JPH0563342B2 - - Google Patents
Info
- Publication number
- JPH0563342B2 JPH0563342B2 JP24732485A JP24732485A JPH0563342B2 JP H0563342 B2 JPH0563342 B2 JP H0563342B2 JP 24732485 A JP24732485 A JP 24732485A JP 24732485 A JP24732485 A JP 24732485A JP H0563342 B2 JPH0563342 B2 JP H0563342B2
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- control section
- brake
- lock
- wheels
- 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 - Lifetime
Links
- 238000010586 diagram Methods 0.000 description 6
- 230000001133 acceleration Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000002040 relaxant effect Effects 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
Landscapes
- Arrangement And Driving Of Transmission Devices (AREA)
- Regulating Braking Force (AREA)
Description
【発明の詳細な説明】
Ａ 発明の目的
(1) 産業上の利用分野
本発明は、前後いずれか一方の車軸にはパワー
ユニツトが連結され、前後いずれか他方の車軸
は、手動操作に応じて接続状態となるクラツチを
介してパワーユニツトに連結され、各車軸の車輪
に装着されたブレーキの油圧を制御するブレーキ
油圧装置には、車輪がロツク状態に入ろうとする
ときにブレーキ油圧を減圧すべく制御するアンチ
ロツク制御装置が付設されるアンチロツクブレー
キ装置付四輪駆動車に関する。[Detailed Description of the Invention] A. Purpose of the Invention (1) Industrial Application Field The present invention is characterized in that a power unit is connected to either the front or rear axle, and the other axle is connected to the front or rear axle in response to manual operation. The brake hydraulic system, which is connected to the power unit via a clutch that is connected and controls the hydraulic pressure of the brakes attached to the wheels of each axle, has a system that reduces the brake hydraulic pressure when the wheels are about to enter the lock state. The present invention relates to a four-wheel drive vehicle with an anti-lock brake system equipped with an anti-lock control system.
(2) 従来の技術
従来、かかる四輪駆動車は、車両の運動性能や
摩擦係数の低い路面での走行性能を向上するため
に開発が進められており、この四輪駆動車にアン
チロツクブレーキ装置を装備しようとする試みも
なされている。(2) Conventional technology Conventionally, four-wheel drive vehicles have been developed to improve the vehicle's maneuverability and performance on roads with a low friction coefficient. Attempts have also been made to equip devices.
(3) 発明が解決しようとする問題点
ところが、クラツチが遮断している二輪駆動時
には、従来のアンチロツクブレーキ装置をそのま
ま用いても問題が生じないが、クラツチが接続状
態にある四輪駆動時には、従来のアンチロツクブ
レーキ装置では不都合が生じる。すなわち四輪駆
動時には前輪および後輪が相互に干渉し合つて充
分なアンチロツク効果が得られない。(3) Problems to be Solved by the Invention However, when using a conventional anti-lock brake device as is in two-wheel drive mode when the clutch is disengaged, no problem arises; however, during four-wheel drive mode when the clutch is in the engaged state. However, conventional anti-lock brake systems have disadvantages. That is, during four-wheel drive, the front wheels and rear wheels interfere with each other, making it impossible to obtain a sufficient anti-lock effect.
本発明は、かかる事情に鑑みてなされたもので
あり、四輪駆動時における前輪および後輪のアン
チロツク制御を効果的に行ない得るようにしたア
ンチロツクブレーキ装置付四輪駆動車を提供する
ことを目的とする。 The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a four-wheel drive vehicle equipped with an anti-lock brake device that can effectively perform anti-lock control on front wheels and rear wheels during four-wheel drive. purpose.
Ｂ 発明の構成
(1) 問題点を解決するための手段
本発明によれば、アンチロツク制御装置は、前
輪のブレーキ油圧を制御する前輪制御部と、後輪
のブレーキ油圧を制御する後輪制御部とを有し、
前輪制御部および後輪制御部は、クラツチ接続時
には前輪のブレーキ油圧の減圧が一定時間以上持
続するとともに後輪がロツクしそうであるときの
み後輪のブレーキ油圧を減圧せしめるべく構成さ
れる。B. Structure of the Invention (1) Means for Solving the Problems According to the present invention, the antilock control device includes a front wheel control section that controls the brake hydraulic pressure of the front wheels, and a rear wheel control section that controls the brake hydraulic pressure of the rear wheels. and has
The front wheel control section and the rear wheel control section are configured to reduce the pressure of the brake oil pressure of the front wheels only when the pressure reduction of the brake oil pressure of the front wheels continues for a certain period of time or more when the clutch is engaged, and when the rear wheels are likely to lock up.
