JP2736745B2 - Anti-skid control method for four-wheel drive vehicle - Google Patents
Anti-skid control method for four-wheel drive vehicleInfo
- Publication number
- JP2736745B2 JP2736745B2 JP6210483A JP21048394A JP2736745B2 JP 2736745 B2 JP2736745 B2 JP 2736745B2 JP 6210483 A JP6210483 A JP 6210483A JP 21048394 A JP21048394 A JP 21048394A JP 2736745 B2 JP2736745 B2 JP 2736745B2
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- skid control
- rotation speed
- rear wheel
- wheel drive
- 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.)
- Expired - Fee Related
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/322—Systems specially adapted for vehicles driven by more than one axle, e.g. Four Wheel-Drive vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、前輪と後輪の拘束力を
可変にする四輪駆動車輌のアンチスキッド制御方法に関
するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-skid control method for a four-wheel-drive vehicle that makes the restraining force between front and rear wheels variable.
【０００２】[0002]
【従来の技術】従来、前輪回転数が後輪回転数に対して
大きくなると、前輪と後輪の拘束力が強くなり４輪駆動
モードに近づき、逆に、前輪回転数が後輪回転数に対し
て小さくなると、前輪と後輪の拘束力が弱まり２輪駆動
モードに近づく制御、即ち可変４輪駆動制御が行われて
いる。この制御により、前進加速時は４輪駆動モードに
近づき、前進定速時または減速時は２輪駆動モードに近
づく。2. Description of the Related Art Conventionally, when the front wheel rotation speed becomes larger than the rear wheel rotation speed, the restraining force of the front wheel and the rear wheel becomes stronger and approaches the four-wheel drive mode, and conversely, the front wheel rotation speed decreases to the rear wheel rotation speed. On the other hand, when it becomes smaller, the restraining force between the front wheels and the rear wheels is weakened, and control for approaching the two-wheel drive mode, that is, variable four-wheel drive control is performed. With this control, the vehicle approaches the four-wheel drive mode during forward acceleration, and approaches the two-wheel drive mode during forward constant speed or deceleration.
【０００３】[0003]
【発明が解決しようとする課題】従来、アンチスキッド
制御時は、前輪と後輪に対して独立にブレーキ制御が行
われるために、前輪回転数と後輪回転数の大小が変動す
る。その結果、アンチスキッド制御時に４輪駆動モード
に近づくことがある。それ故、４輪駆動モード傾向が大
きい場合、車輪速から求めた推定車体速と実際の実車体
速とがずれることがある。Conventionally, during anti-skid control, the front wheel and the rear wheel are independently brake-controlled, so that the front wheel speed and the rear wheel speed vary. As a result, the vehicle may approach the four-wheel drive mode during the anti-skid control. Therefore, when the tendency of the four-wheel drive mode is large, the estimated vehicle body speed obtained from the wheel speed may deviate from the actual vehicle body speed.
【０００４】[0004]
【本発明の目的】本発明は、前輪と後輪の拘束力を変化
する四輪駆動において、より正確にアンチスキッド制御
を行うことにある。SUMMARY OF THE INVENTION It is an object of the present invention to more accurately perform anti-skid control in four-wheel drive in which the front and rear wheel restraining forces are changed.
【０００５】[0005]
【問題点を解決するための手段】本発明は、前輪の回転
数が後輪の回転数よりも大きい時の方が、その逆の時よ
りも前輪と後輪の拘束力が大きい４輪駆動車輌のアンチ
スキッド制御方法において、アンチスキッド制御中は後
輪のスリップ率の平均が前輪のスリップ率の平均よりも
小さくなるようにして、後輪の回転数の増大を図り、前
輪と後輪の拘束力を弱める方向に制御することを特徴と
する、４輪駆動車輌のアンチスキッド制御方法、又は、
前輪の回転数が後輪の回転数よりも大きい時の方が、そ
の逆の時よりも前輪と後輪の拘束力が大きい４輪駆動車
輌のアンチスキッド制御方法において、アンチスキッド
制御中、後輪のブレーキ液圧の減圧信号を出し易くする
ことにより、後輪の回転数の増大を図り、前輪と後輪の
拘束力を弱める方向に制御することを特徴とする、４輪
駆動車輌のアンチスキッド制御方法、又は、前輪の回転
数が後輪の回転数よりも大きい時の方が、その逆の時よ
りも前輪と後輪の拘束力が大きい４輪駆動車輌のアンチ
スキッド制御方法において、アンチスキッド制御中、後
輪の減圧パルスを増大させることにより、後輪の回転数
の増大を図り、前輪と後輪の拘束力を弱める方向に制御
することを特徴とする、４輪駆動車輌のアンチスキッド
制御方法、又は、前輸の回転数が後輪の回転数よりも大
きい時の方が、その逆の時よりも前輪と後輪の拘束力が
大きい４輪駆動車輌のアンチスキッド制御方法におい
て、アンチスキッド制御中は、後輪のブレーキ液圧の増
圧タイミングを遅延することにより、後輪の回転数の減
少を抑えて、前輪と後輪の拘束力を弱める方向に制御す
ることを特徴とする、４輪駆動車輌のアンチスキッド制
御方法、又は、前輪の回転数が後輪の回転数よりも大き
い時の方が、その逆の時よりも前輪と後輪の拘束力が大
きい４輪駆動車輌のアンチスキッド制御方法において、
アンチスキッド制御中は、後輪のブレーキ液圧の増圧パ
ルスを減少することにより、後輪の回転数の減少を抑え
て、前輪と後輪の拘束力を弱める方向に制御することを
特徴とする、４輪駆動車輌のアンチスキッド制御方法に
ある。SUMMARY OF THE INVENTION The present invention provides a four-wheel drive system in which the front wheel and the rear wheel have a larger restraining force when the rotation speed of the front wheel is higher than the rotation speed of the rear wheel than when the rotation speed of the rear wheel is higher than the reverse speed. In the anti-skid control method for a vehicle, during anti-skid control, the average of the slip rates of the rear wheels is made smaller than the average of the slip rates of the front wheels to increase the rotational speed of the rear wheels.
