 Accelerator opening sensor 12 Engine rotation sensor 13 Brake opening sensor 20-23, 24, 25 Brake chamber 27 Braking timing changing means 28 Braking force distribution changing means 30 Towing vehicle 40 Towed vehicle
Claims (6)
車を回転可能に支持する連結車両において、車両の降坂
走行状態を検出する手段と、降坂走行中の制動時に牽引
車の制動タイミングよりも被牽引車の制動タイミングを
相対的に早めるように制御する手段と、を備えたことを
特徴とする制動力制御装置。1. A connecting vehicle for rotatably supporting a towed vehicle about a connecting point set on the towing vehicle, means for detecting a downhill traveling state of the vehicle, and means for detecting the state of the towing vehicle during braking during downhill traveling. Means for controlling the braking timing of the towed vehicle to be relatively earlier than the braking timing.
車を回転可能に支持する連結車両において、車両の降坂
走行状態を検出する手段と、降坂走行中の制動時に被牽
引車の制動タイミングを降坂の勾配に応じた時間差をも
って牽引車の制動タイミングよりも早めるように制御す
る手段と、を備えたことを特徴とする制動力制御装置。2. A means for detecting a downhill traveling state of a vehicle in a connected vehicle that rotatably supports the towed vehicle about a connection point set on the towed vehicle, and a towed vehicle during braking during downhill traveling. Means for controlling the braking timing of the towing vehicle to be earlier than the braking timing of the towing vehicle with a time difference corresponding to the gradient of the descending slope.
勾配に応じた時間差を路面の摩擦係数に応じて補正する
手段と、を備えたことを特徴とする請求項２の記載に係
る制動力制御装置。3. The apparatus according to claim 2, further comprising: means for detecting a road surface friction coefficient; and means for correcting a time difference corresponding to a slope of a downhill in accordance with the road surface friction coefficient. Such a braking force control device.
手段と、降坂走行中の制動時に総制動力の被牽引車への
配分比を平坦路での基準値よりも高めるように制御する
手段と、を備えたことを特徴とする請求項１または請求
項２の記載に係る制動力制御装置。4. A means for calculating a total braking force according to a brake operation amount, and a control for increasing a distribution ratio of the total braking force to a towed vehicle during braking on a downhill slope to be higher than a reference value on a flat road. The braking force control device according to claim 1 or 2, further comprising:
手段と、降坂走行中の制動時に総制動力の被牽引車への
配分比を平坦路での基準値よりも降坂の勾配に応じた割
合をもって高めるように制御する手段と、を備えたこと
を特徴とする請求項１または請求項２の記載に係る制動
力制御装置。5. A means for determining a total braking force according to a brake operation amount, and a distribution ratio of the total braking force to a towed vehicle during braking on a downhill slope which is lower than a reference value on a flat road. 3. A braking force control device according to claim 1, further comprising: means for controlling the braking force to increase at a rate corresponding to the braking force.
勾配に応じた割合を路面の摩擦係数に応じて補正する手
段と、を備えたことを特徴とする請求項５の記載に係る
制動力制御装置。6. The apparatus according to claim 5, further comprising: means for detecting a friction coefficient of the road surface; and means for correcting a ratio corresponding to the gradient of the downhill in accordance with the friction coefficient of the road surface. Such a braking force control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000090594A JP4105363B2 (en) | 2000-03-29 | 2000-03-29 | Braking force control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000090594A JP4105363B2 (en) | 2000-03-29 | 2000-03-29 | Braking force control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2001278019A true JP2001278019A (en) | 2001-10-10 |
| JP4105363B2 JP4105363B2 (en) | 2008-06-25 |
Family
ID=18606182
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000090594A Expired - Fee Related JP4105363B2 (en) | 2000-03-29 | 2000-03-29 | Braking force control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP4105363B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9043105B2 (en) | 2009-02-02 | 2015-05-26 | Toyota Jidosha Kabushiki Kaisha | Behavior control device for a combination vehicle |
| JP2018196265A (en) * | 2017-05-18 | 2018-12-06 | 株式会社豊田自動織機 | Tow tractor |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04173456A (en) * | 1989-12-20 | 1992-06-22 | Eaton Corp | Control device for brake for side anchor and automatic jack knife |
| JPH05155332A (en) * | 1991-12-06 | 1993-06-22 | Mitsubishi Motors Corp | Electric control brake system of combination vehicle |
| JPH06219255A (en) * | 1992-12-19 | 1994-08-09 | Wabco Standard Gmbh | Method of braking combination car |
| JPH10119739A (en) * | 1996-10-18 | 1998-05-12 | J K C Toratsuku Brake Syst:Kk | Tractor-trailer speed control device |
| JP2000043695A (en) * | 1998-07-29 | 2000-02-15 | Mitsubishi Motors Corp | Braking control device for coupled vehicle |
-
2000
- 2000-03-29 JP JP2000090594A patent/JP4105363B2/en not_active Expired - Fee Related
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04173456A (en) * | 1989-12-20 | 1992-06-22 | Eaton Corp | Control device for brake for side anchor and automatic jack knife |
| JPH05155332A (en) * | 1991-12-06 | 1993-06-22 | Mitsubishi Motors Corp | Electric control brake system of combination vehicle |
| JPH06219255A (en) * | 1992-12-19 | 1994-08-09 | Wabco Standard Gmbh | Method of braking combination car |
| JPH10119739A (en) * | 1996-10-18 | 1998-05-12 | J K C Toratsuku Brake Syst:Kk | Tractor-trailer speed control device |
| JP2000043695A (en) * | 1998-07-29 | 2000-02-15 | Mitsubishi Motors Corp | Braking control device for coupled vehicle |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9043105B2 (en) | 2009-02-02 | 2015-05-26 | Toyota Jidosha Kabushiki Kaisha | Behavior control device for a combination vehicle |
| JP2018196265A (en) * | 2017-05-18 | 2018-12-06 | 株式会社豊田自動織機 | Tow tractor |
Also Published As
| Publication number | Publication date |
|---|---|
| JP4105363B2 (en) | 2008-06-25 |
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