JPH0656022A - Anti-skid control method - Google Patents
Anti-skid control methodInfo
- Publication number
- JPH0656022A JPH0656022A JP23156992A JP23156992A JPH0656022A JP H0656022 A JPH0656022 A JP H0656022A JP 23156992 A JP23156992 A JP 23156992A JP 23156992 A JP23156992 A JP 23156992A JP H0656022 A JPH0656022 A JP H0656022A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- pressure
- skid control
- brake
- pressure medium
- 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.)
- Pending
Links
Landscapes
- Hydraulic Control Valves For Brake Systems (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は前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 antiskid control method for a front wheel drive vehicle.
【０００２】[0002]
【従来の技術】近時、ブレーキ圧の減圧、保圧、増圧を
電子的制御手段で制御して車輪のロックやスリップを抑
制するアンチスキッド制御装置が種々開発されている。
特に、本出願人は、以前にダイアゴナル式に２系列に圧
力媒体回路が配管され、各々に３個の弁が直列に接続さ
れ、合計６個という少ない弁により前後輪のブレーキ圧
を分離して独立に制御できるアンチスキッド制御装置を
発明してきた（特開平３−１６９７６９号公報参照）。2. Description of the Related Art Recently, various anti-skid control devices have been developed which suppress the locking and slipping of wheels by controlling the pressure reduction, pressure retention and pressure increase of a brake pressure by electronic control means.
In particular, the present applicant has previously found that the pressure medium circuits were previously piped in two series in a diagonal manner, three valves were connected in series to each, and the brake pressures of the front and rear wheels were separated by a total of as few as six valves. We have invented an anti-skid control device that can be controlled independently (see Japanese Patent Laid-Open No. 3-169769).
【０００３】[0003]
【発明が解決しようとする課題】直列に接続された３個
の弁のうち、中間の開閉弁が故障して閉まらなくなった
場合、前輪と対角の位置にある後輪のブレーキ圧が等し
くなる。そして、路面の摩擦抵抗が、左右の車輪で異な
り、後輪がスリップしてブレーキ圧を減圧すると、制動
に必要な前輪のブレーキ圧も減圧されることになる。そ
の結果、故障した系統による制動力は著しく低下する。When the middle opening / closing valve of the three valves connected in series fails and cannot be closed, the braking pressures of the front wheels and the rear wheels diagonally opposite to each other become equal to each other. . The frictional resistance of the road surface differs between the left and right wheels, and if the rear wheels slip and the brake pressure is reduced, the brake pressure of the front wheels required for braking is also reduced. As a result, the braking force due to the failed system is significantly reduced.
【０００４】[0004]
【本発明の目的】本発明は、ブレーキ制御弁の故障に適
切に対応できるアンチスキッド制御方法を提供すること
にある。SUMMARY OF THE INVENTION It is an object of the present invention to provide an antiskid control method that can appropriately cope with a brake control valve failure.
【０００５】[0005]
【問題点を解決するための手段】本発明は、マスタシリ
ンダから圧力媒体の戻り回路までに２系統の圧力媒体回
路が設けられ、各該圧力媒体回路中に入口弁、開閉弁及
び出口弁が直列に配置され、各該圧力媒体回路中の該入
口弁と該開閉弁間に前輪のホイールブレーキが、及び、
該開閉弁と該出口弁間に後輪のホイールブレーキがダイ
アゴナル式に接続され、該圧力媒体回路を介して前後車
輪のブレーキ圧を制御する制御回路が設けられたアンチ
スキッド制御装置において、該開閉弁が故障して閉まら
なくなったことを検出した場合、該故障の開閉弁と連結
する圧力媒体回路に接続された後輪のアンチスキッド制
御を停止し、前輪のアンチスキッド制御のみ行うこと、
を特徴とするアンチスキッド制御方法にある。According to the present invention, two pressure medium circuits are provided from the master cylinder to the pressure medium return circuit, and an inlet valve, an on-off valve and an outlet valve are provided in each pressure medium circuit. Front wheel brakes arranged in series between the inlet valve and the on-off valve in each pressure medium circuit;
In the anti-skid control device in which a rear wheel brake is diagonally connected between the on-off valve and the outlet valve and a control circuit for controlling the brake pressure of the front and rear wheels is provided via the pressure medium circuit, When it is detected that the valve has failed and cannot be closed, the anti-skid control of the rear wheels connected to the pressure medium circuit connected to the on-off valve of the failure is stopped and only the anti-skid control of the front wheels is performed.
