JPH0717619Y2 - Anti-lock brake system for all-wheel drive - Google Patents
Anti-lock brake system for all-wheel driveInfo
- Publication number
- JPH0717619Y2 JPH0717619Y2 JP660189U JP660189U JPH0717619Y2 JP H0717619 Y2 JPH0717619 Y2 JP H0717619Y2 JP 660189 U JP660189 U JP 660189U JP 660189 U JP660189 U JP 660189U JP H0717619 Y2 JPH0717619 Y2 JP H0717619Y2
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- modulator
- brake
- operates based
- rear axle
- 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
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
- B60T8/34—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 having a fluid pressure regulator responsive to a speed condition
- B60T8/36—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 having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
- B60T8/3605—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 having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force wherein the pilot valve is mounted in a circuit controlling the working fluid system
Landscapes
- Physics & Mathematics (AREA)
- Engineering & Computer Science (AREA)
- Electromagnetism (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Control Valves For Brake Systems (AREA)
Description
【考案の詳細な説明】 〔産業上の利用分野〕 本考案は、車両の総輪駆動用アンチロックブレーキ装置
に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to an anti-lock brake device for all-wheel drive of a vehicle.
アンチロックブレーキ装置（ABS）は、滑り易い路面で
の車輪ロックを防止し、制動時の安定性向上を目的とし
て開発されたものである。The anti-lock brake system (ABS) was developed to prevent wheel locks on slippery roads and to improve stability during braking.
従来の車両の総輪駆動用アンチロックブレーキ装置とし
て、第９図に示すものが知られている。As a conventional all-wheel drive anti-lock brake device for a vehicle, the one shown in FIG. 9 is known.
その装置は、各車輪１〜６にそれぞれ回転速度に応じた
パルス信号を発する車輪速センサＳを取付け、リレーバ
ルブＲとブレーキチャンバBC間またはブレーキバルブBV
とブレーキチャンバBCの各ブレーキ配管7a,7b,7c中にそ
れぞれコンピータＣの制御信号によりブレーキチャンバ
BC内エア圧を調節するモジュレータ（ソレノイドバル
ブ）SB1〜SB6を設けると共にコンピュータＣにより車輪
速センサＳのパルス信号をもとに各車輪１〜６の回転速
度及び加減速度を監視し、これを規定の減速パターンと
比較することで車輪のロック傾向を判断し、これをもと
にコンピータＣはブレーキ配管中に設けたモジュレータ
SB1〜SB6を適宜制御してブレーキチャンバBC内エア圧を
調整し、車輪１〜６のロックを防止している。The device is equipped with a wheel speed sensor S that emits a pulse signal corresponding to each rotation speed to each wheel 1 to 6, and between the relay valve R and the brake chamber BC or the brake valve BV.
And the brake chamber BC in each brake pipe 7a, 7b, 7c by the control signal of the computer C respectively.
Modulators (solenoid valves) SB1 to SB6 for adjusting the air pressure in BC are provided, and the rotation speed and acceleration / deceleration of each wheel 1 to 6 are monitored by the computer C based on the pulse signal of the wheel speed sensor S, and specified. The lock tendency of the wheels is judged by comparing with the deceleration pattern of No. 1, and the computer C is based on this, and the computer C is a modulator provided in the brake pipe.
SB1 to SB6 are appropriately controlled to adjust the air pressure in the brake chamber BC to prevent the wheels 1 to 6 from being locked.
ところで、前記装置は圧雪路面で制動時車輪ロックが発
生しないようになり走行の安全が図られるが、前後軸の
おかれている路面状況に応じて制御された時、軸間連結
であるために軸間相互の干渉が発生し、車体振動が生
じ、また軸間連結部破損の虞れがある。By the way, the above-mentioned device prevents wheel lock during braking on a snow-covered road surface to ensure traveling safety, but when controlled according to the road surface condition where the front and rear axles are placed, it is because the shafts are connected. There is a risk of mutual interference between the shafts, vibration of the vehicle body, and damage to the shaft-to-shaft connecting portion.
尚、アンチロックブレーキ装置として、実開昭62−1826
6号公報及び実開昭61−104272号公報があるが、上記問
題を有効に解決するものではなかった。In addition, as an anti-lock brake device,
There are Japanese Patent Laid-Open No. 6 and Japanese Utility Model Laid-Open No. 61-104272, but they do not effectively solve the above problems.