(2) 作用
四輪駆動時には、後輪のブレーキ油圧は前輪が
ロツクしそうである状態が一定時間以上持続して
いるときに、後輪もロツクしそうなときのみ減圧
され、それ以外のときには前輪が後輪に干渉する
ので、前輪のアンチロツク制御のみで、後輪がロ
ツク状態に入ることが回避される。(2) Effect When using four-wheel drive, the rear wheel brake hydraulic pressure is reduced only when the front wheels are likely to lock up for a certain period of time and the rear wheels are also likely to lock up; otherwise, the front wheels are Since this interferes with the rear wheels, only antilock control of the front wheels can prevent the rear wheels from entering a locked state.
(3) 実施例
以下、図面により本発明の一実施例について説
明すると、先ず第１図において、左右一対の前輪
Wfl，Wfrおよび左右一対の後輪Wrl，Wrrが図
示しない車体の前部および後部にそれぞれ懸架さ
れる。(3) Embodiment An embodiment of the present invention will be explained below with reference to the drawings. First, in Fig. 1, a pair of left and right front wheels are shown.
Wfl, Wfr and a pair of left and right rear wheels Wrl, Wrr are suspended at the front and rear of a vehicle body (not shown), respectively.
左右の前輪Wfl，Wfrにそれぞれ連なる一対の
前車軸Afl，Afrは前部作動装置Dfを介して相互
に連結され、また左右の後輪Wrl，Wrrにそれぞ
れ連なる一対の後車軸Arl，Arrは後部作動装置
Drを介して相互に連結される。前部差動装置Df
の入力部には、エンジンおよび変速機を含むパワ
ーユニツトＰが接続される。また後部差動装置
Drの入力部には後部推進軸Prが接続される。こ
の後部推進軸Prは、手動操作に応じて接続状態
および遮断状態を切換えるクラツチ１を介して前
部推進軸Pfに同軸に連結されており、前部推進
軸PfにパワーユニツトＰの駆動力が伝達される。 A pair of front axles Afl, Afr connected to left and right front wheels Wfl, Wfr, respectively, are connected to each other via a front actuating device Df, and a pair of rear axles Arl, Arr connected to left and right rear wheels Wrl, Wrr, respectively, are connected to each other via a front actuating device Df. Actuation device
They are interconnected via Dr. Front differential Df
A power unit P including an engine and a transmission is connected to the input section of the engine. Also rear differential
The rear propulsion shaft Pr is connected to the input part of Dr. This rear propulsion shaft Pr is coaxially connected to the front propulsion shaft Pf via a clutch 1 that switches between a connected state and a disconnected state according to manual operation, and the driving force of the power unit P is connected to the front propulsion shaft Pf. communicated.
前輪Wfl，WfrにはブレーキBfl，Bfrが装着さ
れ、後輪Wrl，WrrにはブレーキBrl，Brrが装着
される。 Brakes Bfl and Bfr are attached to the front wheels Wfl and Wfr, and brakes Brl and Brr are attached to the rear wheels Wrl and Wrr.
第２図において、各ブレーキBfl，Bfr，Brl，
Brrの油圧を制御するブレーキ油圧装置７は、一
対の出力ポート８ａ，８ｂを有するタンデム型マ
スタシリンダ８と、一方の出力ポート８ａから供
給される油圧を調整して左前輪用ブレーキBflお
よび右後輪用ブレーキBrrに導くモジユレータ
Mfl，Mrrと、他方の出力ポート８ｂから供給さ
れる油圧を調整して右前輪用ブレーキBfrおよび
左後輪用ブレーキBrlに導くモジユレータMfr，
Mrlとを備える。このブレーキ油圧装置７には、
車輪がロツク状態に入ることを防止するためにモ
ジユレータMfl，Mfr，Mrl，Mrrの作動を制御
するアンチロツク制御装置９が付設される。 In Figure 2, each brake Bfl, Bfr, Brl,
The brake hydraulic system 7 that controls the hydraulic pressure of Brr has a tandem master cylinder 8 having a pair of output ports 8a and 8b, and adjusts the hydraulic pressure supplied from one output port 8a to adjust the hydraulic pressure supplied from the left front wheel brake Bfl and the right rear wheel. Modulator leading to wheel brake Brr
Mfl, Mrr, and a modulator Mfr that adjusts the hydraulic pressure supplied from the other output port 8b and guides it to the right front wheel brake Bfr and the left rear wheel brake Brr,
Equipped with Mrl. This brake hydraulic system 7 includes
An anti-lock control device 9 is provided to control the operation of modulators Mfl, Mfr, Mrl and Mrr in order to prevent the wheels from entering a locked state.