The anti-skid control method is characterized by.
【０００６】[0006]
【実施例】以下に図面を用いて実施例について説明す
る。 ＜イ＞第１及び第２圧力媒体回路２、３ ブレーキ圧発生器１はパワーブースタ８、マスタシリン
ダ９とリザーバ１７により構成される。ブレーキ圧発生
器１は液圧的に分離した第１および第２圧力媒体回路
２、３を介して左前輪４、右前輪６および右後輪５、左
後輪７の各ホイールブレーキ４１、６１、５１、７１に
ダイアゴナル式に接続されている。補助圧力源１０は圧
力媒体回路２、３に補助液圧を供給するためのもので、
逆止弁１１、１２、液圧ポンプ１３、１４、これらを駆
動する電動モータ１５、及び補助リザーバ２５、２６と
により構成される。補助リザーバ２５、２６は、各液圧
ポンプ１３、１４の吸い込み側に接続して圧力媒体を給
液する。補助リザーバ２５、２６は戻り回路１８ｂ，１
８ａに夫々接続され、圧力媒体を回収している。Embodiments Embodiments will be described below with reference to the drawings. <A> First and second pressure medium circuits 2, 3 The brake pressure generator 1 is composed of a power booster 8, a master cylinder 9 and a reservoir 17. The brake pressure generator 1 includes wheel brakes 41, 61 for a left front wheel 4, a right front wheel 6 and a right rear wheel 5, and a left rear wheel 7 via hydraulically separated first and second pressure medium circuits 2, 3. , 51, 71 are connected in a diagonal manner. The auxiliary pressure source 10 is for supplying auxiliary hydraulic pressure to the pressure medium circuits 2 and 3.
The check valves 11 and 12, the hydraulic pumps 13 and 14, an electric motor 15 that drives these, and auxiliary reservoirs 25 and 26. The auxiliary reservoirs 25 and 26 are connected to the suction sides of the hydraulic pumps 13 and 14 to supply the pressure medium. The auxiliary reservoirs 25 and 26 are connected to the return circuits 18b and 1
8a are respectively connected to collect the pressure medium.
【０００７】＜ロ＞入口弁１９、２０、開閉弁２３、２
４、出口弁２１、２２ 入口弁１９、２０、開閉弁２３、２４と出口弁２１、２
２は、直列に圧力媒体回路中に接続されている。即ち、
入口弁１９、２０はマスターシリンダ９、逆止弁１１、
１２に接続されている。また、出口弁２１、２２は戻り
回路１８ｂ、１８ａに各々接続されている。各弁１９〜
２４は電磁的に作動する２ポート２位置の方向制御弁と
しての機能を有している。これらの弁１９〜２４を制御
するため制御システムのブロック図は図２に示してあ
る。この制御システムは、車輪の回転速などを測定する
センサ３１、入力装置３２、アンチスキッド制御処理を
行う処理装置３３、出力装置３４、液圧制御装置３５を
有している。入口弁１９、２０と開閉弁２３、２４は非
作動位置において開位置であり、また出口弁２１、２２
は通常閉じている。<B> Inlet valves 19, 20, open / close valves 23, 2
4, outlet valves 21, 22 inlet valves 19, 20, opening / closing valves 23, 24 and outlet valves 21, 2
2 are connected in series in the pressure medium circuit. That is,
The inlet valves 19 and 20 are the master cylinder 9, the check valve 11,
It is connected to 12. The outlet valves 21 and 22 are connected to the return circuits 18b and 18a, respectively. Each valve 19-
Reference numeral 24 has a function as a 2-port 2-position directional control valve that operates electromagnetically. A block diagram of the control system for controlling these valves 19-24 is shown in FIG. This control system includes a sensor 31 for measuring the rotation speed of wheels, an input device 32, a processing device 33 for performing antiskid control processing, an output device 34, and a hydraulic pressure control device 35. The inlet valves 19, 20 and the on-off valves 23, 24 are in the open position in the non-actuated position, and the outlet valves 21, 22
Is normally closed.
