JPH032105B2 - - Google Patents
Info
- Publication number
- JPH032105B2 JPH032105B2 JP27956084A JP27956084A JPH032105B2 JP H032105 B2 JPH032105 B2 JP H032105B2 JP 27956084 A JP27956084 A JP 27956084A JP 27956084 A JP27956084 A JP 27956084A JP H032105 B2 JPH032105 B2 JP H032105B2
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- wheel speed
- fluid pressure
- wheels
- lock
- 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
Links
- 239000012530 fluid Substances 0.000 claims description 18
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 230000001788 irregular Effects 0.000 description 1
- 238000010187 selection method Methods 0.000 description 1
Landscapes
- Regulating Braking Force (AREA)
Description
【発明の詳細な説明】
産業上の利用分野
本発明は自動車用ブレーキのアンチスキツド装
置に関するものである。DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to an anti-skid device for automobile brakes.
従来の技術
自動車において、制動力が過大であればタイヤ
ロツクを起こし、路面をタイヤが回転しないで滑
ることによつてブレーキ力は最大値より減少す
る。そして前車輪だけがロツクして起きる操縦不
能、後輪ロツクに起因する不規旋転などの不具合
が生ずるので従来より制動力が大きすぎて車輪が
ロツクしそうになると一時的に制動力を緩和し、
その結果車輪のロツクが発生しそうになる状態が
解消すると再び制動力を旧に戻す所謂アンチロツ
ク装置が広く用いられている。BACKGROUND TECHNOLOGY In automobiles, if the braking force is excessive, the tires may become locked, and as the tires slide on the road surface without rotating, the braking force decreases from its maximum value. This can cause problems such as inability to steer due to only the front wheels locking up, and irregular turns due to the rear wheels locking up, so when the braking force is too large and the wheels are about to lock up, the braking force is temporarily reduced.
As a result, a so-called anti-lock device is widely used which returns the braking force to the previous level once the condition in which the wheels are likely to lock is resolved.
アンチロツク装置としては各車輪に対してそれ
ぞれ独立してアンチロツク制御を行うことが望ま
しいが、重量、コスト面の制約から左右一対の前
輪に対しては左右輪のうち一方が既にロツク状態
あるいはロツクの発生状態にあつて、他方が続い
てロツクの発生状態になつたとき初めて左右両輪
に対してアンチロツク制御を行う所謂ハイセレク
ト式アンチロツク制御を用い、左右一対の後輪に
対しては左右輪のうちいずれか一方でもロツクの
発生状態になつたときは直ちに左右輪に対してア
ンチロツク制御を行う所謂ロウセレクト式制御を
用いたアンチロツク制御装置が既に開発されてい
る(例えば特開昭58−450号公報参照)。 It is desirable for an anti-lock device to perform anti-lock control independently for each wheel, but due to weight and cost constraints, for a pair of left and right front wheels, one of the left and right wheels is already in a locked state or is in a locked state. The so-called high-select type anti-lock control is used to apply anti-lock control to both left and right wheels only when the other one subsequently becomes locked. On the other hand, an anti-lock control device using so-called row select type control has already been developed, which immediately performs anti-lock control on the left and right wheels when a lock occurs (for example, see Japanese Patent Laid-Open No. 58-450). ).
発明が解決しようとする問題点
自動車の制動装置としては制動系統の一部に故
障が生じてもその故障によつて制動装置全体の制
動機能が損われることのないように、制動系統を
2系統に分け、各系統毎に独立して制動機能を果
すようにした2系統制動装置が広く用いられてい
る。前輪荷重の大きい前輪駆動車によく用いられ
るクロス配管式2系統制動装置に上記のような前
輪ハイセレクト式、後輪ロウセレクト式のアンチ
ロツク制御を適用しようとすると、クロス配管式
2系統の液圧回路の他に左右前輪と左右後輪式2
系統の液圧回路が必要になる等の問題を有してい
る。Problems to be Solved by the Invention The braking system of an automobile has two systems so that even if a part of the braking system fails, the braking function of the entire braking system will not be impaired due to the failure. A two-system control system is widely used in which each system performs a braking function independently. When trying to apply the above-mentioned front wheel high select type and rear wheel low select type anti-lock control to the cross-piped two-system control control device that is often used in front-wheel drive vehicles with a large front wheel load, it is necessary to apply the cross-piped two-system hydraulic control system. In addition to the circuit, left and right front wheels and left and right rear wheels type 2
There are problems such as the need for a system hydraulic circuit.