An anti-skid control method for a four-wheel drive vehicle, characterized by controlling the binding force between the wheels and the rear wheels to be weakened , or
In the anti-skid control method for a four-wheel drive vehicle in which the front wheel and the rear wheel have a larger restraining force when the rotation speed of the front wheel is larger than the rotation speed of the rear wheel, By making it easier to output the pressure reduction signal of the brake fluid pressure of the wheels, the rotation speed of the rear wheels is increased,
An anti-skid control method for a four-wheel drive vehicle, characterized by controlling in a direction to weaken the restraining force , or when the rotation speed of the front wheel is higher than the rotation speed of the rear wheel, than when the reverse is true. In an anti-skid control method for a four-wheel-drive vehicle having a large front wheel and rear wheel restraining force, the number of rotations of the rear wheel is increased by increasing the pressure reduction pulse of the rear wheel during the anti-skid control to increase the rotation speed of the rear wheel. Anti-skid control method for a four-wheel drive vehicle, characterized in that control is performed in the direction in which the restraining force of the vehicle is reduced, or when the rotational speed of the front wheel is higher than the rotational speed of the rear wheel, and vice versa. In the anti-skid control method for a four-wheel drive vehicle in which the front and rear wheels have a greater restraining force than the front wheel and the rear wheel, during the anti-skid control, the timing of increasing the brake fluid pressure of the rear wheel is delayed to reduce the rotational speed of the rear wheel. With the front wheels Anti-skid control method for a four-wheel drive vehicle, characterized in that control is performed in a direction to reduce the restraining force of the wheels, or when the rotation speed of the front wheels is larger than the rotation speed of the rear wheels, and vice versa. An anti-skid control method for a four-wheel drive vehicle in which the front and rear wheels have a greater restraining force than
During anti-skid control, by reducing the pressure increase pulse of the brake fluid pressure of the rear wheel, the reduction of the rotation speed of the rear wheel is suppressed and the control is performed in the direction to weaken the restraining force of the front and rear wheels. The anti-skid control method for a four-wheel drive vehicle.
【０００６】[0006]
【実施例】以下、図面を用いて実施例を説明する。Embodiments will be described below with reference to the drawings.
【０００７】＜イ＞ＡＢＳ制御の概要（図１、図２） アンチスキッド（ＡＢＳ）制御は、ブレーキペダル１１
が踏み込まれることにより、マスタシリンダ１２から発
生した液圧がＡＢＳ液圧ユニット２を介して各車輪１５
〜１８のホイールブレーキ１４にかかり、車輪に制動が
かかる。ブレーキが強くかかり、車輪がスリップする
と、車輪速センサ５１からの信号を基に電子制御装置３
により、ＡＢＳ液圧ユニット２を介して各車輪１５〜１
８に対してアンチスキッド制御が行われる。なお、電子
制御装置３は、専用ハード装置、また、入力装置３１、
処理装置３２、出力装置３３など一般のコンピュータ装
置の構成をとることができる。<A> Outline of ABS Control (FIGS. 1 and 2) Anti-skid (ABS) control is performed by the brake pedal 11.
Is depressed, the hydraulic pressure generated from the master cylinder 12 is transmitted through the ABS hydraulic unit 2 to each wheel 15.
The wheel brakes 14 to 18 are applied, and the wheels are braked. When the brake is strongly applied and the wheel slips, the electronic control unit 3 is controlled based on a signal from the wheel speed sensor 51.
, Each wheel 15-1 through the ABS hydraulic unit 2
8, anti-skid control is performed. Note that the electronic control unit 3 is a dedicated hardware device, an input device 31,
The configuration of a general computer device such as the processing device 32 and the output device 33 can be adopted.
【０００８】＜ロ＞液圧系統の概略構成（図３） 液圧系統は、Ｘ配管の例を示してあり、マスターシリン
ダ１２を介して、独立した２系統の第１液圧回路２１と
第２液圧回路２２を有している。主リザーバ１３は、マ
スターシリンダに供給するブレーキ液の液溜めである。
第１液圧回路２１は、入力弁２３を介して右前輪１８と
左後輪１７のホイールブレーキ１４に接続され、出力弁
２４を介して補助リザーバ２７に接続されている。同様
に、第２液圧回路２２は、入力弁２３を介して右後輪１
６と左前輪１５のホイールブレーキ１４に接続され、出
力弁２４を介して補助リザーバ２７に接続されている。<B> Schematic Configuration of Hydraulic System (FIG. 3) The hydraulic system shows an example of an X pipe, and two independent first hydraulic circuits 21 and 21 are connected via a master cylinder 12. It has a two hydraulic circuit 22. The main reservoir 13 is a reservoir for the brake fluid supplied to the master cylinder.
The first hydraulic circuit 21 is connected to the wheel brakes 14 of the right front wheel 18 and the left rear wheel 17 via an input valve 23, and connected to an auxiliary reservoir 27 via an output valve 24. Similarly, the second hydraulic circuit 22 is connected to the right rear wheel 1 via the input valve 23.
6 and the wheel brake 14 of the left front wheel 15, and is connected to an auxiliary reservoir 27 via an output valve 24.