本考案は上記に鑑み、併せて他のことも考慮してなされ
たもので、その目的は、滑り易い路面で制動時車輪ロッ
クが発生しないようにすると共に軸間干渉を防止し、ま
た2WD走行時制動距離を延長させることないようにした
総輪駆動用アンチロックブレーキ装置を提供することで
ある。In view of the above, the present invention has been made in consideration of other things as well. Its purpose is to prevent wheel lock during braking on a slippery road surface, to prevent inter-axis interference, and to drive 2WD. It is an object of the present invention to provide an all-wheel drive anti-lock brake device that does not extend the hour braking distance.
上記目的を達成するための本考案の構成は、各車輪の回
転速度を監視し、これと規定の減速パターンとを比較す
ることで各車輪のロック状態を判断し、これに基づきブ
レーキ配管に介装したモジュレータを制御し、ブレーキ
チャンバの内のエア圧又はブレーキ倍力装置へのエア圧
を調整し、各車輪のブレーキ力を調整する総輪駆動用ア
ンチロックブレーキ装置において、前軸輪ブレーキ配管
に前車輪のうち一方のロック状態に基づき動作するモジ
ュレータと後軸輪のうち他方のロック状態に基づき作動
するモジュレータとを直列に設け、後軸輪ブレーキ配管
に前軸輪のうち他方のロック状態に基づき作動するモジ
ュレータと後軸輪のうち一方のロック状態に基づき作動
するモジュレータとを直列に設けたことを特徴とするも
のである。The configuration of the present invention for achieving the above object is to monitor the rotation speed of each wheel, determine the locked state of each wheel by comparing this with a specified deceleration pattern, and based on this, determine the brake piping through the brake pipe. In the all-wheel drive anti-lock brake device, which controls the installed modulator to adjust the air pressure in the brake chamber or the air pressure to the brake booster to adjust the braking force of each wheel, front axle wheel brake piping A modulator that operates based on the lock state of one of the front wheels and a modulator that operates based on the other lock state of the rear axle wheels are installed in series, and the other lock state of the front axle wheels is connected to the rear axle brake pipe. It is characterized in that a modulator that operates based on the above and a modulator that operates based on a locked state of one of the rear axle wheels are provided in series.
上記目的を達成するための本考案の他の構成は、前軸輪
ブレーキ配管に設けた後軸輪のうち他方のロック状態に
基づき作動するモジュレータと後軸輪ブレーキ配管に設
けた前軸輪のち他方のロック状態に基づき作動するモジ
ュレータとを切換える切換手段をモジュレータ配線に設
けたことを特徴とするものである。Another configuration of the present invention for achieving the above object is to include a modulator that operates based on the locked state of the other rear axle wheel provided in the front axle brake piping and a front axle wheel provided in the rear axle brake piping. The modulator wiring is provided with switching means for switching between the modulator that operates based on the other lock state.
前軸輪ブレーキ配管に前車輪のうち一方のロック状態に
基づき動作するモジュレータと後軸輪のうち他方のロッ
ク状態に基づき作動するモジュレータとを直列に設け、
後軸輪ブレーキ配管に前軸輪のうち他方のロック状態に
基づき作動するモジュレータと後軸輪のうち一方のロッ
ク状態に基づき作動するモジュレータとを直列に設けれ
ば、モジュレータ制御が対角輪のセレクトロー制御とな
り、前後輪の輪転動を同期させ軸間干渉が防止される。The front axle brake pipe is provided with a modulator that operates based on the locked state of one of the front wheels and a modulator that operates based on the other locked state of the rear axle in series,
If a modulator that operates based on the lock state of the other of the front axle wheels and a modulator that operates based on the lock state of one of the rear axle wheels are provided in series in the rear axle brake pipe, modulator control of the diagonal wheel is performed. Select low control is used to synchronize the rolling motions of the front and rear wheels and prevent inter-axis interference.
また、各輪にロック状態（傾向）に基づき作動するモジ
ュレータが設けられていれば、モジュレータ吐出圧の増
減状況及び車輪加減速度の変化時間，車輪速の変化状況
等、タイヤと路面間摩擦係数の高低を判断し、これに応
じて次のサイクルでは車輪加減速度の規定値を変える等
して常に最適の制動パターンになるように制御され、滑
り易い路面でも制動時車輪ロックが発生しなくなる。If each wheel is provided with a modulator that operates based on the lock state (trend), the coefficient of friction between the tire and the road surface, such as the increase / decrease status of the modulator discharge pressure, the change time of the wheel acceleration / deceleration, the change status of the wheel speed, etc. It is determined whether the vehicle is high or low, and in the next cycle, the specified value of the wheel acceleration / deceleration is changed so that the optimum braking pattern is always obtained, and the wheel lock during braking does not occur even on a slippery road surface.