本発明はこのような問題を解消すると共に悪路
走行時の制動性能の向上をはかることを目的とす
るものである。 It is an object of the present invention to solve these problems and to improve braking performance when driving on rough roads.
問題点を解決するための手段
本発明は、マスタシリンダより対角線上の前後
輪のブレーキにそれぞれ制動液圧を供給する自動
車用クロス配管式ブレーキ装置において、前後左
右の4輪にそれぞれ車輪回転を検知し車輪速度信
号を発する車輪速度センサを設け、左右前車輪に
設けた車輪速度センサの発する車輪速度信号のう
ち高い方の車輪速度信号を選択し出力として発す
るハイセレクト回路の該車輪速度信号と右後車輪
に設けた車輪速度センサの発する車輪速度信号と
のいずれか一方の車体速度信号に対するスリツプ
率が予じめ設定された基準値を越えたときアンチ
ロツク信号を発する第1のロウセレクト回路の該
アンチロツク信号にて左前車輪と右後車輪とを含
むクロス配管系の制動液圧を所定値だけ減少させ
る左前輪−右後輪制動液圧制御装置を設けると共
に、上記ハイセレクト回路の車輪速度信号と左後
車輪に設けた車輪速度センサの発する車輪速度信
号とのいずれか一方の車体速度信号に対するスリ
ツプ率が予じめ設定された基準値を越えたときア
ンチロツク信号を発する第2のロウセレクト回路
の該アンチロツク信号にて右前車輪と左後車輪と
を含むクロス配管系の制動液圧を所定値だけ減少
させる右前輪−左後輪制動液圧制御装置を設けた
ことを特徴とするものである。Means for Solving the Problems The present invention provides a cross-piped braking system for automobiles that supplies braking fluid pressure from a master cylinder to the brakes of front and rear wheels on a diagonal line. A wheel speed sensor that emits a wheel speed signal is provided, and the higher wheel speed signal is selected from among the wheel speed signals emitted by the wheel speed sensors installed on the left and right front wheels, and the high select circuit outputs the wheel speed signal and the right wheel speed signal. A first row select circuit that generates an anti-lock signal when the slip rate of either the wheel speed signal or the vehicle speed signal generated by the wheel speed sensor provided at the rear wheel exceeds a preset reference value. A left front wheel-right rear wheel brake fluid pressure control device is provided which reduces the brake fluid pressure of a cross piping system including a left front wheel and a right rear wheel by a predetermined value in response to an anti-lock signal, and also includes a wheel speed signal of the high select circuit. A second row select circuit generates an anti-lock signal when the slip rate with respect to either the wheel speed signal generated by the wheel speed sensor provided on the left rear wheel or the vehicle body speed signal exceeds a preset reference value. The present invention is characterized by the provision of a right front wheel-left rear wheel brake hydraulic pressure control device that reduces the brake hydraulic pressure of a cross piping system including a right front wheel and a left rear wheel by a predetermined value in response to the anti-lock signal.
作 用
本発明は上記の構成を採ることにより、左右の
車輪が接する路面の摩擦係数が異なる路面を走行
したとき前車輪の左右ではハイセレクト方式を採
つているので低摩擦係数を有する路面側の前車輪
はロツクするが、その配管系統の制動液圧を低下
させて行うアンチスキツド作動(アンチロツク作
動と同じ)は高摩擦係数を有する路面側の後車輪
がロツクする直前まで作動しない。By adopting the above configuration, the present invention employs a high selection method for the left and right front wheels when the left and right wheels contact a road surface with different coefficients of friction. The front wheels lock, but the anti-skid operation (same as anti-lock operation), which is performed by lowering the brake fluid pressure in the piping system, does not operate until just before the rear wheels on the road side, which have a high coefficient of friction, lock.
一方、他の系統では、低摩擦係数を有する路面
側の後車輪が高摩擦係数を有する路面側の前車輪
よりも先にロツクに向うので、ロウセレクト回路
を採用したことによりその配管系統の制動液圧を
低下させて行うアンチスキツド作動が行われ前後
車輪ともロツクを妨げる。 On the other hand, in other systems, the rear wheels on the road side, which have a low coefficient of friction, tend to lock before the front wheels on the road side, which have a high coefficient of friction, so by adopting a low select circuit, the braking of that piping system is An anti-skid operation is performed by lowering the hydraulic pressure, which prevents both the front and rear wheels from locking.