アンチロツク制御装置９は、前輪Wfl，Wfrの
モジユレータMfl，Mfrを個別に制御する前輪駆
動部９ａと、後輪Wrl，WrrのモジユレータMrl，
Mrrを同時制御する後輪制御部９ｂとを有し、前
輪Wfl，Wfrの車輪速度を検出する検出器１０
ｌ，１０ｒからの信号が前輪制御部９ａに入力さ
れ、後輪Wrl，Wrrの車輪速度を検出する検出器
１１ｌ，１１ｒからの信号が後輪制御部９ｂに入
力される。また、クラツチ１が接続状態にあるか
どうかを検出する四輪駆動検出器２の検出信号が
後輪制御部９ｂに入力される。 The anti-lock control device 9 includes a front wheel drive unit 9a that individually controls modulators Mfl and Mfr for front wheels Wfl and Wfr, and modulators Mrl and Mfr for rear wheels Wrl and Wrr.
A detector 10 has a rear wheel control section 9b that simultaneously controls Mrr, and detects the wheel speed of the front wheels Wfl and Wfr.
Signals from the rear wheels Wrl and 10r are input to the front wheel control section 9a, and signals from detectors 11l and 11r for detecting the wheel speeds of the rear wheels Wrl and Wrr are input to the rear wheel control section 9b. Further, a detection signal from the four-wheel drive detector 2, which detects whether the clutch 1 is in the connected state, is input to the rear wheel control section 9b.
次に第３図を参照して、前輪制御部９ａの構成
を説明するが、一方のモジユレータMfl，Mfrに
対応する部分と、他方のモジユレータMfrに対応
する部分とは基本的に同一の構成であるので、以
下には、一方のモジユレータMflに関連する部分
について添字ｌを付して説明し、他方のモジユレ
ータMfrに関連する部分については添字ｒを付し
て図示するのみとする。 Next, the configuration of the front wheel control section 9a will be explained with reference to FIG. 3, but the portion corresponding to one modulator Mfl, Mfr and the portion corresponding to the other modulator Mfr are basically the same configuration. Therefore, in the following, parts related to one modulator Mfl will be described with the subscript l, and parts related to the other modulator Mfr will only be illustrated with the subscript r.
車輪がロツク状態に入ろうとしているかどうか
を判断するために、検出器１０ｌで検出された車
輸速度VWは、第１比較器１３ｌの反転端子に入
力されるとともに、演算回路１２ｌに入力され、
この演算回路１２ｌで得られた車輪加速度V〓Wが
第２比較器１４ｌの反転端子および第３比較器１
５ｌの非反転端子にそれぞれ入力される。第１比
較器１３ｌではその非反転端子に入力されている
基準車輪速度VRと、車輪速度VWとの比較が行な
われ、VR＞VWであるときに制動油圧を緩める信
号λが第１比較器１３ｌから出力される。また第
２比較器１４ｌでは、非反転端子に入力されてい
る基準車輪減速度−V〓WOと、車輪加速度V〓Wとの
比較が行なわれ、−V〓WO＞V〓Wであるときに、制動
油圧を緩める信号βが第２比較器１４ｌから出力
される。さらに第３比較器１５ｌでは、反転端子
に入力されている基準車輪加速度＋V〓WOと、車輪
加速度V〓Wとの比較が行なわれ、V〓W＞＋V〓WOであ
るときに、第３比較器１５ｌから信号αが出力さ
れる。この信号αは、車輪速度VWが増速中であ
るかどうかを判断するためのものであり、この信
号αにより制動油圧を緩め続ける時期を判断す
る。 In order to determine whether the wheels are about to enter a lock state, the vehicle transport speed VW detected by the detector 10l is input to the inverting terminal of the first comparator 13l, and is also input to the arithmetic circuit 12l.