【０００９】アンチスキッド制御ブレーキ用ポンプ２５
は、モータ２６により駆動される。電子制御装置３は、
車輪速センサ５１の信号を受け、車輪速と推定車体速か
ら車輪のスリップ率を求め、これが所定のしきい値を越
えると、アンチスキッド制御を開始し、第１乃至第２液
圧回路２１、２２の液圧を増大させるためモータ２６を
作動してポンプ２５を働かせると共に、入力弁２３と出
力弁２４の開閉を制御して、補助リザーバ２７のブレー
キ液を第１乃至第２液圧回路２１、２２に供給し、ホイ
ールブレーキ１４のブレーキ液圧を調整する。Anti-skid control brake pump 25
Are driven by a motor 26. The electronic control unit 3
Upon receipt of a signal from the wheel speed sensor 51, a wheel slip ratio is calculated from the wheel speed and the estimated vehicle speed. When the slip ratio exceeds a predetermined threshold value, anti-skid control is started, and the first and second hydraulic circuits 21 and In order to increase the hydraulic pressure of the hydraulic fluid 22, the motor 26 is activated to operate the pump 25, and the opening and closing of the input valve 23 and the output valve 24 is controlled so that the brake fluid of the auxiliary reservoir 27 is supplied to the first and second hydraulic circuits 21. , 22 to adjust the brake fluid pressure of the wheel brake 14.
【００１０】＜ハ＞アンチスキッド装置の動作状態例
（図４） 図４において、横軸は制動開始後の時間経過を示してお
り、図４（ａ）は、推定車体速、車輪速、スリップしき
い値を示している。図４（ｂ）は、車輪加速度を示して
いる。図４（ｃ）は入力弁の作動状態を、図４（ｄ）は
出力弁の作動状態を、図４（ｅ）は制動トルクを示して
いる。<C> Example of operating state of anti-skid device (FIG. 4) In FIG. 4, the abscissa indicates the time elapsed after the start of braking, and FIG. 4 (a) shows the estimated vehicle speed, wheel speed and slip. Indicates a threshold. FIG. 4B shows the wheel acceleration. 4C shows the operation state of the input valve, FIG. 4D shows the operation state of the output valve, and FIG. 4E shows the braking torque.
【００１１】制動の開始により車輪が減速され減速度
しきい値に達すると、車輪がロックに向かっていると判
断して入力弁を閉じ、増圧を禁止して制動トルクをほぼ
一定に維持する（時刻ｔ１付近）。When the wheel is decelerated by the start of braking and reaches the deceleration threshold value, it is determined that the wheel is approaching the lock, the input valve is closed, pressure increase is prohibited, and the braking torque is maintained substantially constant. (Near time t1).
【００１２】この際、液圧制御系の作動遅れ等によっ
て制動トルクは過大となっているため、車輪速は更に低
下し続け、更なる減速度しきい値に達するか、又はスリ
ップしきい値を越えると、車輪ロックの危険が生じたも
のと判断し出力弁を開き制動トルクを減少させる（時刻
ｔ２付近）。At this time, since the braking torque is excessive due to an operation delay of the hydraulic control system or the like, the wheel speed continues to further decrease and reaches a further deceleration threshold value or a slip threshold value. If it exceeds, it is determined that danger of wheel lock has occurred, and the output valve is opened to reduce the braking torque (around time t2).
【００１３】この場合、設定された減圧パルスが終了
するか、若しくは車輪が加速度を示した時点で出力弁を
閉じ、減圧を禁止し制動トルクをほぼ一定に維持する
（時刻ｔ３付近）。In this case, the output valve is closed when the set pressure reduction pulse ends or when the wheel shows acceleration, the pressure reduction is prohibited, and the braking torque is maintained substantially constant (around time t3).
【００１４】制動トルクが減少するに伴い、車輪の加
速度は次第に大きくなり、その結果、スリップしきい値
以下に戻り、かつ設定加速度以上になると車輪が回復に
向かっていると判断し、出力弁は閉じたままで制動トル
クをほぼ一定に維持する（時刻ｔ４付近）。As the braking torque decreases, the wheel acceleration gradually increases. As a result, when the wheel speed returns to the slip threshold value or less and when the wheel speed exceeds the set acceleration value, it is determined that the wheel is recovering. The braking torque is maintained substantially constant while being closed (around time t4).
【００１５】車輪加速度が安定して一定時間継続する
と、入力弁を瞬間的に開きながら、制動トルクを段階的
に増大させる（時刻ｔ５付近）。When the wheel acceleration stabilizes and continues for a certain period of time, the braking torque is increased stepwise while the input valve is momentarily opened (around time t5).
【００１６】制動トルクが増大するに伴い、車輪が再
び減速を始め、減速度しきい値に達すると、車輪がロッ
クに向かっていると判断して入力弁を閉じ、増圧を禁止
することによって制動トルクはほぼ一定に保持される
（時刻ｔ６付近）。以降は、以上のサイクルを車両停止
まで繰り返す。As the braking torque increases, the wheels start to decelerate again, and when the deceleration threshold is reached, it is determined that the wheels are approaching the lock, the input valve is closed, and the pressure increase is prohibited. The braking torque is kept substantially constant (around time t6). Thereafter, the above cycle is repeated until the vehicle stops.