更に前軸輪ブレーキ配管に設けた後軸輪のうち他方のロ
ック状態に基づき作動するモジュレータと後軸輪ブレー
キ配管に設けた前軸輪のうち他方のロック状態に基づき
作動するモジュレータとを切換える切換手段をモジュレ
ータ配線に設ければ、2WD切換時にモジュレータ配線も
連動して切換られ、軸単位のセレクトローシステムとな
り、2WD制御時後軸のロック傾向に合わせて必要のない
前軸の制動力がダウンすることがなくなり、2WD走行時
の制動距離の延長とならない。Further, the switching that switches between the modulator that operates based on the other lock state of the rear axle wheels installed in the front axle brake piping and the modulator that operates based on the other lock state of the front axle wheels installed in the rear axle brake piping If a means is provided in the modulator wiring, the modulator wiring will also be interlocked when switching 2WD, and it will become a select low system for each axis, and the braking force of the unnecessary front shaft will be reduced according to the locking tendency of the rear shaft during 2WD control. Will not occur and the braking distance will not be extended when driving in 2WD.
以下、図面により本考案を詳細に説明する。 Hereinafter, the present invention will be described in detail with reference to the drawings.
第１図は、本考案に係かる車両の総輪駆動用アンチロッ
クブレーキ装置の一実施例を示したものである。FIG. 1 shows an embodiment of an antilock brake device for driving all wheels of a vehicle according to the present invention.
1,2は車両の前軸に設けられた左側車輪，右側車輪で、
3,4は後軸に設けられた左側車輪，右側車輪である。各
車輪1,2,3,4には、それぞれ車輪の回転を制動するブレ
ーキチャンバBa,Bb,Bc,Bdが配設され、またそれぞれの
回転速度を測定し回転速度に応じたパルス信号を発する
車輪速センサSa〜Sdが配置されている。RVa,RVbはブレ
ーキ装置にそれぞれ設けられたリレーバルブである。こ
れらリレーバルブRBa,RBbと前記ブレーキチャンバBa,B
b,Bc,Bdとを連結する前軸輪ブレーキ配管7a,後軸輪ブレ
ーキ配管7b間には、ブレーキ力を倍力するブレーキ倍力
装置8a,8bが設けられている。ブレーキ倍力装置8aとリ
レーバルブRVaとの間の前軸輪ブレーキ配管7aには、前
軸輪の左側車輪１のロック状態に基づき作動するモジュ
レータ（ソレノイドバルブ）9aと後軸輪の右側車輪４の
ロック状態に基づき作動するモジュレータ9dが直列に設
けられている。1, 2 are left and right wheels on the front axle of the vehicle,
3 and 4 are left and right wheels on the rear axle. Brake chambers Ba, Bb, Bc, Bd for braking the rotation of each wheel are disposed on each wheel 1, 2, 3, 4 respectively, and each rotation speed is measured and a pulse signal corresponding to the rotation speed is emitted. Wheel speed sensors Sa to Sd are arranged. RVa and RVb are relay valves provided in the brake device, respectively. These relay valves RBa, RBb and the brake chambers Ba, B
Brake boosters 8a, 8b for boosting the braking force are provided between the front axle wheel brake pipe 7a and the rear axle wheel brake pipe 7b connecting b, Bc, Bd. In the front axle wheel brake pipe 7a between the brake booster 8a and the relay valve RVa, a modulator (solenoid valve) 9a that operates based on the locked state of the left axle wheel 1 of the front axle wheel and a right axle wheel 4 of the rear axle wheel 4 are provided. A modulator 9d that operates based on the locked state of is provided in series.
一方、ブレーキ倍力装置8bとリレーバルブRVbとの間の
後軸輪ブレーキ配管7bには、前軸輪の右側車輪２のロッ
ク状態に基づき作動するモジュレータ（ソレノイドバル
ブ）9bと後軸輪の左側車輪３のロック状態に基づき作動
するモジュレータ9cが直列に設けられている。前記各モ
ジュレータ9a,9b,9c,9dには、各車輪速センサSa〜Sdの
パルス信号をもとに車輪の回転速度及び加減速度を監視
して各モジュレータ9a,9b,9c,9dへ信号を発するコンピ
ュータ10が接続されている。On the other hand, in the rear axle wheel brake pipe 7b between the brake booster 8b and the relay valve RVb, a modulator (solenoid valve) 9b that operates based on the lock state of the right wheel 2 of the front axle wheel and the left side of the rear axle wheel are provided. A modulator 9c that operates based on the locked state of the wheels 3 is provided in series. Each of the modulators 9a, 9b, 9c, 9d, a signal to each modulator 9a, 9b, 9c, 9d by monitoring the rotation speed and acceleration / deceleration of the wheels based on the pulse signal of each wheel speed sensor Sa ~ Sd. The originating computer 10 is connected.