The wheel acceleration V〓 W obtained by this calculation circuit 12l is the inverting terminal of the second comparator 14l and the third comparator 1
The signals are respectively input to the non-inverting terminals of 5l. The first comparator 13l compares the reference wheel speed V R input to its non-inverting terminal with the wheel speed V W , and when V R > V W , the signal λ for relaxing the braking hydraulic pressure is 1 comparator 13l. Further, the second comparator 14l compares the reference wheel deceleration -V〓 WO inputted to the non-inverting terminal with the wheel acceleration V〓 W , and when -V〓 WO > V〓 W , , a signal β for relaxing the brake oil pressure is output from the second comparator 14l. Furthermore, the third comparator 15l compares the reference wheel acceleration +V〓 WO inputted to the inversion terminal with the wheel acceleration V〓 W , and when V〓 W > +V〓 WO , the third comparison is performed. A signal α is output from the device 15l. This signal α is used to determine whether the wheel speed V W is increasing, and the timing to continue loosening the braking oil pressure is determined based on this signal α.
第１比較器１３ｌの出力端子はANDゲート１
６ｌの入力端子に接続されるとともに、ORゲー
ト１７ｌの入力端子に接続される。また第２比較
器１４ｌの出力端子はANDゲート１６ｌおよび
ORゲート１７ｌの入力端子に接続される。さら
に第３比較器１５ｌの出力端子はORゲート１７
ｌの入力端子に接続される。 The output terminal of the first comparator 13l is AND gate 1
6l, and is also connected to the input terminal of OR gate 17l. Further, the output terminal of the second comparator 14l is connected to the AND gate 16l and
It is connected to the input terminal of OR gate 17l. Furthermore, the output terminal of the third comparator 15l is the OR gate 17
It is connected to the input terminal of l.
ANDゲート１６ｌの出力端子は、反転して
ANDゲート１８ｌ，１９ｌの入力端子に接続さ
れるとともに、出力端子２０ｌに接続される。ま
たORゲート１７ｌの出力端子はANDゲート１８
ｌの入力端子に接続され、該ANDゲート１８ｌ
の出力端子は、出力端子２２ｌに接続されるとと
もに、反転してANDゲート１９ｌの入力端子に
接続される。さらにANDゲート１９ｌの出力端
子は出力端子２１ｌに接続される。 The output terminal of AND gate 16l is inverted and
It is connected to the input terminals of AND gates 18l and 19l, and is also connected to the output terminal 20l. Also, the output terminal of OR gate 17l is AND gate 18
The AND gate 18l is connected to the input terminal of the AND gate 18l.
The output terminal of is connected to the output terminal 22l and inverted to the input terminal of the AND gate 19l. Further, the output terminal of the AND gate 19l is connected to the output terminal 21l.
このように構成された前輪制御部９ｂでは、出
力端子２０ｌ，２０ｒから制動圧を減圧する信号
が出力され、出力端子２１ｌ，２１ｒから制動圧
を増圧する信号が出力され、出力端子２２ｌ，２
２ｒから制動圧を一定に保持する信号が出力され
る。一方のモジユレータMflは、出力端子２０
ｌ，２１ｌ，２２ｌからの信号に応じて作動し、
他方のモジユレータMfrは出力端子２０ｒ，２１
ｒ，２２ｒからの信号に応じて作動し、これによ
り両ブレーキBfl，Bfrのアンチロツク制御が個
別に行なわれる。 In the front wheel control section 9b configured in this way, a signal for reducing the braking pressure is output from the output terminals 20l, 20r, a signal for increasing the braking pressure is output from the output terminals 21l, 21r, and a signal for increasing the braking pressure is output from the output terminals 22l, 20r.
2r outputs a signal to keep the braking pressure constant. One modulator Mfl has output terminal 20
Operates in response to signals from l, 21l, 22l,
The other modulator Mfr has output terminals 20r and 21
It operates in response to signals from brakes Bfl and 22r, whereby anti-lock control of both brakes Bfl and Bfr is performed individually.
しかもANDゲート１６ｌ，１６ｒの出力端子
はタイマ回路２４ｌ，２４ｒの入力端子にも接続
される。このタイマ回路２４ｌ，２４ｒは、第４
図ａのような信号が入力されたときに、その信号
の立ち上がりから一定時間Ｔだけ遅延してハイレ
ベルの信号を出力し、入力信号の立ち下がりに応
じて出力信号が立ち下がる。また両タイマ回路２
４ｌ，２４ｒの出力端子はORゲート２５の入力
端子にそれぞれ接続される。 Furthermore, the output terminals of the AND gates 16l and 16r are also connected to the input terminals of the timer circuits 24l and 24r. These timer circuits 24l, 24r are the fourth
When a signal as shown in Figure a is input, a high level signal is output with a certain time T delay from the rise of the signal, and the output signal falls in response to the fall of the input signal. Also, both timer circuits 2
The output terminals of 4l and 24r are respectively connected to the input terminal of an OR gate 25.