【０００８】＜ハ＞前後輪ホイールブレーキ４１，５
１，６１，７１ 第１圧力媒体回路２において、左前輪４のホイールブレ
ーキ４１は入口弁１９と開閉弁２３の間の圧力媒体回路
に接続されている。右後輪５のホイールブレーキ５１は
開閉弁２３と出口弁２１の間の圧力媒体回路にダイアゴ
ナル式に接続されている。同様に、第２圧力媒体回路３
において、右前輪６のホイールブレーキ６１は入口弁２
０と開閉弁２４の間の圧力媒体回路に接続されている。
左後輪７のホイールブレーキ７１は開閉弁２４と出口弁
２２の間の圧力媒体回路にダイアゴナル式に接続されて
いる。開閉弁２３、２４により、各後輪５、７のブレー
キ圧と各前輪４、６のブレーキ圧は、分離されるので、
独立して制御される。<C> Front and rear wheel brakes 41, 5
1, 61, 71 In the first pressure medium circuit 2, the wheel brake 41 of the left front wheel 4 is connected to the pressure medium circuit between the inlet valve 19 and the opening / closing valve 23. The wheel brake 51 of the right rear wheel 5 is diagonally connected to the pressure medium circuit between the on-off valve 23 and the outlet valve 21. Similarly, the second pressure medium circuit 3
At the wheel brake 61 of the right front wheel 6, the inlet valve 2
0 and the on-off valve 24 are connected to the pressure medium circuit.
The wheel brake 71 of the left rear wheel 7 is diagonally connected to the pressure medium circuit between the opening / closing valve 24 and the outlet valve 22. Since the on-off valves 23 and 24 separate the brake pressures of the rear wheels 5 and 7 from the brake pressures of the front wheels 4 and 6,
Independently controlled.
【０００９】以下に、アンチスキッド制御の例を示す。 ＜イ＞左右の摩擦抵抗が異なる路面でのアンチスキッド
制御例 左右の車輪の接地する路面条件が異なる場合におけるア
ンチスキッド制御について説明する（図３参照）。ブレ
ーキペダル１６を踏み込んでブレーキ圧発生器１から発
生した圧力は、第１および第２圧力媒体回路２、３を経
て各ホイールブレーキ４１、５１、６１、７１へ至り、
前輪４、６及び後輪５、７を制動する。左側面が凍結し
た路面において、左車輪の摩擦係数μが０．２であり、
右車輪がアスファルトの路上で摩擦係数μが０．８にあ
ると想定する。この場合のアンチスキッド制御は、各車
輪のブレーキ圧と、低摩擦係数側のブレーキ圧を調節し
て、制動力の確保と操向安定性の確保を図る必要があ
る。即ち、車輌の左側が低摩擦係数の場合は、左前輪４
のスリップ傾向が検知されると、この検知信号に基づい
て入口弁１９が閉じられ、開閉弁２３は非作動状態であ
る開位置のまま、以降、入・出口弁１９、２１の開閉操
作によりブレーキ圧が制御される。従って、この第１圧
力媒体回路２に属する右後輪５のブレーキ圧は左前輪４
とほぼ同圧で減圧される。An example of anti-skid control will be shown below. <A> Example of anti-skid control on a road surface having different left and right frictional resistances The anti-skid control when the road surface conditions for contacting the left and right wheels are different will be described (see FIG. 3). The pressure generated from the brake pressure generator 1 by depressing the brake pedal 16 reaches the wheel brakes 41, 51, 61, 71 through the first and second pressure medium circuits 2, 3.
The front wheels 4, 6 and the rear wheels 5, 7 are braked. On the road surface where the left side surface is frozen, the friction coefficient μ of the left wheel is 0.2,
Assume that the right wheel is on an asphalt road and the coefficient of friction μ is 0.8. In this case, the anti-skid control needs to adjust the brake pressure of each wheel and the brake pressure on the low friction coefficient side to secure the braking force and the steering stability. That is, if the left side of the vehicle has a low coefficient of friction, the left front wheel 4
When the slip tendency is detected, the inlet valve 19 is closed based on this detection signal, and the opening / closing valve 23 remains in the open position, which is the non-operating state, and thereafter the brake is applied by opening / closing the inlet / outlet valves 19 and 21. The pressure is controlled. Therefore, the brake pressure of the right rear wheel 5 belonging to the first pressure medium circuit 2 is equal to the left front wheel 4
It is decompressed at about the same pressure.