【００１７】＜ニ＞４輪駆動におけるＡＢＳ制御（図５
〜図７） 前輪の回転数が後輪の回転数よりも大きい時の方が、そ
の逆の時よりも前輪と後輪の拘束力が大きい４輪駆動車
輌は、前輪回転数と後輪回転数に同調して回転する２個
のポンプを設け、これらポンプ間の吐出・吸入の循環油
量の差を利用して、前輪側のポンプ（フロントポンプ）
４１の回転数が後輪側のポンプ（リヤポンプ）４２の回
転数より大きくなると、油圧を発生してアクチュエータ
を作動させ、多板クラッチ４３を圧接して前輪と後輪の
拘束力を高め、４輪駆動モードに近づける。逆に、前輪
側のポンプ（フロントポンプ）４１の回転数が後輪側の
ポンプ（リヤポンプ）４２の回転数より小さくなると、
油圧が減少し、多板クラッチ４３が緩み、前輪と後輪の
拘束力が弱まり、２輪駆動モードに近づく。このよう
に、前輪回転数と後輪回転数の大小により、４輪駆動モ
ード傾向と２輪駆動モード傾向が切り替わる（例えば特
開平３ー２２４８３０号公報参照）。又、前輪と後輪と
の間にワンウエイクラッチが設けられたものがある（例
えば実開昭５９ー１８８７３１号公報参照）。<D> ABS control in four-wheel drive (FIG. 5)
-Fig. 7) In a four-wheel drive vehicle in which the front wheel and the rear wheel have larger restraining force when the rotation speed of the front wheel is higher than the rotation speed of the rear wheel, the front wheel rotation speed and the rear wheel rotation speed are higher. Two pumps that rotate in synchronization with the number of pumps are provided, and a pump on the front wheel side (front pump) is used by utilizing the difference in the amount of circulating oil between discharge and suction between these pumps.
When the rotation speed of the rear wheel 41 becomes higher than the rotation speed of the rear-wheel-side pump (rear pump) 42, the actuator generates an oil pressure to actuate the multi-plate clutch 43 to increase the restraining force between the front wheel and the rear wheel. Move closer to wheel drive mode. Conversely, when the rotation speed of the front wheel side pump (front pump) 41 becomes smaller than the rotation speed of the rear wheel side pump (rear pump) 42,
The hydraulic pressure decreases, the multi-plate clutch 43 is loosened, the binding force between the front wheel and the rear wheel is weakened, and the vehicle approaches the two-wheel drive mode. As described above, the tendency of the four-wheel drive mode and the tendency of the two-wheel drive mode are switched according to the magnitude of the front wheel rotation speed and the rear wheel rotation speed (see, for example, Japanese Patent Application Laid-Open No. 3-224830). Further, there is a vehicle in which a one-way clutch is provided between a front wheel and a rear wheel (for example, see Japanese Utility Model Laid-Open No. 59-188731).
【００１８】制御中の推定車体速は、基本的に４つの車
輪速の最高車輪速を選ぶと、実車体速に近い推定車体速
を算出することができる。ただし、４輪共ロックに向か
った場合は、その原理が使えず、所定の傾きで減速する
推定車体速を使う。As the estimated vehicle speed under control, basically, if the maximum wheel speed of the four wheel speeds is selected, an estimated vehicle speed close to the actual vehicle speed can be calculated. However, when all four wheels are locked, the principle cannot be used, and the estimated vehicle speed that decelerates at a predetermined inclination is used.
【００１９】２輪駆動モードの傾向が大きい場合では、
図６に示されているように、いずれかの車輪が実車体速
に近いので、実車体速に近い推定車体速を算出すること
ができる。When the tendency of the two-wheel drive mode is large,
As shown in FIG. 6, since one of the wheels is close to the actual vehicle speed, an estimated vehicle speed close to the actual vehicle speed can be calculated.
【００２０】４輪駆動モードの傾向が大きい場合、特に
路面が滑りやすい低μ路面でアンチスキッド制御が行わ
れると、前輪と後輪が独立してブレーキ制御が行われる
が、前輪軸と後輪軸が多板クラッチ４３により差動制限
されているため、前輪と後輪の４輪の車輪速が同期して
しまう。その結果、上記原理が使えず、図７に示されて
いるように、所定の傾きで減速する推定車体速を使うた
め推定車体速と実車体速が離れてしまう。そこで、アン
チスキッド制御中は、２輪駆動モードに近づける制御を
取る。When the anti-skid control is performed on a low-μ road surface where the road surface is slippery, the brake control is performed independently on the front wheels and the rear wheels. Is limited by the multi-plate clutch 43, so that the wheel speeds of the front and rear wheels are synchronized. As a result, the above-mentioned principle cannot be used, and as shown in FIG. 7, since the estimated vehicle speed is decelerated at a predetermined inclination, the estimated vehicle speed is different from the actual vehicle speed. Therefore, during anti-skid control, control is performed to approach the two-wheel drive mode.
【００２１】以下に、アンチスキッド制御中の２輪駆動
モード傾向への移行又は保持の例を示す。The following is an example of shifting to or maintaining the two-wheel drive mode during anti-skid control.
【００２２】＜イ＞減圧モードによる２輪駆動モードへ
の移行（図８、図４） 後輪回転数が前輪回転数よりも大きい程、前輪と後輪の
拘束力が弱まり、２輪駆動モード傾向に移行するので、
アンチスキッド制御中において４輪駆動モード傾向から
２輪駆動モード傾向への移行は、後輪の減圧モードを早
めにして後輪回転数を高めることにより行える。そのた
めには、後輪の減圧信号を出し易くすればよい。そこ
で、後輪と前輪のスリップ率の平均を求め、図８のよう
に後輪のスリップ率が前輪のものより小さくなるように
制御する。又は、例えば図４において、スリップしきい
値又は減速度しきい値を低下する。或いは、後輪回転数
に所定値を減じて見掛の後輪回転数を下げる。<A> Transition to Two-Wheel Drive Mode by Pressure Reduction Mode (FIGS. 8 and 4) As the rear wheel speed is higher than the front wheel speed, the restraining force between the front and rear wheels is weakened, and the two-wheel drive mode is used. As we move into trends,
The shift from the four-wheel drive mode tendency to the two-wheel drive mode tendency during the anti-skid control can be performed by increasing the rear wheel rotation speed by making the rear wheel depressurization mode earlier. For this purpose, it is only necessary to make it easier to output a pressure reduction signal for the rear wheels. Therefore, the average of the slip ratio of the rear wheel and the front wheel is obtained, and control is performed so that the slip ratio of the rear wheel is smaller than that of the front wheel as shown in FIG. Alternatively, for example, in FIG. 4, the slip threshold or the deceleration threshold is lowered. Alternatively, the apparent rear wheel speed is reduced by reducing a predetermined value to the rear wheel speed.