コンピュータ10は車輪速センサSa〜Sdのパルス信号を検
知し、車輪速、車輪の加減速度等を算出する。The computer 10 detects the pulse signals of the wheel speed sensors Sa to Sd and calculates the wheel speed, the acceleration / deceleration of the wheels, and the like.
そして車輪速、車輪の加減速度を常に監視し、これらが
ある規定値を越えた時点で最適な制動状態に戻すため各
モジュレータ9a〜9dに制御信号を発する。Then, the wheel speed and the acceleration / deceleration of the wheel are constantly monitored, and a control signal is issued to each of the modulators 9a to 9d in order to return to the optimum braking state when these exceed a certain specified value.
基本的な制御パターンは、第２図に示す通りである。The basic control pattern is as shown in FIG.
車輪減速度が規定減速度を越えた場合ロック傾向と判断
してモジュレータ吐出圧（ブレーキチャンバ内圧）を減
圧し、車輪減速度が再び規定減速度に復帰した時点で減
圧を停止し圧力保持状態に入る。When the wheel deceleration exceeds the specified deceleration, it is judged as a locking tendency and the modulator discharge pressure (brake chamber internal pressure) is reduced, and when the wheel deceleration returns to the specified deceleration again, the pressure reduction is stopped and the pressure is maintained. enter.
その後車輪速が回復し車輪加速度が規定加速度を越えた
後、車輪加減速度の変化状況に応じて車輪加減速度が再
び規定加速度に復帰した時点増圧を再開して１サイクル
を終了する。Then, after the wheel speed is recovered and the wheel acceleration exceeds the specified acceleration, when the wheel acceleration / deceleration returns to the specified acceleration again according to the change situation of the wheel acceleration / deceleration, pressure increase is restarted and one cycle is completed.
１つのサイクル中コンピュータ10は、モジュレータ吐出
圧の増減状況及び車輪加減速度の変化時間、車輪速の変
化状況等からタイヤと路面間摩擦係数の高低を判断し、
これに応じて次のサイクルでは車輪加減速の規定値を変
える等して常に最適の制動パターンになるように制動す
る。以下これを車両停止まで繰返す。During one cycle, the computer 10 determines whether the friction coefficient between the tire and the road surface is high or low from the increase / decrease situation of the modulator discharge pressure, the change time of the wheel acceleration / deceleration, the change situation of the wheel speed, and the like.
In response to this, in the next cycle, the specified value of wheel acceleration / deceleration is changed to perform braking so that the optimum braking pattern is always obtained. This is repeated until the vehicle stops.
前記モジュレータ配線11には、4WDを2WD（又は2WDを4W
D）に切換える前軸輪ブレーキ配管7aに設けた後軸輪の
右側車輪４のモジュレータ9dを前軸輪の右側車輪２のモ
ジュレータ用にし、後軸輪ブレーキ配管7bに設けた前軸
輪の右側車輪２のモジュレータ9bを後軸輪の右側車輪４
のモジュレータ用にする切換スイッチ12が設けられ、各
モジュレータ配線には、切換リレー13a〜13dが設けられ
ている。4WD is 2WD (or 2WD is 4W) for the modulator wiring 11.
The modulator 9d of the right wheel 4 of the rear axle wheel provided in the front axle wheel brake pipe 7a is used for the modulator of the right wheel 2 of the front axle wheel and the right side of the front axle wheel provided in the rear axle brake pipe 7b. The modulator 9b of the wheel 2 is replaced with the right wheel 4 of the rear axle wheel.
A changeover switch 12 for the modulator is provided, and changeover relays 13a to 13d are provided on each modulator wiring.
前記各モジュレータ9a,9b,9c,9dは、第３図に示すよう
に一方にブレーキバルブ側に接続する入力ポート14が設
けられ、他方にブレーキチャンバ側に接続する出力ポー
ト15が設けられ、更に他方に排気ポート18が設けられ、
入力ポート14と出力ポート15との間にチェックバルブ16
aが、出力ポート15と排気ポート18との間にチェックバ
ルブ16bが設けられ、Ｂ室にソレノイドバルブ17aが、流
路Ｇにソレノイドバルブ17bが設けられた構造にないて
いる。Each of the modulators 9a, 9b, 9c and 9d is provided with an input port 14 connected to the brake valve side on one side and an output port 15 connected to the brake chamber side on the other side as shown in FIG. An exhaust port 18 is provided on the other side,
Check valve 16 between input port 14 and output port 15
In the structure a, the check valve 16b is provided between the output port 15 and the exhaust port 18, the solenoid valve 17a is not provided in the chamber B, and the solenoid valve 17b is provided in the flow path G.