【００１０】一方、右前輪６が高摩擦係数側である第２
圧力媒体回路３では、低摩擦路面に接地する左後輪７の
スリップ傾向が先に検知され、この検知信号に基づいて
常開状態の開閉弁２４が閉じられ、更に増圧を必要とす
る右前輪６のブレーキ圧のみが高められる。右前輪６の
スリップ傾向が検知されると入口弁２０を閉じ、右前輪
６のブレーキを保圧状態に保ち、スリップ傾向の回復又
は進行を監視する。この右前輪６の保圧状態までは、開
閉弁２４が常閉状態を継続し、出口弁２２の閉位置とあ
いまって左後輪７のブレーキ圧は保圧され、又は左後輪
７のスリップ傾向の進行に伴い、出口弁２２の開作動に
より減圧される。引き続き右前輪６のスリップ傾向が進
行すると、開閉弁２４を開位置に切り換え右前輪６のブ
レーキ圧を減圧する。この際、出口弁２２も開閉し、左
後輪７の液圧も制御する。次に左後輪７のスリップ傾向
が回復し、増圧を必要とするときには出口弁２２を閉
じ、開閉弁２４を切り換えて入口弁２０を介して圧力を
導入する。以降、右前輪６の減圧を必要とする場合を除
き、右前輪６のブレーキ圧は入口弁２０の開閉操作によ
り、又、左後輪７のブレーキ圧は開閉弁２４と出口弁２
２の開閉操作により夫々独立して制御される。アンチス
キッド制御において、前輪のブレーキ圧を高くして、主
に制動に寄与させ、後輪のブレーキ圧は低くして、安定
性、即ち横滑りを防止するのが好ましい。本発明は、こ
の制御を３つの弁のみで行うことができる。On the other hand, the second right front wheel 6 is on the high friction coefficient side
In the pressure medium circuit 3, the slip tendency of the left rear wheel 7 that contacts the low friction road surface is detected first, and the open / close valve 24 in the normally open state is closed based on this detection signal, and the right side that requires further pressure increase. Only the brake pressure of the front wheels 6 is increased. When the slip tendency of the right front wheel 6 is detected, the inlet valve 20 is closed, the brake of the right front wheel 6 is kept in the pressure holding state, and the recovery or progress of the slip tendency is monitored. Until the pressure holding state of the right front wheel 6, the on-off valve 24 continues to be in the normally closed state, and the brake pressure of the left rear wheel 7 is held together with the closed position of the outlet valve 22, or the left rear wheel 7 slips. As the tendency progresses, the pressure is reduced by the opening operation of the outlet valve 22. When the slip tendency of the right front wheel 6 continues, the opening / closing valve 24 is switched to the open position to reduce the brake pressure of the right front wheel 6. At this time, the outlet valve 22 is also opened and closed to control the hydraulic pressure of the left rear wheel 7. Next, when the slip tendency of the left rear wheel 7 is recovered and pressure increase is required, the outlet valve 22 is closed and the on-off valve 24 is switched to introduce pressure via the inlet valve 20. Hereinafter, except when the pressure reduction of the right front wheel 6 is required, the brake pressure of the right front wheel 6 is controlled by opening / closing the inlet valve 20, and the brake pressure of the left rear wheel 7 is controlled by the switching valve 24 and the outlet valve 2.
Each of them is independently controlled by the opening / closing operation of 2. In the anti-skid control, it is preferable to increase the brake pressure of the front wheels to mainly contribute to braking, and to reduce the brake pressure of the rear wheels to prevent stability, that is, skid. The present invention allows this control with only three valves.
【００１１】＜ロ＞開閉弁の故障に対応するブレーキ制
御 開閉弁のうち、例えば開閉弁２４が機械的に故障して閉
まらなくなった場合、当然、前輪６と後輪７のブレーキ
圧が等しくなる。このような故障の車輌が図３の路面上
を走行すると、後輪がスリップし、アンチスキッド制御
動作に入り、後輪のブレーキ圧を減少させることにな
る。それに伴い、前輪のブレーキ圧も引っ張られて、減
圧させられることになる。この結果、制動に特に寄与す
る前輪のブレーキ圧が減圧し、車輌全体の制動が弱まる
ことになる。そこで、開閉弁２４が故障した場合、制動
に特に寄与する前輪のブレーキ圧の減少まで及ばなくす
る。そのために、故障した系統の後輪のアンチスキッド
制御を停止して、後輪のアンチスキッド制御による出口
弁２２の開閉動作を止める。しかし、前輪のアンチスキ
ッド制御は行なう。それにより、車輌全体として、アン
チスキッド制御は行われ、しかも、前輪のブレーキ圧も
確保出来ることになるので、開閉弁の故障にもかかわら
ず、車輌のブレーキ制動が行われることになる。<B> Brake Control Corresponding to Failure of Opening / Closing Valve Of the opening / closing valves, for example, when the opening / closing valve 24 is mechanically broken and cannot be closed, the brake pressures of the front wheels 6 and the rear wheels 7 are naturally equal. . When a vehicle with such a failure travels on the road surface in FIG. 3, the rear wheels slip and the anti-skid control operation is started to reduce the brake pressure of the rear wheels. Along with that, the brake pressure of the front wheels is also pulled and reduced. As a result, the braking pressure of the front wheels, which particularly contributes to braking, is reduced, and braking of the entire vehicle is weakened. Therefore, when the open / close valve 24 fails, the braking pressure of the front wheels, which particularly contributes to braking, is not reduced. Therefore, the antiskid control of the rear wheel of the defective system is stopped, and the opening / closing operation of the outlet valve 22 by the antiskid control of the rear wheel is stopped. However, anti-skid control of the front wheels is performed. As a result, the anti-skid control is performed for the entire vehicle, and the brake pressure of the front wheels can be secured, so that the braking of the vehicle is performed despite the failure of the on-off valve.