結局、左右の車輪が接する路面の摩擦係数が異
なる路面を走行したとき低摩擦係数を有する路面
側の前車輪はロツクするが、他の3つの車輪はロ
ツクせず高摩擦係数を有する路面側の後車輪はロ
ツクする限界まで制動力を生かせる。 As a result, when the left and right wheels touch a road surface with different coefficients of friction, the front wheel on the road side with a low coefficient of friction locks, but the other three wheels do not lock, and the front wheel on the road side with a high coefficient of friction locks. The rear wheels can utilize their braking power to the limit of locking.
実施例 本発明を付図実施例を参照して説明する。Example The present invention will be explained with reference to the accompanying drawings.
第1図において、1はブレーキペダル、2はマ
スタシリンダで、ブレーキペダル1を踏み込むと
マスタシリンダ2が作動して2系統の制動液圧配
管31,32より左前車輪5、右後車輪6及び右
前車輪4、左後車輪7の各ホイールシリンダに制
動液が圧送されすべての車輪の制動を行うよう構
成されている。 In FIG. 1, 1 is a brake pedal, and 2 is a master cylinder. When the brake pedal 1 is depressed, the master cylinder 2 is actuated, and two systems of braking hydraulic pressure piping 31, 32 are connected to the left front wheel 5, the right rear wheel 6, and the right front wheel. Braking fluid is force-fed to each wheel cylinder of the wheels 4 and left rear wheel 7 to brake all the wheels.
上記のようなクロス配管式ブレーキ装置におい
て、第2図に示すように本発明では前後左右の4
つの車輪にそれぞれ車輪回転を検知し車輪速度信
号を発する右前車輪速度センサ41、左前車輪速
度センサ51、及び右後車輪速度センサ61、左
後車輪速度センサ71を設け、右前車輪速度セン
サ41及び左前車輪速度センサ51の発する車輪
速度信号のうち高い方の車輪速度信号を選択し出
力として発するハイセレクト回路81の該車輪速
度信号と右後車輪速度センサ61の発する車輪速
度信号とのいずれか一方の車体速度信号に対する
スリツプ率が予じめ設定された基準値を越えたと
きアンチロツク信号を発する第1のロウセレクト
回路82の該アンチロツク信号にて左前車輪5と
右後車輪6とを含む制動液圧配管31に設けられ
た左前輪−右後輪制動液圧制御装置91を作動さ
せ制動液圧を所定値だけ減少させると共に、上記
ハイセレクト回路81の発する車輪速度信号と左
後車輪速度センサ71の発する車輪速度信号との
いずれか一方の車体速度信号に対するスリツプ率
が予じめ設定された基準値を越えたときアンチロ
ツク信号を発する第2のロウセレクト回路83の
該アンチロツク信号にて右前車輪4と左後車輪7
とを含む制動液圧配管32に設けられた右前輪−
左後輪制動液圧制御装置92を作動させ、制動液
圧を所定値だけ減少させるようにしたものであ
る。 In the above-mentioned cross-piped brake system, as shown in FIG.
A right front wheel speed sensor 41, a left front wheel speed sensor 51, a right rear wheel speed sensor 61, and a left rear wheel speed sensor 71 are provided for each of the two wheels to detect wheel rotation and issue a wheel speed signal. Either one of the wheel speed signal of the high select circuit 81 which selects the higher wheel speed signal among the wheel speed signals emitted by the wheel speed sensor 51 and outputs it as an output, or the wheel speed signal emitted by the right rear wheel speed sensor 61. The brake fluid pressure including the left front wheel 5 and right rear wheel 6 is determined by the anti-lock signal of the first row select circuit 82 which issues an anti-lock signal when the slip rate relative to the vehicle speed signal exceeds a preset reference value. The left front wheel-right rear wheel brake fluid pressure control device 91 provided in the pipe 31 is activated to reduce the brake fluid pressure by a predetermined value, and the wheel speed signal output from the high select circuit 81 and the left rear wheel speed sensor 71 are activated. The anti-lock signal of the second row select circuit 83, which generates an anti-lock signal when the slip rate for either one of the vehicle body speed signals and the wheel speed signal that is generated exceeds a preset reference value, is used to control the right front wheel 4. Left rear wheel 7
The right front wheel provided in the brake hydraulic pressure piping 32 including
The left rear wheel brake hydraulic pressure control device 92 is operated to reduce the brake hydraulic pressure by a predetermined value.