そして各モジュレータは、増圧モード時（通常ブレーキ
時）、第４図に示すようにする。Then, each modulator is set as shown in FIG. 4 in the pressure increasing mode (during normal braking).
ソレノイドバルブ17a:上側閉（非通電） ソレノイドバルブ17b:下側閉（非通電） チェックバルブ16a:開 チェックバルブ16b:閉 即ち、入力ポート14から入った供給エアがチェックバル
ブ16aを押開き出力ポート15からブレーキチャンバへ供
給される（ソレノイドバルブ17aが上側閉のためＡ室は
流路E,B室、流路Ｆにより排気ポート18に連通され大気
開放されている。）。Solenoid valve 17a: Upper side closed (non-energized) Solenoid valve 17b: Lower side closed (non-energized) Check valve 16a: Open Check valve 16b: Closed In other words, the supply air from the input port 14 pushes the check valve 16a to open it Output port It is supplied from 15 to the brake chamber (since the solenoid valve 17a is closed on the upper side, the chamber A is connected to the exhaust port 18 through the passages E, B and F and is open to the atmosphere).
一方入力ポート14に入った供給エアは、ソレノイドバル
ブ17bが下側閉（上側開）であるため、流路Ｇを通って
Ｃ室に入りチェックバルブ16bを押上げて閉じ、排気ポ
ート18と入力ポート14及び出力ポート15間は遮断されて
通常ブレーキ状態となる。On the other hand, the supply air that has entered the input port 14 enters the chamber C through the flow path G because the solenoid valve 17b is closed on the lower side (opened on the upper side) and pushes up the check valve 16b to close it. The connection between the port 14 and the output port 15 is cut off, and the normal braking state is set.
各モジュレータが保持モードの時は、第５図のようにす
る。When each modulator is in the holding mode, it is as shown in FIG.
ソレノイドバルブ17a:上側開（通電） ソレノイドバルブ17b:下側閉（非通電） チェックバルブ16a:閉 チェックバルブ16b:閉 入力ポート14から入った供給エアは、チェックバルブ16
aを押上げようとするが、同時にソレノイドバルブ17aが
上側開（下側閉）であるため、供給エアがＢ室、流路Ｅ
を通ってＡ室に入るので、チェックバルブ16aは閉とな
る（入力ポート14〜出力ポート15間は遮断される）。Solenoid valve 17a: Upper side open (energized) Solenoid valve 17b: Lower side closed (non-energized) Check valve 16a: Closed Check valve 16b: Closed Supply air from input port 14
At the same time, the solenoid valve 17a is opened on the upper side (closed on the lower side), but the supply air is supplied to the chamber B and the passage E.
Since it enters the room A through the check valve 16a, the check valve 16a is closed (the input port 14 and the output port 15 are shut off).
一方、ソレノイドバルブ17bが下側閉（上側開）である
ため、増圧モード時と同様流路Ｇを通って供給エアがＣ
室に入るので、チェックバルブ16bは閉となる。On the other hand, since the solenoid valve 17b is closed on the lower side (opened on the upper side), the supply air flows through the flow path G in the same manner as in the pressure increasing mode.
Since it enters the room, the check valve 16b is closed.
これにより出力ポート14〜排気ポート18間も遮断され、
ブレーキチャンバ内エア圧はモジュレータが保持モード
になった時点の圧力に保持される。This also shuts off between output port 14 and exhaust port 18,
The air pressure in the brake chamber is maintained at the pressure when the modulator enters the holding mode.
各モジュレータが減圧モードの時は、第６図のようにす
る。When each modulator is in the depressurization mode, the procedure is as shown in FIG.
ソレノイドバルブ17a:上側開（通電） ソレノイドバルブ17b:下側開（通電） チェックバルブ16a:閉 チェックバルブ16b:開 ソレノイドバルブ17aが上側開であるため、保持モード
時と同様チェックバルブ16aは閉となり、入力ポート14
〜出力ポート15間は遮断される。Solenoid valve 17a: Upper side open (energized) Solenoid valve 17b: Lower side opened (energized) Check valve 16a: Closed Check valve 16b: Open Solenoid valve 17a is upper side opened, so check valve 16a is closed as in the holding mode. , Input port 14
~ The output port 15 is shut off.