【００２３】＜ロ＞減圧モードによる２輪駆動モードへ
の移行フロー（図９） ブレーキ制御が、アンチスキッド（ＡＢＳ）制御中か否
かを判定し、もし、ＡＢＳ制御中の場合、４輪駆動モー
ド傾向が強いか否か判定する。この判定方法は、左右の
前輪の平均車輪速及び左右の後輪の平均車輪速を求め、
これら車輪速の大小関係を調べる。例えば、前輪の平均
車輪速が後輪の平均車輪速にオフセット値αを加算した
値より大きい場合は４輪駆動モード傾向が強いと判断す
る。４輪駆動モード傾向が強くなく、２輪駆動モードに
近ければ、通常のＡＢＳ制御処理を行う。もし、４輪駆
動モード傾向が強ければ、２輪駆動モード傾向への移行
処理、例えば、車輪速センサ５１から求めた後輪車輪速
から所定値βを減算して見掛けの車輪速を作成し、これ
を基にＡＢＳ制御を行う。<B> Flow for shifting to the two-wheel drive mode in the depressurization mode (FIG. 9) It is determined whether or not the brake control is under anti-skid (ABS) control. It is determined whether the mode tendency is strong. This determination method determines the average wheel speed of the left and right front wheels and the average wheel speed of the left and right rear wheels,
The magnitude relationship between these wheel speeds is examined. For example, when the average wheel speed of the front wheels is larger than the value obtained by adding the offset value α to the average wheel speed of the rear wheels, it is determined that the tendency of the four-wheel drive mode is strong. If the four-wheel drive mode does not tend to be strong and is close to the two-wheel drive mode, normal ABS control processing is performed. If the tendency of the four-wheel drive mode is strong, processing for shifting to the tendency of the two-wheel drive mode, for example, subtracting a predetermined value β from the rear wheel speed obtained from the wheel speed sensor 51 to create an apparent wheel speed, Based on this, ABS control is performed.
【００２４】＜ハ＞減圧パルスの増大による２輪駆動モ
ードへの移行（図１０、図４） 前輪と後輪の拘束力が大きい場合、減圧量を増大するこ
とにより早めに２輪駆動モード傾向に移行させることが
できる。そのために、例えば、図１０のフローのよう
に、減圧モードの有無を調べ、減圧モードの場合、減圧
パルス時間の算出処理を行い、次に、前輪の平均車輪速
が後輪の平均車輪速にオフセット値αを加算した値より
大きいか否かを判断する。そして、大きい場合は４輪駆
動モード傾向が強いと判断し、減圧パルス時間の増大処
理を行い、早めに後輪のスリップ傾向を回復させる。後
輪の減圧信号を増大するには、例えば、図４において、
減圧タイミング（ｔ２）にて出力する減圧パルス時間を
大きくして、減圧停止タイミング（ｔ３）を遅らせる。<C> Transition to the two-wheel drive mode by increasing the pressure reduction pulse (FIGS. 10 and 4) When the restraining force of the front wheel and the rear wheel is large, the tendency of the two-wheel drive mode is promptly increased by increasing the pressure reduction amount. Can be transferred to. For this purpose, for example, as shown in the flow of FIG. 10, the presence or absence of the decompression mode is checked, and in the case of the decompression mode, the process of calculating the decompression pulse time is performed, and then the average wheel speed of the front wheels becomes equal to the average wheel speed of the rear wheels. It is determined whether the value is greater than the value obtained by adding the offset value α. If it is larger, it is determined that the tendency of the four-wheel drive mode is strong, and the process of increasing the pressure reduction pulse time is performed to recover the rear wheel slip tendency earlier. To increase the pressure reduction signal of the rear wheel, for example, in FIG.
The decompression pulse time output at the decompression timing (t2) is increased to delay the decompression stop timing (t3).
【００２５】＜ニ＞増圧タイミングの遅延による２輪駆
動モード保持（図１１、図４） 後輪回転数が大きい程、２輪駆動モード傾向が大きいこ
とから、アンチスキッド制御中は、後輪のブレーキ制動
を抑える傾向に保つと良い。そのために、例えば、図１
１のフローのように、増圧モードの有無を調べ、増圧モ
ードの場合、増圧パルス時間の算出処理を行い、次に、
前輪の平均車輪速が後輪の平均車輪速にオフセット値α
を加算した値より大きいか否かを判断する。そして、大
きい場合は４輪駆動モード傾向が強いと判断し、更に、
遅延時間が終了していないか否かを判断する。終了して
いない場合は、増圧パルスの遅延処理を行い、後輪回転
数の減少を抑え、２輪駆動モード傾向を保持する。増圧
タイミングを遅延するには、例えば、図４において、増
圧タイミング（ｔ５）にて、直ちに増圧パルスを出力す
るのではなく、ある所定時間経過後に増圧パルスを出力
する。<D> Holding the two-wheel drive mode by delaying the pressure increase timing (FIGS. 11 and 4) As the rear wheel rotation speed increases, the two-wheel drive mode tendency increases. It is better to keep a tendency to suppress brake braking. Therefore, for example, FIG.
As in the flow of 1, the presence or absence of the pressure increase mode is checked, and in the case of the pressure increase mode, the pressure increase pulse time is calculated.