8は上記ハイセレクト回路81、第1のロウセ
レクト回路82及び第2のロウセレクト回路83
よりなる制御回路、10は車体速度を検出し車体
速度信号を発する車速センサである。 8 is the high select circuit 81, the first low select circuit 82, and the second low select circuit 83.
A control circuit 10 is a vehicle speed sensor that detects the vehicle speed and issues a vehicle speed signal.
上記において、第3図に示すように自動車の右
側前後輪が氷結路のような低摩擦係数路面上を、
左側前後輪が普通の舗装路のような高摩擦係数路
面上を走行する状況を考えると、低摩擦係数路面
上にある右前車輪4は第3図においてハツチング
を施した車輪にて示されるように制動時にロツク
するか又はロツク寸前の状態になるために高摩擦
係数路面上にある左前車輪5に比べて車輪速度は
低くなる。右前車輪速度センサ41及び左前車輪
速度センサ51はハイセレクト回路81に接続さ
れているので、該ハイセレクト回路81は上記の
理由により車輪速度の高い左前車輪5に設けられ
ている左前車輪速度センサ51の車輪速度信号を
出力として発する。 In the above, as shown in Fig. 3, the right front and rear wheels of the car run on a low friction coefficient road surface such as an icy road.
Considering a situation in which the left front and rear wheels are running on a road surface with a high friction coefficient such as an ordinary paved road, the right front wheel 4, which is on a road surface with a low friction coefficient, is driven as shown by the hatched wheel in Fig. 3. Since the wheel locks up or is on the verge of locking up during braking, the wheel speed becomes lower than that of the left front wheel 5, which is on a road surface with a high friction coefficient. Since the right front wheel speed sensor 41 and the left front wheel speed sensor 51 are connected to the high select circuit 81, the high select circuit 81 is connected to the left front wheel speed sensor 51 provided on the left front wheel 5, which has a high wheel speed due to the above-mentioned reason. The output is a wheel speed signal.
上記ハイセレクト回路81の発する車輪速度信
号が左後車輪7に設けられている左後車輪速度セ
ンサ71からの車輪速度信号と共に第2のロウセ
レクト回路83に入力されると、該第2のロウセ
レクト回路83は両入力のうち低い方を選択し、
その選択された低い方の車輪速度Vwの車速セン
サ10の車体速度信号Vに対するスリツプ率(λ
=1−Vw/V)が基準値(例えば10%程度)を
越えたときアンチロツク信号を発し、該アンチロ
ツク信号にて右前車輪4と左後車輪7とを含む制
動液圧配管32に介装された右前輪−左後輪制動
液圧制御装置92を作動させ、制動液圧を所定量
だけ減少させてアンチロツク作動を行わせる。 When the wheel speed signal generated by the high select circuit 81 is input to the second low select circuit 83 together with the wheel speed signal from the left rear wheel speed sensor 71 provided on the left rear wheel 7, the second low select circuit 83 The select circuit 83 selects the lower one of both inputs,
The slip rate ( λ
= 1 - V w /V) exceeds a reference value (for example, about 10%), an anti-lock signal is generated, and the brake hydraulic pressure piping 32 including the front right wheel 4 and the rear left wheel 7 is connected to the anti-lock signal. The front right wheel/rear left wheel brake hydraulic pressure control device 92 is operated to reduce the brake hydraulic pressure by a predetermined amount to perform anti-lock operation.
即ち、右前輪−左後輪制動液圧制御装置92は
いずれも高摩擦係数路面上にある左前車輪5及び
左後車輪7に設けられている左前車輪速度センサ
51及び左後車輪速度センサ71からの車輪速度
信号のうちいずれかがスリツプ率の基準値を越え
るまではアンチロツク作動が行われない。 That is, the right front wheel-left rear wheel braking hydraulic pressure control device 92 is controlled by the left front wheel speed sensor 51 and the left rear wheel speed sensor 71 provided on the left front wheel 5 and the left rear wheel 7, both of which are on a high friction coefficient road surface. Antilock operation is not performed until any one of the wheel speed signals exceeds the slip rate reference value.