一方、ソレノイドバルブ17aが下側開であるため、Ｃ室
は排気ポート18を通じて大気開放されており、チェック
バルブ16bはブレーキチャンバ内エアは出力ポート15、
チェックバルブ16b、Ｄ室、流路Ｈを通って排気ポート1
8から大気に放出されてブレーキチャンバ内圧は減圧さ
れる。On the other hand, since the solenoid valve 17a is opened downward, the chamber C is open to the atmosphere through the exhaust port 18, and the check valve 16b uses the brake chamber air to output the output port 15,
Exhaust port 1 through check valve 16b, chamber D, and flow path H
8 is released to the atmosphere and the brake chamber internal pressure is reduced.
尚、第７図は本考案の全体の構成図である。Incidentally, FIG. 7 is an overall configuration diagram of the present invention.
上記車両の総輪駆動用アンチロックブレーキ装置によれ
ば、前軸輪ブレーキ配管7aに前車輪の左側車輪１のロッ
ク状態に基づき作動するモジュレータ9aと後軸輪の右側
車輪４のロック状態に基づき作動するモジュレータ9dと
を直列に設け、後軸輪ブレーキ配管7bに前軸輪の右側車
輪２のロック状態に基づき作動するモジュレータ9bと後
軸輪の左側車輪３のロック状態に基づき作動するモジュ
レータ9cとを直列に設けるので、モジュレータ制御を対
角輪１と４、２と３のセレクトロー制御となって前後輪
の輪転動を同期することができ、軸間干渉を防止するこ
とができる。従って、軸間干渉に起因する車体振動を防
止し、また軸間連結分の破損の虞れを、解消することが
できる。According to the anti-lock brake device for all-wheel drive of the vehicle, based on the lock state of the modulator 9a operating on the front wheel brake pipe 7a based on the lock state of the left wheel 1 of the front wheel and the lock state of the right wheel 4 of the rear wheel. A modulator 9d is provided in series with the operating modulator 9d, and the modulator 9b that operates based on the locked state of the right wheel 2 of the front axle wheel and the modulator 9c that operates based on the locked state of the left wheel 3 of the rear axle wheel are installed in the rear axle wheel brake pipe 7b. Since the and are provided in series, the modulator control becomes the select low control of the diagonal wheels 1, 4, 2 and 3 so that the rolling motions of the front and rear wheels can be synchronized and the inter-axis interference can be prevented. Therefore, it is possible to prevent the vibration of the vehicle body due to the interference between the shafts, and to eliminate the possibility of the damage of the connection between the shafts.
また、各車輪１〜４にロック状態に基づき作動するモジ
ュレータ9a〜9dを設けるので、モジュレータ9a〜9dの吐
出圧の増減状況及び車輪加減速度の変化時間，車輪速の
変化状況等、タイヤと路面間摩擦係数の高低を判断し、
これに応じて次のサイクルでは車輪加減速度の規定値を
変える等して常に最適の制御パターンになるように制御
できる。従って、滑り易い路面でも制動時車輪ロックが
発生しなくなって走行の安全が図られる。In addition, since each wheel 1 to 4 is provided with modulators 9a to 9d that operate based on the locked state, the increase and decrease of the discharge pressure of the modulators 9a to 9d, the change time of the wheel acceleration / deceleration, the change of the wheel speed, etc. Judging whether the friction coefficient is high or low,
In response to this, in the next cycle, the specified value of the wheel acceleration / deceleration is changed so that the control pattern can be always controlled to be the optimum control pattern. Therefore, even on a slippery road surface, wheel locking does not occur during braking, and traveling safety is ensured.
更に前軸輪ブレーキ配管7aに設けた後軸輪の右側車輪４
のロック状態に基づき作動するモジュレータ9dと後軸輪
ブレーキ配管7bに設けた前軸輪の右側車輪２のロック状
態に基づき作動するモジュレータ9bとを切換える切換手
段をモジュレータ配線11に設けるので、この切換手段の
切換えにより2WD切換時にモジュレータ配線11も連動し
て切換えられ、セレクトローシステムとなって2WD制御
時後軸のロック傾向に合わせて必要のない前軸の制動力
が低下することはなくなり、2WD走行時の制動距離が延
長されることはない。Further, the right wheel 4 of the rear axle wheel provided in the front axle wheel brake pipe 7a
The modulator wiring 11 is provided with a switching means for switching between the modulator 9d that operates based on the locked state of the front axle wheel and the modulator 9b that operates based on the locked state of the right wheel 2 of the front axle wheel provided in the rear axle wheel brake pipe 7b. When the 2WD is switched, the modulator wiring 11 is also interlocked with the switching of the means, and the select low system is set so that the unnecessary braking force of the front shaft does not decrease according to the lock tendency of the rear shaft during 2WD control. The braking distance during driving is not extended.