The average wheel speed of the front wheel is offset from the average wheel speed of the rear wheel by the offset value α.
It is determined whether the value is larger than the value obtained by adding. If it is larger, it is determined that the tendency of the four-wheel drive mode is strong.
It is determined whether or not the delay time has expired. If not completed, the pressure-increasing pulse is delayed to suppress a decrease in the rear wheel rotation speed, and the two-wheel drive mode tendency is maintained. In order to delay the pressure increase timing, for example, in FIG. 4, the pressure increase pulse is not output immediately at the pressure increase timing (t5), but is output after a predetermined time elapses.
【００２６】＜ホ＞増圧パルスの減少による２輪駆動モ
ード保持（図１２、図４） アンチスキッド制御中は、後輪のブレーキ制動を抑える
傾向に保つ方法として、例えば、図１２のフローのよう
に、増圧モードの有無を調べ、増圧モードの場合、増圧
パルス時間の算出処理を行い、次に、前輪の平均車輪速
が後輪の平均車輪速にオフセット値αを加算した値より
大きいか否かを判断する。そして、大きい場合は４輪駆
動モード傾向が強いと判断し、増圧パルスの減少処理を
行い、後輪回転数の減少を抑え、２輪駆動モード傾向を
保持する。又、増圧パルスの幅を小さくして、２輪駆動
モード傾向を保持することもできる。後輪の増圧信号を
減少するには、例えば、図４において、増圧タイミング
（ｔ５）にて出力する増圧パルスの時間を小さくするこ
とにある。<E> Holding the two-wheel drive mode by reducing the pressure-increasing pulse (FIGS. 12 and 4) During the anti-skid control, as a method for maintaining the tendency to suppress the rear-wheel brake braking, for example, a method shown in FIG. As described above, the presence or absence of the pressure increase mode is checked, and in the case of the pressure increase mode, the pressure increase pulse time is calculated, and then the average wheel speed of the front wheels is obtained by adding the offset value α to the average wheel speed of the rear wheels. Determine if it is greater than. If it is larger, it is determined that the tendency of the four-wheel drive mode is strong, and a process of decreasing the pressure increase pulse is performed to suppress a decrease in the rear wheel rotation speed, and the tendency of the two-wheel drive mode is maintained. Also, the width of the pressure increase pulse can be reduced to maintain the tendency of the two-wheel drive mode. In order to reduce the pressure increase signal of the rear wheel, for example, in FIG. 4, the time of the pressure increase pulse output at the pressure increase timing (t5) is to be reduced.
【００２７】[0027]
【本発明の効果】本発明は、つぎの様な効果を有する。 ＜イ＞アンチスキッド制御中は、できる限り２輪駆動モ
ード傾向に保持して、車輪速の測定から求めた推定車体
速を実車体速に合わせ、より正確にアンチスキッド制御
を行うことができるようにする。 ＜ロ＞アンチスキッド制御中は、２輪駆動モード傾向へ
の移行を容易にし、より正確にアンチスキッド制御を行
うことができるようにする。 ＜ハ＞後輪のブレーキ液圧の増圧タイミングを遅らせ
て、後輪回転数の減少を抑え、２輪駆動モード傾向を保
持し、より正確にアンチスキッド制御を行うことができ
るようにする。 ＜ニ＞後輪のブレーキ液圧の増加を抑えて、後輪回転数
の減少を抑え、２輪駆動モード傾向を保持してより正確
にアンチスキッド制御を行うことができるようにする。The present invention has the following effects. <A> During anti-skid control, the two-wheel drive mode tendency is maintained as much as possible, so that the estimated vehicle speed obtained from the measurement of the wheel speed is matched with the actual vehicle speed so that anti-skid control can be performed more accurately. To <B> During the anti-skid control, the shift to the two-wheel drive mode tendency is facilitated, and the anti-skid control can be performed more accurately. <C> The timing of increasing the brake fluid pressure of the rear wheels is delayed to suppress a decrease in the number of revolutions of the rear wheels, maintain the tendency of the two-wheel drive mode, and perform more accurate anti-skid control. <D> An increase in the brake fluid pressure of the rear wheels is suppressed, a decrease in the rear wheel rotation speed is suppressed, and the anti-skid control can be performed more accurately while maintaining the tendency in the two-wheel drive mode.
【図１】ＡＢＳ制御の概略図FIG. 1 is a schematic diagram of an ABS control.
【図２】電子制御装置のブロック図FIG. 2 is a block diagram of an electronic control unit.
【図３】ＡＢＳ液圧ユニットの構成図FIG. 3 is a configuration diagram of an ABS hydraulic unit.
【図４】ＡＢＳ制御のタイムチャート図FIG. 4 is a time chart of ABS control.
【図５】４輪駆動の制御の説明図FIG. 5 is an explanatory diagram of four-wheel drive control.
【図６】２輪駆動モードでの実車体速と車輪速の説明図FIG. 6 is an explanatory diagram of actual vehicle speed and wheel speed in a two-wheel drive mode.
【図７】４輪駆動モードでの実車体速と車輪速の説明図FIG. 7 is an explanatory diagram of actual vehicle speed and wheel speed in a four-wheel drive mode.
【図８】２輪駆動モードに移行させるための説明図FIG. 8 is an explanatory diagram for shifting to a two-wheel drive mode.
【図９】減圧モードによる２輪駆動モードへの移行フロ
ー図FIG. 9 is a flow chart of shifting to a two-wheel drive mode in a decompression mode.
【図１０】減圧パルスの増大による２輪駆動モードへの
移行フロー図FIG. 10 is a flowchart of a transition to a two-wheel drive mode by increasing the pressure-reducing pulse.