一方、左前輪−右後輪制動液圧制御装置91は
高摩擦係数路面上にある左前車輪5及び低摩擦係
数路面上にある右後車輪6に設けられている左前
車輪速度センサ51及び右後車輪速度センサ61
からの車輪速度信号のうちいずれかがスリツプ率
の基準値を越えるまではアンチロツク作動は行わ
れないことになるが、この場合には低摩擦係数路
面上にある右後車輪6はロツク又はロツク寸前の
状態になつているので第1のロウセレクト回路8
2よりアンチロツク信号が発せられ、該アンチロ
ツク信号にて左前車輪5と右後車輪6とを含む制
動液圧配管31に介装された左前輪−右後輪制動
液圧制御装置91を作動させ、制動液圧を所定量
だけ減少させてアンチロツク作動を行わせる。そ
の結果車輪のロツク状態或いはロツクしそうにな
る状態が解消すると制動液圧を旧に戻すようにな
つている。 On the other hand, the left front wheel-right rear wheel braking hydraulic pressure control device 91 is connected to a left front wheel speed sensor 51 provided on the left front wheel 5 which is on a high friction coefficient road surface and a right rear wheel 6 which is on a low friction coefficient road surface. Wheel speed sensor 61
Anti-lock operation will not be performed until one of the wheel speed signals from Since it is in the state, the first row select circuit 8
2, an anti-lock signal is issued, and the anti-lock signal activates the left front wheel-right rear wheel brake hydraulic pressure control device 91 interposed in the brake hydraulic pressure piping 31 including the left front wheel 5 and the right rear wheel 6, Anti-lock operation is performed by reducing the brake fluid pressure by a predetermined amount. As a result, when the wheel is no longer locked or is about to lock, the brake fluid pressure is returned to the previous level.
以上をまとめると、ハイセレクト回路81によ
り得られた高摩擦係数路面上にある左前車輪5に
設けられた左前車輪速度センサ51からの車輪速
度信号と、高摩擦係数路面上にある左後車輪7に
設けられた左後車輪速度センサ71からの車輪速
度信号とのいずれかの車体速度に対するスリツプ
率が基準値を越えるまでは右前輪−左後輪制動液
圧制御装置92によるアンチロツク作動が行われ
ないので、右前車輪4はロツクしても左後車輪7
の制動力が小となることはなく、又上記左前車輪
速度センサ51からの車輪速度信号と、低摩擦係
数路面上にある右後車輪6に設けられた右後車輪
速度センサ61からの車輪速度信号とのいずれか
の車体速度に対するスリツプ率が基準値を越えな
いと左前輪−右後輪制動液圧制御装置91による
アンチロツク作動が行われないが、この場合には
低摩擦係数路面上にある右後車輪6はロツク又は
ロツク寸前の状態に近づくためアンチロツク作動
が直ちに行われるので、低摩擦路係数面上にある
右後車輪6はロツクすることなく制動力を保持で
き、ロツクするのは右前車輪4のみに限ることが
できるものである。 To summarize the above, the wheel speed signal from the left front wheel speed sensor 51 provided on the left front wheel 5 on the high friction coefficient road surface obtained by the high select circuit 81 and the left rear wheel 7 on the high friction coefficient road surface The anti-lock operation by the right front wheel-left rear wheel braking hydraulic pressure control device 92 is performed until the slip rate for either vehicle body speed exceeds the reference value with respect to the wheel speed signal from the left rear wheel speed sensor 71 provided at the front left wheel. Therefore, even if the right front wheel 4 is locked, the left rear wheel 7
The braking force will not become small, and the wheel speed signal from the left front wheel speed sensor 51 and the wheel speed from the right rear wheel speed sensor 61 provided on the right rear wheel 6 on the low friction coefficient road surface. Anti-lock operation by the left front wheel-right rear wheel braking hydraulic pressure control device 91 is not performed unless the slip rate for either vehicle speed with respect to the traffic light exceeds a reference value. Since the right rear wheel 6 is locked or close to locking, anti-lock operation is performed immediately, so the right rear wheel 6, which is on a low friction road coefficient surface, can maintain braking force without locking, and the right front wheel 6 is locked. This can be limited to only the wheels 4.
高摩擦係数路面と低摩擦係数路面とが第3図と
逆の場合であつても上記と同じ結果を得ることが
できることは言うまでもない。 It goes without saying that even if the high friction coefficient road surface and the low friction coefficient road surface are opposite to those shown in FIG. 3, the same results as above can be obtained.