尚、上記実施例の場合、ブレーキ倍力装置8a,8bは前後
２つ設ければよいので、使用ブレーキ倍力装置は少なく
てすむ。In the case of the above-mentioned embodiment, since two brake boosters 8a and 8b may be provided on the front and rear sides, the number of brake boosters to be used can be reduced.
第８図は本考案の他の実施例で、後軸２軸の車両に適用
したものである。FIG. 8 shows another embodiment of the present invention, which is applied to a vehicle having two rear axles.
この場合は、前後軸、後後軸とブレーキ倍力装置8b間を
後軸輪ブレーキ配管7c,7dで並列に接続する。In this case, the front and rear axles, the rear axle and the brake booster 8b are connected in parallel by the rear axle wheel brake pipes 7c and 7d.
この場合も前記と同様に同様な効果が発揮される。In this case as well, the same effect is exerted as described above.
前記実施例は、いづれもブレーキ倍力装置を介在したエ
アオーバーハイドロリック車に適用したものであるが、
本考案はこれに限定されるものではてく、エアのみで制
御するフルエアブレーキ車にも勿論適用できるものであ
る。The above-mentioned embodiments are applied to the air-over-hydraulic vehicle in which the brake booster is interposed.
The present invention is not limited to this, but can of course be applied to a full air brake vehicle that is controlled only by air.
本考案は、以上述べた構成にするので、滑り易い路面で
制動時車輪ロックが発生しなくなって走行の安全が図れ
と共に軸間干渉が防止され、それに起因する車体振動が
なくなり、また軸間連結部の破損の虞れもなくなる。更
に2WD走行時の制動距離も長くならない。Since the present invention is configured as described above, wheel locking does not occur during braking on a slippery road surface, traveling safety is achieved and inter-axle interference is prevented, vehicle vibration due to it is eliminated, and inter-axle coupling is achieved. There is no risk of damage to parts. Furthermore, the braking distance during 2WD driving does not become long.
第１図は本考案の一実施例の構成図、第２図は時間に対
するモジュレータ吐出圧力，車輪加減速度との関係を示
す曲線図、第３図はモジュレータの構造図、第４図はモ
ジュレータの減圧モード図、第５図はモジュレータの保
持モード図、第６図はモジュレータの減圧モード図、第
７図は本考案の一実施例の全体の構成図、第８図は本考
案の他の実施例の全体の構成図、第９図は従来の全体の
構成図である。 1,2,3,4,5,6……車輪 7a……前軸輪ブレーキ配管 7b……後軸輪ブレーキ配管 8a,8b……ブレーキ倍力装置 9a,9b,9c,9d……モジュレータ 10……コンピュータ 11……モジュレータ配線 12……切換スイッチ 13a〜13d……切換リレー Ba〜Bd……ブレーキチャンバ RVa,RVb……リレーバルブ Sa〜Sd……車輪速センサFIG. 1 is a block diagram of an embodiment of the present invention, FIG. 2 is a curve diagram showing the relationship between modulator discharge pressure and wheel acceleration / deceleration with respect to time, FIG. 3 is a modulator structural diagram, and FIG. 4 is a modulator diagram. Fig. 5 is a decompression mode diagram, Fig. 5 is a holding mode diagram of the modulator, Fig. 6 is a decompression mode diagram of the modulator, Fig. 7 is an overall configuration diagram of an embodiment of the present invention, and Fig. 8 is another embodiment of the present invention. FIG. 9 is an overall configuration diagram of an example, and FIG. 9 is an overall configuration diagram of a conventional example. 1,2,3,4,5,6 …… Wheel 7a …… Front axle wheel brake piping 7b …… Rear axle wheel brake piping 8a, 8b …… Brake booster 9a, 9b, 9c, 9d …… Modulator 10 ...... Computer 11 …… Modulator wiring 12 …… Changeover switch 13a to 13d …… Changeover relay Ba to Bd …… Brake chamber RVa, RVb …… Relay valve Sa to Sd …… Wheel speed sensor
Claims (2)
減速パターンとを比較することで各車輪のロック状態を
判断し、これに基づきブレーキ配管に介装したモジュレ
ータを制御し、ブレーキチャンバ内のエア圧又はブレー
キ倍力装置へのエア圧を調整し、各車輪のブレーキ力を
調整する総輪駆動用アンチロックブレーキ装置におい
て、前軸輪ブレーキ配管に前車輪のうち一方のロック状
態に基づき動作するモジュレータと後軸輪のうち他方の
ロック状態に基づき作動するモジュレータとを直列に設
け、後軸輪ブレーキ配管に前軸輪のうち他方のロック状
態に基づき作動するモジュレータと後軸輪のうち一方の
ロック状態に基づき作動するモジュレータとを直列に設
けたことを特徴とする総輪駆動用アンチロックブレーキ