両タイマ回路２４ｌ，２４ｒの働きにより、前
記制御部９ａで両ブレーキBfl，Bfrのブレーキ
油圧を減圧するための信号が一定時間Ｔ以上持続
したときにORゲート２５の出力がハイレベルと
なり、このORゲート２５の出力はライン２６に
より後輪制御部９ｂへと伝達される。 Due to the action of both timer circuits 24l and 24r, when the signal for reducing the brake hydraulic pressure of both brakes Bfl and Bfr in the control section 9a continues for a certain period of time T or more, the output of the OR gate 25 becomes high level, and this OR The output of the gate 25 is transmitted through a line 26 to the rear wheel control section 9b.
第５図において、後輪制御部９ｂの構成につい
て説明するが、この後輪制御部９ｂの構成は前輪
制御部９ａの構成に類似したものであり、前輪制
御部９ａに対応する部分については、添字ｌ，ｒ
を付けずに同一参照符号を付して図示するのみと
する。 In FIG. 5, the configuration of the rear wheel control section 9b will be explained. The configuration of the rear wheel control section 9b is similar to the configuration of the front wheel control section 9a, and the parts corresponding to the front wheel control section 9a are as follows. Subscripts l, r
They are only illustrated with the same reference numerals without the .
後輪制御部９ｂで特に注目すべきは、検出器１
１ｌ，１１ｒで検出された車輪速度がローセレク
ト回路２３に入力されることであり、このローセ
レクト回路２３で選択された低い方の車輪速度が
第１比較器１３および演算器１２に入力される。
すなわち、左右の後輪Wrl，Wrrの内、ロツクし
易い方、すなわち車輪速度が低い方の車輪に合わ
せてアンチロツク制御が行なわれるものであり、
出力端子２０，２１，２２から出力される制御信
号で両モジユレータMrl，Mrrの作動が同時に制
御される。 Particularly noteworthy in the rear wheel control section 9b is the detector 1
The wheel speeds detected at 1l and 11r are input to the low select circuit 23, and the lower wheel speed selected by the low select circuit 23 is input to the first comparator 13 and the calculator 12. .
In other words, anti-lock control is performed in accordance with the wheel that is more likely to lock among the left and right rear wheels Wrl and Wrr, that is, the wheel that has a lower wheel speed.
The operations of both modulators Mrl and Mrr are simultaneously controlled by control signals output from output terminals 20, 21, and 22.
しかも、この後輪制御部９ｂでは、ANDゲー
ト１６の出力端子がANDゲート２７，２８の入
力端子に接続され、四輪駆動検出器２がANDゲ
ート２８の入力端子に接続されるとともに反転し
てANDゲート２７の入力端子に接続される。ま
た前輪制御部９ａからのライン２６がANDゲー
ト２８の入力端子に接続され、両ANDゲート２
７，２８の出力端子はORゲート２９の入力端子
にそれぞれ接続される。さらにORゲート２９の
出力端子は出力端子２０に接続されるとともに
ANDゲート１８，１９の入力端子に反転して接
続される。 Furthermore, in this rear wheel control section 9b, the output terminal of the AND gate 16 is connected to the input terminals of AND gates 27 and 28, and the four-wheel drive detector 2 is connected to the input terminal of the AND gate 28, and the output terminal is inverted. Connected to the input terminal of AND gate 27. Also, a line 26 from the front wheel control section 9a is connected to an input terminal of an AND gate 28, and both AND gates 2
Output terminals 7 and 28 are connected to input terminals of an OR gate 29, respectively. Further, the output terminal of the OR gate 29 is connected to the output terminal 20, and
It is inverted and connected to the input terminals of AND gates 18 and 19.
したがつて、後輪制御部９ｂでは、四輪駆動時
に前輪制御部９ａでブレーキBfl，Bfrの少なく
ともいずれか一方におけるブレーキ油圧を一定時
間Ｔ以上持続して減圧している状態でのみ、後輪
Wrl，Wrrのブレーキ油圧減圧が可能となる。 Therefore, in the rear wheel control section 9b, during four-wheel drive, the rear wheel control section 9a reduces the brake hydraulic pressure in at least one of the brakes Bfl and Bfr for a certain period of time T or more.