発明の効果
本発明は上記の構成を採ることにより、クロス
配管式ブレーキ装置を有する自動車において、上
記クロス配管系統とは別に左右前輪と左右後輪と
の2系統の配管系統を別に設けることなしに、前
輪に対してはハイセレクト制御を行い後輪に対し
てはロウセレクト制御を行い得るもので、左右車
輪がそれぞれ高摩擦係数路面上及び低摩擦係数路
面上にあるとき、低摩擦係数路面上にある前車輪
だけがロツクするだけで他の3つの車輪はロツク
しないので充分な制動力を得ることができると共
に、低摩擦係数路面上にある後車輪のロツクを防
ぐことにより方向安定性を確保できる他、高摩擦
係数路面上にある前車輪もロツクしないため操舵
性を確保できる等実用上多大の効果をもたらし得
るものである。Effects of the Invention By adopting the above configuration, the present invention eliminates the need for separately providing two piping systems for the left and right front wheels and the left and right rear wheels in addition to the cross piping system in an automobile having a cross piping type brake device. , it is possible to perform high select control for the front wheels and low select control for the rear wheels, and when the left and right wheels are on a high friction coefficient road surface and a low friction coefficient road surface, respectively, Since only the front wheel on the ground locks and the other three wheels do not, sufficient braking force can be obtained, and directional stability is ensured by preventing the rear wheels on the low friction coefficient road surface from locking. In addition, the front wheels on a road surface with a high friction coefficient do not lock up, so steering performance can be ensured, and other practical effects can be brought about.
第1図は本発明の実施例を示す液圧系及び電気
系の制御系統図、第2図は制御態様を示すブロツ
ク図、第3図は摩擦係数の異る路面上にある自動
車の制動時における挙動の説明図である。
1……ブレーキペダル、2……マスタシリン
ダ、31,32……制動液圧配管、4,5,6,
7……車輪、41,51,61,71……車輪速
度センサ、8……制御回路、81……ハイセレク
ト回路、81,82……ロウセレクト回路、9
1,92……制動液圧制御装置、10……車速セ
ンサ。
Fig. 1 is a control system diagram of the hydraulic system and electrical system showing an embodiment of the present invention, Fig. 2 is a block diagram showing the control mode, and Fig. 3 is when braking a car on a road surface with a different coefficient of friction. It is an explanatory diagram of the behavior in . 1... Brake pedal, 2... Master cylinder, 31, 32... Braking fluid pressure piping, 4, 5, 6,
7...Wheel, 41,51,61,71...Wheel speed sensor, 8...Control circuit, 81...High select circuit, 81,82...Low select circuit, 9
1, 92...Brake fluid pressure control device, 10...Vehicle speed sensor.
Claims (1)
ーキにそれぞれ制動液圧を供給する自動車用クロ
ス配管式ブレーキ装置において、前後左右の4輪
に車輪回転を検知し車輪速度信号を発する車輪速
度センサを設け、左右前車輪に設けた車輪速度セ
ンサの発する車輪速度信号のうち高い方の車輪速
度信号を選択し出力として発するハイセレクト回
路の該車輪速度信号と、右後車輪に設けた車輪速
度センサの発する車輪速度信号とのいずれか一方
の車体速度信号に対するスリツプ率が予じめ設定
された基準値を越えたときアンチロツク信号を発
する第1のロウセレクト回路の該アンチロツク信
号にて左前車輪と右後車輪とを含むクロス配管系
の制動液圧を所定値だけ減少させる左前輪−右後
輪制動液圧制御装置を設けると共に、上記ハイセ
レクト回路の車輪速度信号と左後車輪に設けた車
輪速度センサの発する車輪速度センサの発する車
輪速度信号とのいずれか一方の車体速度信号に対
するスリツプ率が予じめ設定された基準値を越え
たときアンチロツク信号を発する第2のロウセレ
クト回路の該アンチロツク信号にて右前車輪と左
後車輪とを含むクロス配管系の制動液圧を所定値
だけ減少させる右前輪−左後輪制動液圧制御装置
を設けたことを特徴とする自動車ブレーキ装置の
制動液圧制御装置。1. In an automotive cross-piped brake system that supplies braking fluid pressure from a master cylinder to the brakes of the front and rear wheels on the diagonal, a wheel speed sensor is installed on each of the four wheels on the front, rear, left, and right sides to detect wheel rotation and issue a wheel speed signal, The wheel speed signal of a high select circuit which selects the higher wheel speed signal among the wheel speed signals emitted by the wheel speed sensors provided on the left and right front wheels and issues it as an output, and the wheel speed signal emitted by the wheel speed sensor provided on the right rear wheel. The anti-lock signal of the first row select circuit that issues an anti-lock signal when the slip rate for either one of the vehicle speed signals exceeds a preset reference value is used to control the left front wheel and the right rear wheel. A left front wheel-right rear wheel brake fluid pressure control device