装置。1. A lock state of each wheel is judged by monitoring the rotation speed of each wheel and comparing it with a prescribed deceleration pattern, and based on this, a modulator interposed in the brake pipe is controlled to brake. In the all-wheel drive anti-lock brake device that adjusts the air pressure in the chamber or the air pressure to the brake booster to adjust the braking force of each wheel, one of the front wheels is locked in the front axle brake pipe. A modulator that operates based on the lock state of the other of the rear axle wheels is provided in series, and a modulator that operates based on the other lock state of the front axle wheel and the rear axle wheel are installed in the rear axle wheel brake pipe. An all-wheel drive anti-lock brake device, which is provided in series with a modulator that operates based on one of the locked states.
他方のロック状態に基づき作動するモジュレータと後軸
輪ブレーキ配管に設けた前軸輪のうち他方のロック状態
に基づき作動するモジュレータとを切換える切換手段を
モジュレータ配線に設けたことを特徴とする請求項１記
載の総輪駆動用アンチロックブレーキ装置。2. A modulator that operates based on the other lock state of the rear axle wheels provided in the front axle brake pipe and a modulator that operates based on the other lock state of the front axle wheels provided to the rear axle brake pipe. 2. The all-wheel drive antilock brake device according to claim 1, wherein a switching means for switching between and is provided in the modulator wiring.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP660189U JPH0717619Y2 (en) | 1989-01-23 | 1989-01-23 | Anti-lock brake system for all-wheel drive |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP660189U JPH0717619Y2 (en) | 1989-01-23 | 1989-01-23 | Anti-lock brake system for all-wheel drive |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0298066U JPH0298066U (en) | 1990-08-03 |
| JPH0717619Y2 true JPH0717619Y2 (en) | 1995-04-26 |
Family
ID=31210918
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP660189U Expired - Lifetime JPH0717619Y2 (en) | 1989-01-23 | 1989-01-23 | Anti-lock brake system for all-wheel drive |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0717619Y2 (en) |
-
1989
- 1989-01-23 JP JP660189U patent/JPH0717619Y2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0298066U (en) | 1990-08-03 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPH0641257B2 (en) | Brake device with slip control | |
| JPS59206248A (en) | Brake gear with slip control mechanism | |
| US4740041A (en) | Anti-locking brake control system for motor vehicles | |
| JPH03169769A (en) | Antiskid control device | |
| JPH04215551A (en) | Brake gear for car | |
| JP2998327B2 (en) | Anti-skid control device | |
| JP3425727B2 (en) | Automatic braking system for vehicles | |
| JPH0986377A (en) | Fluid pressure control device | |
| JPH068100B2 (en) | Four-wheel drive vehicle with anti-lock brake device | |
| JPH0717619Y2 (en) | Anti-lock brake system for all-wheel drive | |
| JPH035344B2 (en) | ||
| JPS62131857A (en) | Method of controlling slip of wheel by anti-brake system andcircuit for executing said method | |
| JP3626568B2 (en) | Control method in vehicle braking force control device | |
| JPS63116969A (en) | Two circuit type brake gear | |
| JPH10129461A (en) | Brake controller for tractor and trailer | |
| JPH07102802B2 (en) | Brake system with traction slip control | |
| JPH0338415B2 (en) | ||
| US6301541B1 (en) | Braking force control apparatus for vehicle | |
| JP3396899B2 (en) | Braking force distribution control device | |
| JP3802853B2 (en) | Control method in vehicle braking force control apparatus | |
| JPH0740040B2 (en) | Lateral acceleration sensor abnormality detection device | |
| JP2777991B2 (en) | Vehicle braking control device | |
| JP3886265B2 (en) | Brake device for triaxial vehicle | |
| JPH0571072U (en) | Traction control device for multi-axle vehicle | |
| JPS621665A (en) | Four-wheel drive car with antilock braking device |