It is possible to reduce the brake hydraulic pressure of Wrl and Wrr.
次にこの実施例の作用について説明すると、ク
ラツチ１を接続状態にしているときには、前輪
Wfl，Wfrにロツク傾向が生じているときに、後
輪Wrl，Wrrにも必ずロツク傾向が生じており、
この際、前輪制御部９ａで前輪Wfl，Wfrのブレ
ーキ油圧を緩めることにより、前輪Wfl，Wfrお
よび後輪Wrl，Wrrがともにロツク傾向を緩和さ
れる。しかも前輪Wfl，WfrのブレーキBfl，Bfr
は前輪制御部９ａで個別制御されるので、前輪
Wfl，Wfrの一方のみがロツク傾向を生じたとし
ても問題なくアンチロツク制御が行なわれる。 Next, to explain the operation of this embodiment, when the clutch 1 is in the connected state, the front wheel
When there is a locking tendency in Wfl and Wfr, there is always a locking tendency in the rear wheels Wrl and Wrr as well.
At this time, the front wheels Wfl, Wfr and the rear wheels Wrl, Wrr are both prevented from locking by relaxing the brake hydraulic pressure of the front wheels Wfl, Wfr by the front wheel control unit 9a. Moreover, the front wheels Wfl, Wfr brakes Bfl, Bfr
are individually controlled by the front wheel control section 9a, so the front wheel
Even if only one of Wfl and Wfr has a tendency to lock, anti-lock control can be performed without any problem.
前輪Wfl，Wfrのブレーキ油圧の減少によつて
も後輪Wrl，Wrrのロツク傾向が解消されないと
き、すなわち前輪制御部９ａでブレーキ油圧を減
圧するための信号が一定時間Ｔ以上持続しても後
輪Wrl，Wrrのロツク傾向が解消されないときに
は、後輪制御部９ｂでANDゲート２８の出力が
ハイレベルとなる。したがつて後輪ブレーキ
Brl，Brrのブレーキ油圧が減圧され、後輪Wrl，
Wrrのロツク傾向が解消される。 When the locking tendency of the rear wheels Wrl, Wrr is not resolved even if the brake hydraulic pressure of the front wheels Wfl, Wfr is decreased, that is, even if the signal for reducing the brake hydraulic pressure in the front wheel control section 9a continues for a certain period of time T or more, When the locking tendency of wheels Wrl and Wrr is not eliminated, the output of the AND gate 28 in the rear wheel control section 9b becomes high level. Therefore, the rear brake
The brake hydraulic pressure of Brl and Brr is reduced, and the rear wheel Wrl,
The tendency of Wrr to lock is resolved.
また後輪Wrl，Wrrのみがロツク傾向を生じた
ときには、後輪Wrl，Wrrが前輪Wfl，Wfrの影
響を受けるので、後輪Wrl，Wrrのロツク傾向は
強くならず、無視することができるものである。 Also, when only the rear wheels Wrl and Wrr tend to lock, the rear wheels Wrl and Wrr are affected by the front wheels Wfl and Wfr, so the lock tendency of the rear wheels Wrl and Wrr does not become stronger and can be ignored. It is.
Ｃ 発明の効果
以上のように本発明によれば、四輪駆動時に前
輪のブレーキ油圧の減圧を一定時間以上持続して
いるときに、後輪がロツク傾向になつた場合の
み、後輪のブレーキ油圧を減少するようにしたの
で、前輪および後輪が相互に干渉し合うことを利
用して、効率的かつ効果的にアンチロツク制御を
行なうことができる。C. Effects of the Invention As described above, according to the present invention, only when the rear wheels tend to lock while the pressure reduction of the brake hydraulic pressure of the front wheels is maintained for a certain period of time or more during four-wheel drive, the rear wheels are braked. Since the oil pressure is reduced, antilock control can be performed efficiently and effectively by utilizing the mutual interference between the front wheels and the rear wheels.