is provided to reduce the brake fluid pressure of a cross piping system including a predetermined value by a predetermined value. When the slip rate for either the wheel speed signal emitted by the wheel speed sensor or the vehicle body speed signal exceeds a preset reference value, the anti-lock signal of the second row select circuit generates an anti-lock signal. A brake fluid pressure control device for an automobile brake system, comprising a right front wheel-left rear wheel brake fluid pressure control device that reduces the brake fluid pressure of a cross piping system including a wheel and a left rear wheel by a predetermined value.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP27956084A JPS61155049A (en) | 1984-12-26 | 1984-12-26 | Braking liquid pressure control device for brake unit of automobile |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP27956084A JPS61155049A (en) | 1984-12-26 | 1984-12-26 | Braking liquid pressure control device for brake unit of automobile |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS61155049A JPS61155049A (en) | 1986-07-14 |
JPH032105B2 true JPH032105B2 (en) | 1991-01-14 |
Family
ID=17612672
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP27956084A Granted JPS61155049A (en) | 1984-12-26 | 1984-12-26 | Braking liquid pressure control device for brake unit of automobile |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS61155049A (en) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS63184575A (en) * | 1987-01-27 | 1988-07-30 | Fuji Heavy Ind Ltd | Control method for rear wheel steering device for automobile |
JP2627618B2 (en) * | 1987-06-30 | 1997-07-09 | 日本エ−ビ−エス株式会社 | Hydraulic pressure control device for anti-skid device |
JP2602030B2 (en) * | 1987-09-08 | 1997-04-23 | 日本エービーエス株式会社 | Hydraulic pressure control device for anti-skid device |
DE10026685B4 (en) | 2000-05-30 | 2005-10-20 | Knorr Bremse Systeme | Brake system for vehicles equipped with an ABS system or anti-skid system |
DE10110548A1 (en) * | 2001-03-05 | 2002-09-19 | Knorr Bremse Systeme | ABS-or. Anti-skid system with fault tolerance due to failure of a speed sensor |
-
1984
- 1984-12-26 JP JP27956084A patent/JPS61155049A/en active Granted
Also Published As
Publication number | Publication date |
---|---|
JPS61155049A (en) | 1986-07-14 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP2638785B2 (en) | Anti-skid control device | |
EP1721796B1 (en) | Pressure boost for vehicle rear brake circuits | |
JP2540743B2 (en) | Breaking device | |
US4881785A (en) | Anti-lock brake control method and system for motor vehicles | |
JP3366915B2 (en) | Control system for vehicle anti-lock brake device | |
JPH032105B2 (en) | ||
JP2623840B2 (en) | Vehicle turning behavior control device | |
JP3517954B2 (en) | Vehicle anti-skid control device | |
JP3214163B2 (en) | Anti-skid control device | |
JPH0532380Y2 (en) | ||
JPH0687419A (en) | Braking hydraulic pressure control device | |
JP2929608B2 (en) | Automotive brake pressure control device | |
JPH0338415B2 (en) | ||
JP4083347B2 (en) | Braking force control device for vehicle | |
JPH0532381Y2 (en) | ||
JP2777991B2 (en) | Vehicle braking control device | |
JP2001163210A (en) | Adjusting method and device of brake action in wheel of automobile | |
JPH0740040B2 (en) | Lateral acceleration sensor abnormality detection device | |
JP2622755B2 (en) | Anti-skid brake control method | |
JPH0536778Y2 (en) | ||
JP2561874B2 (en) | Traction control device for articulated vehicles | |
JPH028861Y2 (en) | ||
JPH0656021A (en) | Anti-skid control method for front wheel drive vehicle | |
JP3464559B2 (en) | Braking pressure distribution control device | |
JPH0536777Y2 (en) |