【００１２】＜ハ＞開閉弁の故障検出方法 開閉弁の故障を検出する方法は、例えば、以下のものが
ある。 （ｉ）前輪の全増圧が数回（例：２回）連続し、かつ、
後輪の１スキッドサイクル当たりの減圧パルス幅の積算
値が所定時間（例：１５０ｍｓ）以上を検出する方法。
即ち、液圧を増圧する場合、段階的に行うが、所定回数
（例：１０回）以上行ってもスリップ傾向を示さない
（増圧が十分でない）ときは、段階的ではなく、入口弁
を開の状態にし、一気に増圧（全増圧）する制御が取ら
れる。この状態は、増圧が十分に得られない時に生じ
る。例えば、車輌が低μ路から高μ路へ入った場合にも
起こり得る。そこで、増圧の開閉弁の故障を判定するに
は、前輪の全増圧の回数を数回カウントし、更に精度を
増すために後輪の減圧が進まないことを検出すると良
い。そのために、１スキッドサイクルにおいて、減圧パ
ルス幅の積算値（減圧の操作時間）が所定時間を越えて
いれば、減圧が十分に行われていないので、開閉弁が故
障して前輪の圧力媒体が後輪に流入していると判断する
ことが出来る。<C> Method for Detecting Failure of Opening / Closing Valve There are the following methods for detecting a failure of the opening / closing valve. (I) The total pressure increase of the front wheels is continuous several times (eg, twice), and
A method of detecting that the integrated value of the depressurization pulse width per skid cycle of the rear wheels is equal to or longer than a predetermined time (eg, 150 ms).
That is, when increasing the hydraulic pressure, it is performed stepwise, but if the slip tendency is not shown even if it is performed a predetermined number of times (eg, 10 times) or more (the pressure increase is not sufficient), the inlet valve is not changed stepwise. Control to take an open state and increase the pressure all at once (total increase) is taken. This state occurs when the pressure increase is not sufficiently obtained. For example, it may occur when the vehicle enters a low μ road to a high μ road. Therefore, in order to determine the failure of the pressure-increasing on-off valve, it is preferable to count the total number of times of increasing the pressure of the front wheels several times and detect that the pressure reduction of the rear wheels does not proceed in order to further improve the accuracy. Therefore, in one skid cycle, if the integrated value of the decompression pulse width (decompression operation time) exceeds a predetermined time, decompression is not sufficiently performed, and the on-off valve fails and the pressure medium of the front wheels is lost. It can be judged that it is flowing into the rear wheel.
【００１３】（ｉｉ）ヨーコントロールでの増圧回数が
数１０回（例：２０回）以上で、かつ、後輪の１スキッ
ドサイクル当たりの減圧パルス幅の積算値が所定時間
（例：１５０ｍｓ）以上を検出する方法。即ち、左右の
車輪に大きなブレーキ圧差が急激に発生すると、車輌に
回転モーメントが強く掛かる。これを防止するために、
ブレーキ圧を急激に増圧しないよう、ヨーンコントロー
ルが行われ、ブレーキ圧を段階的に増圧する。この状態
の検出は、図３のように左右の摩擦抵抗が異なる路面に
進入した場合に生じる。そこで、増圧の開閉弁の故障を
判定するには、ブレーキ圧の増圧回数を通常の回数より
多く（例：２０回）カウントし、更に精度を増すため
に、（ｉ）と同様に、後輪の減圧が進まないことを検出
すると良い。なお、上記（ｉ）、（ｉｉ）の方法を共に
用いれば、より正確な判断が可能となる。(Ii) The number of times of pressure increase in yaw control is several tens of times (eg: 20 times) or more, and the integrated value of the pressure reducing pulse width per rear wheel skid cycle is a predetermined time (eg: 150 ms). How to detect the above. That is, when a large brake pressure difference is abruptly generated between the left and right wheels, a rotational moment is strongly applied to the vehicle. To prevent this,
To prevent the brake pressure from increasing suddenly, the yaw control is performed to increase the brake pressure in stages. The detection of this state occurs when the vehicle enters a road surface having different left and right frictional resistances as shown in FIG. Therefore, in order to determine the failure of the pressure increase / decrease valve, the number of times the brake pressure is increased is counted more than the normal number (for example, 20 times), and in order to further improve the accuracy, as in (i), It is good to detect that the pressure reduction of the rear wheels does not proceed. It should be noted that if the methods (i) and (ii) are used together, a more accurate determination can be made.
