JPS5853552A - Trouble detecting device of antiskid controlling system - Google Patents

Trouble detecting device of antiskid controlling system

Info

Publication number
JPS5853552A
JPS5853552A JP15216381A JP15216381A JPS5853552A JP S5853552 A JPS5853552 A JP S5853552A JP 15216381 A JP15216381 A JP 15216381A JP 15216381 A JP15216381 A JP 15216381A JP S5853552 A JPS5853552 A JP S5853552A
Authority
JP
Japan
Prior art keywords
output
circuit
gate
skid
signals
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
Application number
JP15216381A
Other languages
Japanese (ja)
Inventor
Toshiro Matsuda
松田　俊郎
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP15216381A priority Critical patent/JPS5853552A/en
Publication of JPS5853552A publication Critical patent/JPS5853552A/en
Pending legal-status Critical Current

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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
    • B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/415—Short-circuit, open circuit failure
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/416—Wheel speed sensor failure

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

PURPOSE:To simplify the configuration of antiskid controlling circuit and the like by a method wherein an AND gate fetches the AND of the two controlling signals of antiskid controlling circuits and a trouble detection signal is issued when the ''H'' level output of fetched outputs continues for the fixed time being. CONSTITUTION:When the controlling signals EV and AV remain in ''H'' level due to the breaking of wire of a wheel speed sensor 10a, trouble of electronic element of the antiskid controlling circuit 14a and the like, an OR gate 24a issues an ''H'' level output and, when said ''H'' level output continues for more than the predetermined period of time, a timer 26a sets, through an AND gate 28, an RS flip-flop 30 in order to light an alarm lamp 34 and simultaneously to deenergize a relay coil 32. The deenergization of the relay coil 32 causes to turn OFF the solenoids 18a, 18b, 20a, 20b, 22a and 22b of hydraulic actuator 16, resulting in returning to realize the normal braking performance. Furthermore, also when either one of the signals EV and AV, the remaining antiskid controlling circuits 14b and 14c similarly actuate as the circuit 14a.

Description

【発明の詳細な説明】 本発明は、制動中にアンチスキッド制御回路から出力さ
れる２つの制御信号（＆Ｖ、ＡＶ（ｇ号）垣圧′ｌ）そ
れぞれ金貸なうようにしたアンチスキッド制御システＪ
−Ｋお・いて、上記制御信号の出力異常によるシステム
故障を簡単な回路構成により検出できるようにしたアン
チスキッド制御システムの故障検出装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention provides an anti-skid control system in which two control signals (&V, AV (g) barrier pressure'l) output from an anti-skid control circuit during braking are respectively applied. System J
The present invention also relates to a failure detection device for an anti-skid control system that is capable of detecting a system failure due to an abnormal output of the control signal with a simple circuit configuration.

従来、この柚のアンチスキッド制御システムにおいては
、制動中に生ずる車輪のロックを防止すると共に、最大
ブレーキ効率が得られるスリップ率（９，１５〜０２）
となるように１車輪速を制御するため、アンチスキッド
制御回路から出力される油圧制御信号により油圧アクチ
ュエータの電磁ソレノイドを駆動し、マスクシリンダか
らブレーキユニットに供給するブレーキ油圧を、スキッ
ドサイクルｍＫ増圧、保持、減圧するようにしている。Conventionally, in this Yuzu anti-skid control system, the slip ratio (9, 15 to 02) that prevents wheel locking that occurs during braking and obtains maximum braking efficiency.
In order to control one wheel speed so that , hold, and depressurize.

ところで、このようなアンプスキッド制御システムｒ（
おけるブレーキ油圧の増圧、保持及び減圧をゴ、例えば
第１図に示すように、制御中に１車輪速センサ１（１つ
の車輪を代表して示す）から出回路２から出力されるＥ
Ｖ倍信号ＡＶ信号の出力の組合せにより行なうようにし
ており、このＥＶ。By the way, such an amplifier skid control system r (
For example, as shown in FIG. 1, the output circuit 2 outputs E from one wheel speed sensor 1 (shown as a representative of one wheel) during control.
This EV is achieved by combining the outputs of the V-multiplied signal AV signal.

ＡＶ信号によるブレーキ油圧の制御モードは、例えば次
表−１のように定められている。The brake oil pressure control mode using the AV signal is determined, for example, as shown in Table 1 below.