【図１１】増圧タイミングの遅延による２輪駆動モード
への移行フロー図FIG. 11 is a flowchart for shifting to a two-wheel drive mode due to a delay in pressure increase timing.
【図１２】増圧パルスの減少による２輪駆動モードへの
移行フロー図FIG. 12 is a flowchart for shifting to a two-wheel drive mode by reducing the pressure increase pulse.
２・・・ＡＢＳ液圧ユニット ３・・・電子制御装置 ４１・・フロントポンプ ４２・・リヤポンプ ４３・・多板クラッチ 2 ... ABS hydraulic unit 3 ... Electronic control device 41 Front pump 42 Rear pump 43 Multi-plate clutch
───────────────────────────────────────────────────── フロントページの続き (72)発明者 大城 浩 静岡県浜北市中瀬8000 日清紡績株式会 社 浜北精機工場内 (72)発明者 小杉 宏昭 静岡県浜北市中瀬8000 日清紡績株式会 社 浜北精機工場内 (56)参考文献 特開 平２−267063（ＪＰ，Ａ) 特開 昭62−160952（ＪＰ，Ａ) 特開 平４−169335（ＪＰ，Ａ) 実開 昭63−143466（ＪＰ，Ｕ) ──────────────────────────────────────────────────の Continued on the front page (72) Inventor Hiroshi Oshiro 8000 Nakase, Hamakita City, Shizuoka Prefecture Inside Nisshinbo Spinning Machinery Co., Ltd. (56) References JP-A-2-26673 (JP, A) JP-A-62-160952 (JP, A) JP-A-4-169335 (JP, A) JP-A-63-143466 (JP, U)
Claims (5)
時の方が、その逆の時よりも前輪と後輪の拘束力が大き
い４輪駆動車輌のアンチスキッド制御方法において、 アンチスキッド制御中は後輪のスリップ率の平均が前輪
のスリップ率の平均よりも小さくなるようにして、後輪
の回転数の増大を図り、前輪と後輪の拘束力を弱める方
向に制御することを特徴とする、４輪駆動車輌のアンチ
スキッド制御方法。An anti-skid control method for a four-wheel drive vehicle in which the front wheel and the rear wheel have a larger restraining force when the rotation speed of the front wheel is higher than the rotation speed of the rear wheel, and vice versa. During skid control, the average of the rear wheel slip ratio is set to be smaller than the average of the front wheel
To increase the number of revolutions and reduce the binding force between the front and rear wheels
And controlling the direction, four-wheel drive anti-skid control method of the vehicle.
時の方が、その逆の時よりも前輪と後輪の拘束力が大き
い４輪駆動車輌のアンチスキッド制御方法において、 アンチスキッド制御中、後輪のブレーキ液圧の減圧信号
を出し易くすることにより、後輪の回転数の増大を図
り、前輪と後輪の拘束力を弱める方向に制御することを
特徴とする、４輪駆動車輌のアンチスキッド制御方法。2. An anti-skid control method for a four-wheel drive vehicle in which a front wheel and a rear wheel have a larger restraining force when the rotation speed of the front wheel is higher than the rotation speed of the rear wheel, and vice versa. During skid control, it is possible to increase the number of rotations of the rear wheels by making it easier to output a pressure reduction signal for the brake fluid pressure of the rear wheels.
An anti-skid control method for a four-wheel drive vehicle, wherein the control is performed in a direction in which the binding force between the front wheel and the rear wheel is reduced .
時の方が、その逆の時よりも前輪と後輪の拘束力が大き
い４輪駆動車輌のアンチスキッド制御方法において、 アンチスキッド制御中、後輪の減圧パルスを増大させる
ことにより、後輪の回転数の増大を図り、前輪と後輪の
拘束力を弱める方向に制御することを特徴とする、 ４輪駆動車輌のアンチスキッド制御方法。3. An anti-skid control method for a four-wheel drive vehicle in which the front wheel and the rear wheel have a larger restraining force when the rotation speed of the front wheel is higher than the rotation speed of the rear wheel, and vice versa. During skid control, by increasing the pressure reduction pulse of the rear wheel, the rotation speed of the rear wheel is increased, and the restraining force between the front wheel and the rear wheel is controlled to be weakened. Skid control method.
時の方が、その逆の時よりも前輪と後輪の拘束力が大き
い４輪駆動車輌のアンチスキッド制御方法において、 アンチスキッド制御中は、後輪のブレーキ液圧の増圧タ
イミングを遅延することにより、後輪の回転数の減少を
抑えて、前輪と後輪の拘束力を弱める方向に制御するこ
とを特徴とする、 ４輪駆動車輌のアンチスキッド制御方法。4. An anti-skid control method for a four-wheel drive vehicle in which the front wheels and the rear wheels have a larger restraining force when the rotation speed of the front wheels is higher than the rotation speed of the rear wheels, and vice versa. During skid control, by delaying the pressure increase of the brake fluid pressure of the rear wheel, the reduction of the rotation speed of the rear wheel is suppressed, and the control is performed in a direction to reduce the restraining force of the front wheel and the rear wheel. An anti-skid control method for a four-wheel drive vehicle.