【００１４】[0014]
【本発明の効果】本発明は以上説明したように、つぎの
様な格別な効果を得ることができる。 ＜イ＞開閉弁２３、２４が故障して、開放状態になって
も、後輪のアンチスキッド制御を停止することにより、
ブレーキ圧の減少を押さえ、アンチスキッド制御を可能
とすることができる。 ＜ロ＞全体で６個の少ない制御弁によって、アンチスキ
ッド制御に必要なブレーキ制御を行うことが出来る。As described above, the present invention can obtain the following special effects. <B> Even if the open / close valves 23 and 24 are broken and open, by stopping the anti-skid control of the rear wheels,
It is possible to suppress the decrease in brake pressure and enable anti-skid control. <B> The brake control required for the anti-skid control can be performed by using only six small control valves.
【図１】アンチスキッド装置の圧力媒体回路の概略図FIG. 1 is a schematic diagram of a pressure medium circuit of an anti-skid device.
【図２】アンチスキッド装置の制御装置のブロック図FIG. 2 is a block diagram of a control device of an anti-skid device.
【図３】左右の路面摩擦が異なる車輪配置図[Fig. 3] Wheel layout with different left and right road friction
Claims (1)
でに２系統の圧力媒体回路が設けられ、 各該圧力媒体回路中に入口弁、開閉弁及び出口弁が直列
に配置され、 各該圧力媒体回路中の該入口弁と該開閉弁間に前輪のブ
レーキが、及び、該開閉弁と該出口弁間に後輪のブレー
キがダイアゴナル式に接続され、 該圧力媒体回路を介して前後車輪のブレーキ圧を制御す
る制御回路が設けられたアンチスキッド制御装置におい
て、 該開閉弁が故障して閉まらなくなったことを検出した場
合、該故障の開閉弁と連結する圧力媒体回路に接続され
た後輪のアンチスキッド制御を停止し、前輪のアンチス
キッド制御のみ行うこと、 を特徴とするアンチスキッド制御方法。1. A pressure medium circuit of two systems is provided from a master cylinder to a pressure medium return circuit, and an inlet valve, an on-off valve and an outlet valve are arranged in series in each pressure medium circuit, and each pressure medium circuit is arranged. A front wheel brake is connected between the inlet valve and the on-off valve in the circuit, and a rear wheel brake is connected between the on-off valve and the outlet valve in a diagonal manner, and front and rear wheel brakes are connected via the pressure medium circuit. In an anti-skid control device provided with a control circuit for controlling pressure, when it is detected that the on-off valve fails and cannot be closed, a rear wheel connected to a pressure medium circuit connected to the on-off valve with the failure is detected. The anti-skid control method is characterized in that the anti-skid control is stopped and only the anti-skid control of the front wheels is performed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23156992A JPH0656022A (en) | 1992-08-07 | 1992-08-07 | Anti-skid control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23156992A JPH0656022A (en) | 1992-08-07 | 1992-08-07 | Anti-skid control method |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0656022A true JPH0656022A (en) | 1994-03-01 |
Family
ID=16925575
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP23156992A Pending JPH0656022A (en) | 1992-08-07 | 1992-08-07 | Anti-skid control method |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0656022A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110799392A (en) * | 2017-06-20 | 2020-02-14 | 爱皮加特股份公司 | Brake system |
-
1992
- 1992-08-07 JP JP23156992A patent/JPH0656022A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110799392A (en) * | 2017-06-20 | 2020-02-14 | 爱皮加特股份公司 | Brake system |
| US11981316B2 (en) | 2017-06-20 | 2024-05-14 | Ipgate Ag | Brake system |
| US11987227B2 (en) | 2017-06-20 | 2024-05-21 | Ipgate Ag | Brake system |
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