図面は本発明の一実施例を示すものであり、第
１図は駆動系の概略図、第２図はブレーキ系統の
概略図、第３図は前輪制御部の概略図、第４図は
タイマ回路の特性図、第５図は後輪制御部の概略
図である。
１……クラツチ、７……ブレーキ油圧装置、９
……アンチロツク制御装置、９ａ……前輪制御
部、９ｂ……後輪制御部、Afl，Afr，Arl，Arr
……車軸、Bfl，Bfr……ブレーキ、Ｐ……パワ
ーユニツト、Wfl，Wfr，Wrl，Wrr……車輪。
The drawings show one embodiment of the present invention, in which Fig. 1 is a schematic diagram of the drive system, Fig. 2 is a schematic diagram of the brake system, Fig. 3 is a schematic diagram of the front wheel control section, and Fig. 4 is a schematic diagram of the timer. The characteristic diagram of the circuit, FIG. 5, is a schematic diagram of the rear wheel control section. 1...Clutch, 7...Brake hydraulic system, 9
...Anti-lock control device, 9a...Front wheel control section, 9b...Rear wheel control section, Afl, Afr, Arl, Arr
... Axle, Bfl, Bfr ... Brake, P ... Power unit, Wfl, Wfr, Wrl, Wrr ... Wheel.
Claims (1)
が連結され、前後いずれか他方の車軸は、手動操
作に応じて接続状態となるクラツチを介してパワ
ーユニツトに連結され、各車軸の車輪に装着され
たブレーキの油圧を制御するブレーキ油圧装置に
は、車輪がロツク状態に入ろうとするときにブレ
ーキ油圧が減圧すべく制御するアンチロツク制御
装置が付設されるアンチロツクブレーキ装置付四
輪駆動車において、アンチロツク制御装置は、前
輪のブレーキ油圧を制御する前輪制御部と、後輪
のブレーキ油圧を制御する後輪制御部とを有し、
前輪制御部および後輪制御部は、クラツチ接続時
には前輪のブレーキ圧の減圧が一定時間以上持続
するとともに後輪がロツクしそうであるときのみ
後輪のブレーキ油圧を減圧せしめるべく構成され
ることを特徴とするアンチロツクブレーキ装置付
四輪駆動車。1 A power unit is connected to either the front or rear axle, and the other axle is connected to the power unit via a clutch that is connected in response to manual operation, and is attached to the wheel of each axle. The brake hydraulic system that controls the brake hydraulic pressure is equipped with an anti-lock control device that controls the brake hydraulic pressure to reduce when the wheels are about to enter a lock state. The device includes a front wheel control section that controls brake hydraulic pressure of the front wheels, and a rear wheel control section that controls brake hydraulic pressure of the rear wheels,
The front wheel control section and the rear wheel control section are characterized in that when the clutch is engaged, the front wheel brake pressure is reduced for a certain period of time or more, and the rear wheel brake pressure is reduced only when the rear wheels are likely to lock up. A four-wheel drive vehicle with an anti-lock brake system.
Priority Applications (6)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24732485A JPS62105751A (en) | 1985-11-05 | 1985-11-05 | 4-wheel-drive vehicle with antilock brake device |
| GB8626205A GB2184183B (en) | 1985-11-05 | 1986-11-03 | Four wheel drive vehicle with antilock braking system and associated methods |
| FR8615346A FR2589413B1 (en) | 1985-11-05 | 1986-11-04 | FOUR-DRIVE VEHICLE HAVING AN ANTI-LOCK SYSTEM WITH FRONT AND REAR DRIVE SECTIONS |
| CA000522111A CA1264675A (en) | 1985-11-05 | 1986-11-04 | Four wheel drive vehicle with antilock braking system and associated methods |
| US06/927,527 US4735279A (en) | 1985-11-05 | 1986-11-05 | Four wheel drive vehicle with anti-lock braking system and associated methods |
| DE3637595A DE3637595C2 (en) | 1985-11-05 | 1986-11-05 | Device for controlling an anti-lock braking system for a four-wheel drive vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24732485A JPS62105751A (en) | 1985-11-05 | 1985-11-05 | 4-wheel-drive vehicle with antilock brake device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62105751A JPS62105751A (en) | 1987-05-16 |
| JPH0563342B2 true JPH0563342B2 (en) | 1993-09-10 |
Family
ID=17161701
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24732485A Granted JPS62105751A (en) | 1985-11-05 | 1985-11-05 | 4-wheel-drive vehicle with antilock brake device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62105751A (en) |
-
1985
- 1985-11-05 JP JP24732485A patent/JPS62105751A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS62105751A (en) | 1987-05-16 |
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