表−１ これらのＫＶ　、ＡＶ信号は、それぞれパワトランジス
タＴｒｙ、Ｔｒ、のペースに与えられ、トランジスタ　
Ｔｒ、、Ｔｒｔのオン、オフにより油圧アクチュエータ
の電磁ソレノイド３ｍ、３ｂｉ駆動することで、ブレー
キ油圧の増圧、保持、減圧を行なうようにしている。Table-1 These KV and AV signals are applied to the power transistors Try and Tr, respectively, and the transistors
The brake hydraulic pressure is increased, maintained, and decreased by driving the electromagnetic solenoids 3m and 3bi of the hydraulic actuator by turning on and off Tr, , and Trt.

ところで、このようなアンチスキッド制御システムで、
アンチスキッド制御回路２に車輪速信号を入力している
車輪速センサ１の断騙又は短絡、あるいはアンチスキッ
ド制御回路２の回路高子等が故障したとすると、最大ブ
レーキ効率が侍られるような油圧制御信号の演算出力が
行なわれず、例えば保持（ＥＶ＝Ｈ、ＡＶ＝Ｌ　）又は
減圧（ＥＶ＝Ｉ（、ＡＶ＝Ｈ）となる制御信号が出力さ
れ九ままとなる恐れがある。By the way, with such an anti-skid control system,
If the wheel speed sensor 1 that inputs the wheel speed signal to the anti-skid control circuit 2 is disconnected or short-circuited, or if the circuit board of the anti-skid control circuit 2 is malfunctioning, the hydraulic pressure will be adjusted to ensure maximum braking efficiency. There is a possibility that the control signal is not calculated and output, and a control signal that holds (EV=H, AV=L) or depressurizes (EV=I (, AV=H), for example, is output and remains at 9).

そこで、Ｅｖおよび又はＡＶ信号が正しく出力されなく
なる故障を検出する為、第１図に示すようにＥｖ及び又
はＡＶ信号のＨレベル出力が所定時間以上継続した時に
出力するタイマ４ｍ、４ｂを設け、タイマ４ａ、４ｂの
いずれか一方の出力をオアゲート５を介して取）出すと
とＫより、故障警報及び通常ブレーキに戻す丸めの７工
イルセー７作動を行なうようにしている。ところが、こ
の種のアンチスキッド制御システムでは、一般にアンチ
スキッド制御する車輪毎に第１図に示す回路を設けるよ
う圧しているので、各制御チャンネル毎ＫＥＹ　、ＡＶ
信号の各々を監視するタイマ４ａ、４ｂを有する故障検
出回路を設ける必要があり、この為、各チャンネルにつ
き２個のタイマ回路を必要とし、システム全体としての
回路構成が複雑化し、コスト的にも高価にな９易いとい
う問題点があった。Therefore, in order to detect a failure in which the Ev and/or AV signal is not output correctly, timers 4m and 4b are provided which output when the H level output of the Ev and/or AV signal continues for a predetermined time or more, as shown in FIG. When the output of either one of the timers 4a and 4b is taken out via the OR gate 5, a failure alarm and a rounded 7-turn operation to return to normal braking are performed. However, in this type of anti-skid control system, it is generally required to provide the circuit shown in Figure 1 for each wheel to be anti-skid controlled, so the KEY, AV for each control channel is
It is necessary to provide a failure detection circuit having timers 4a and 4b to monitor each signal, and therefore two timer circuits are required for each channel, which complicates the circuit configuration of the entire system and increases cost. The problem was that it was easy to get expensive.

本発明は、このような従来の問題点に着目してなされた
もので、制御中に１アンプスキッド制御回路から出力さ
れる２つの制御信号の組合せに基づいてブレーキ油圧の
増圧、保持及び減圧を行なうアンチスキッド制御システ
ムに於いて、上記、各制御信号の出力異常を簡潔な回路
構成で検出できるようにするため、上記制御信号の少な
くともいずれか一方の出力が所定時間以上継続したとき
に、故障検出信号を出力するようにして、上記の問題点
を解決するようＫしたことを目的とする。The present invention has been made by focusing on such conventional problems, and it increases, maintains, and decreases brake hydraulic pressure based on a combination of two control signals output from a 1-amp skid control circuit during control. In an anti-skid control system that performs this, in order to be able to detect an abnormality in the output of each of the control signals with a simple circuit configuration, when the output of at least one of the control signals continues for a predetermined period or longer, It is an object of the present invention to solve the above problems by outputting a failure detection signal.