時の方が、その逆の時よりも前輪と後輪の拘束力が大き
い４輪駆動車輌のアンチスキッド制御方法において、 アンチスキッド制御中は、後輪のブレーキ液圧の増圧パ
ルスを減少することにより、後輪の回転数の減少を抑え
て、前輪と後輪の拘束力を弱める方向に制御することを
特徴とする、 ４輪駆動車輌のアンチスキッド制御方法。5. An anti-skid control method for a four-wheel drive vehicle in which the front wheel and the rear wheel have a greater restraining force when the rotation speed of the front wheel is higher than the rotation speed of the rear wheel, and vice versa. During skid control, by decreasing the pressure increase pulse of the brake fluid pressure of the rear wheel, the decrease in the rotational speed of the rear wheel is suppressed, and the control is performed in a direction to reduce the binding force between the front wheel and the rear wheel. An anti-skid control method for a four-wheel drive vehicle.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6210483A JP2736745B2 (en) | 1994-08-11 | 1994-08-11 | Anti-skid control method for four-wheel drive vehicle |
| DE1995129491 DE19529491B4 (en) | 1994-08-11 | 1995-08-10 | Method for operating anti-lock control for vehicles with four-wheel drive |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6210483A JP2736745B2 (en) | 1994-08-11 | 1994-08-11 | Anti-skid control method for four-wheel drive vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0853058A JPH0853058A (en) | 1996-02-27 |
| JP2736745B2 true JP2736745B2 (en) | 1998-04-02 |
Family
ID=16590099
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6210483A Expired - Fee Related JP2736745B2 (en) | 1994-08-11 | 1994-08-11 | Anti-skid control method for four-wheel drive vehicle |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP2736745B2 (en) |
| DE (1) | DE19529491B4 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004043487B4 (en) * | 2003-09-09 | 2010-06-10 | Mitsubishi Jidosha Kogyo K.K. | Driving force distribution and control device for a vehicle |
| JP6520890B2 (en) | 2016-11-02 | 2019-05-29 | トヨタ自動車株式会社 | Behavior control device for four-wheel drive vehicle |
| JP6729441B2 (en) | 2017-02-20 | 2020-07-22 | トヨタ自動車株式会社 | Control device for four-wheel drive vehicle |
| JP6652093B2 (en) | 2017-03-15 | 2020-02-19 | トヨタ自動車株式会社 | Control device for four-wheel drive vehicle |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3535090C2 (en) * | 1985-10-02 | 1994-05-05 | Teves Gmbh Alfred | Slip-controlled brake system for all-wheel drive motor vehicles |
| GB2184182B (en) * | 1985-11-05 | 1990-02-21 | Honda Motor Co Ltd | Antilock braking in four-wheel drive vehicles |
| JPS63143466U (en) * | 1987-03-13 | 1988-09-21 | ||
| JP2630463B2 (en) * | 1989-04-05 | 1997-07-16 | 本田技研工業株式会社 | Vehicle brake control device |
| JP2516095B2 (en) * | 1989-11-14 | 1996-07-10 | 本田技研工業株式会社 | Power transmission device for four-wheel drive vehicle |
| GB2239922B (en) * | 1989-11-14 | 1993-07-14 | Honda Motor Co Ltd | Power transmission apparatus for a four-wheel drive vehicle |
| JP2945744B2 (en) * | 1990-10-31 | 1999-09-06 | 富士重工業株式会社 | Unequal torque distribution control device for four-wheel drive vehicle |
-
1994
- 1994-08-11 JP JP6210483A patent/JP2736745B2/en not_active Expired - Fee Related
-
1995
- 1995-08-10 DE DE1995129491 patent/DE19529491B4/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| DE19529491B4 (en) | 2006-02-16 |
| DE19529491A1 (en) | 1996-02-15 |
| JPH0853058A (en) | 1996-02-27 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP2736745B2 (en) | Anti-skid control method for four-wheel drive vehicle | |
| JP3235751B2 (en) | Anti-skid brake system for vehicles | |
| JPH05162630A (en) | Slip controller for vehicle | |
| JPH0539020A (en) | Anti-skid brake device for vehicle | |
| JP3157191B2 (en) | Vehicle slip control device | |
| JP3157192B2 (en) | Vehicle slip control device | |
| JPH04293654A (en) | Antiskid braking device for vehicle | |
| JP2917059B2 (en) | Anti-skid brake system for vehicles | |
| JP4015810B2 (en) | Anti-skid control device | |
| JPH058713A (en) | Slip control device for vehicle | |
| JP3328324B2 (en) | Anti-skid brake system for all-wheel drive vehicles | |
| JPH09249109A (en) | Antiskid control device | |
| JP3255459B2 (en) | Anti-skid brake system for vehicles | |
| JP3238482B2 (en) | Anti-skid brake system for vehicles | |
| JPH07165049A (en) | Antiskid control method for four wheel drive vehicle | |
| JP4364444B2 (en) | Method for judging friction coefficient of road surface for motorcycle | |
| JP4177559B2 (en) | Anti-lock brake control method for motorcycles | |
| JP3044572B2 (en) | Anti-skid brake system for vehicles | |
| JP3913994B2 (en) | Anti-lock brake control method for motorcycles | |
| JP3697722B2 (en) | Anti-skid control device | |
| JP2506403B2 (en) | Anti-skid controller | |
| JPH04230461A (en) | Antiskid brake device for vehicle | |
| JP3034945B2 (en) | Anti-skid brake system for vehicles | |
| JPH04230454A (en) | Antiskid brake device for vehicle | |
| JP3046619U (en) | Anti-lock brake control device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| S111 | Request for change of ownership or part of ownership |
Free format text: JAPANESE INTERMEDIATE CODE: R313117 |
|
| R350 | Written notification of registration of transfer |
Free format text: JAPANESE INTERMEDIATE CODE: R350 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20080116 Year of fee payment: 10 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20090116 Year of fee payment: 11 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20100116 Year of fee payment: 12 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20100116 Year of fee payment: 12 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110116 Year of fee payment: 13 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110116 Year of fee payment: 13 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120116 Year of fee payment: 14 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120116 Year of fee payment: 14 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130116 Year of fee payment: 15 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130116 Year of fee payment: 15 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20140116 Year of fee payment: 16 |
|
| LAPS | Cancellation because of no payment of annual fees |