以下、本発明を図面に基づいて説明する。Hereinafter, the present invention will be explained based on the drawings.

第２図は、本発明の一実施例を示す回路ブロック図であ
る。FIG. 2 is a circuit block diagram showing one embodiment of the present invention.

まず構成を説明すると、１０ａ、１０ｂ、１０Ｃはアン
プスキッド制御される車輪毎に設けた車輪速センサ、１
２はアンチスキッド制御回路部で最大ブレーキ効率を得
るための油圧制御信号（ＥＶ。First, to explain the configuration, 10a, 10b, and 10C are wheel speed sensors provided for each wheel to be subjected to amplifier skid control;
2 is a hydraulic control signal (EV) for obtaining maximum brake efficiency in the anti-skid control circuit.

ＡＶ信号）のそれぞれを車輪速センサ１０＆〜１０ｃの
各チャンネル毎に演算して出力する手段を有する。AV signals) for each channel of the wheel speed sensors 10 & - 10c.

アンチスキッド１ＩＩＩＩ＃回路部１２に於いて、１４
ａ〜１４ｂ及び１４ｃは、アンチスキッド制御回路であ
り、アンチスキッド制御回路１４ａを例にとると、車輪
速センサ１０ａからの車輪速信号に基づいて、ブレーキ
油圧の増圧、保持、減圧を行なうためのＥｖ悟号及びＡ
Ｖ信号を出力するようにシテオリ、ＥＶ＝ＡＶ＝Ｌで増
圧、ＥＶ＝Ｈ。Anti-skid 1III# In the circuit section 12, 14
a to 14b and 14c are anti-skid control circuits; taking the anti-skid control circuit 14a as an example, the circuits are used to increase, maintain, and reduce the brake hydraulic pressure based on the wheel speed signal from the wheel speed sensor 10a. Ev Gogo and A
Position to output V signal, increase pressure at EV=AV=L, EV=H.

ＡＶ＝Ｌで保持、更にＥＶ＝ＡＶ＝Ｆｌで減圧となる。The pressure is maintained at AV=L, and the pressure is further reduced when EV=AV=Fl.

このＥＶ、ＡＶ信号の出力の組合せによるブレーキ油圧
の制御モードは、他のアンチスキッド制御回路１４ｂ、
１４ｃについても同様である。The brake hydraulic pressure control mode based on the combination of the EV and AV signal outputs is controlled by other anti-skid control circuits 14b,
The same applies to 14c.

アンチスキッド制御回路、１４ａ−１４ｃの出力には、
ＥＶ　、ＡＶｍ号によりオン、オフされるパワトランジ
スタ”ｒＩｌｔ　Ｔｒ、、’ｒｒ、、　ｅ　Ｔｒｔｔ及
びＴｒｙ、　。The outputs of anti-skid control circuits 14a-14c include:
Power transistors "rIlt Tr, , 'rr, , e Trtt and Try," which are turned on and off by EV and AVm.

Ｔ　ｒｓｔが設けられ、例えばパワトランジスタＴｒｌ
ｌｅＴ　ｒｔｔを例にとると、それぞれのコレクタに油
圧アクチュエータ１６の′醒硯ソレノイド１８ａ；１８
ｂｔａ続している。他のパワトランジスタＴ　ｒ、。T rst is provided, for example a power transistor Trl
Taking leT rtt as an example, each collector has a wake-up solenoid 18a of the hydraulic actuator 16;
bta continues. Another power transistor T r,.

〜’ｆｒｓ、ＶＣついても、同様に、油圧アクチュエー
タ１６の電磁ルーノイド２０ａ、２０ｂ及び２２ａ。Similarly, for ~'frs, VC, the electromagnetic runoids 20a, 20b, and 22a of the hydraulic actuator 16.

２２ｂを接続している。22b is connected.

一方、アンチスキッド制御回鮎部１ｚＫ設けられる本発
明の故障検出手段として、各チャネル毎のＥＶ　、ＡＶ
倍信号それぞれを入力したオアゲート２４ａ、２４ｂ、
２’４ｃが設けられ、コｔＬらのオアゲート２４ａ〜２
４ｃの各出力はタイマ回路２６ｍ、２６ｂ、２６ｅのそ
ｎぞれに入力されており、タイマ回路２６ａ〜２６ｃの
出力は、オアゲート２８で取り出されてＲ８−ＦＦ３０
のセット入力に接続されている。On the other hand, as a failure detection means of the present invention provided in the anti-skid control circuit 1zK, the EV, AV for each channel
OR gates 24a and 24b into which the double signals are input,
2'4c is provided, and the or gates 24a to 2 of KotL et al.
Each output of 4c is input to each of the timer circuits 26m, 26b, and 26e, and the outputs of the timer circuits 26a to 26c are taken out by the OR gate 28 and sent to R8-FF30.
connected to the set input.

Ｒ８−ＦＦ３０のＱ出力は、トランジスタＴｒも。The Q output of R8-FF30 is also the transistor Tr.

のベースに接続され、トランジスタＴｒ４，６は、その
コレクタに警報ランプ３４を接続しており、イグニッシ
ョンスイッチのオン操作によるスイッチ接点３６の閉成
で電６１１１＋Ｖｌが加えられるようにされている。又
、Ｒ８−ＦＦ３０のＱ出力はトランジスタ’ｒｒａ（１
のベースに接続され、・トランジスタＴｒ４゜のコレク
タにはリレーコイル３２が接続され、このリレーコイル
３２のリレー接点３２ａは油圧アクチュエータ１６の電
磁ソレノイド１８ａ〜２２ｂに対する電源電圧子■１の
供給をしゃ断できるようにしている。The transistors Tr4 and Tr6 have a warning lamp 34 connected to their collectors, and are configured to apply electric current 6111+Vl when the switch contact 36 is closed by turning on the ignition switch. Also, the Q output of R8-FF30 is the transistor 'rra(1
A relay coil 32 is connected to the collector of the transistor Tr4, and the relay contact 32a of this relay coil 32 can cut off the supply of the power voltage element 1 to the electromagnetic solenoids 18a to 22b of the hydraulic actuator 16. That's what I do.

尚、アンチスキッド制御凹路部１２に設けているタイマ
２６ａ〜２６ｃの設定時間は、通常のアンチスキッド制
御サイクルにおけるブレーキ油圧の保持及び減圧の行な
われる時間より長い所定の時間に設定されている。The set times of the timers 26a to 26c provided in the anti-skid control concave passage section 12 are set to a predetermined time longer than the time during which brake oil pressure is maintained and reduced in a normal anti-skid control cycle.

次に第２図に示す実施例の作用を説明する。Next, the operation of the embodiment shown in FIG. 2 will be explained.

今、仮りに車輪速センサ１０ａの断線もしくはアンチス
キッド制御回路１４ａを構成している電子素子の故障等
により、ＥＶ、ＡＶ倍信号出力がＨレベルのままになっ
たとすると、オアゲート２４ａがＨレベル出力を生じ、
このＨレベル出力が所定時間以上続いたときにタイマ２
６ａがアンドゲート２８を介してＨレベル出力を生じて
Ｒ８−ＦＦ３０をセットし、そのＱ出力がＨレベルとな
ることで、トランジスタＴｒＳＯをオンして、警報ラン
プ３４を点灯し、システムに故障が生じたことを運転者
に知らせる。同時ＫＲ８−ＦＦ３０のｉ出力がＬレベル
となることで、それまでオンしていたトランジスタ　Ｔ
ｒ４・がオフとなり、リレーコイル３２が消勢し、それ
まで閉じていたリレー接点３２ａを開き、油圧アクチュ
エータ１６の電磁ルーノイド１８ａ〜２２ｂへの電源供
給をしゃ断し、通常のブレーキに強制的に戻すフェイル
セーフ作動を行なう。Now, if the EV and AV double signal outputs remain at H level due to a disconnection of the wheel speed sensor 10a or a malfunction of the electronic element constituting the anti-skid control circuit 14a, the OR gate 24a will output an H level output. arises,
When this H level output continues for a predetermined time or more, timer 2
6a generates an H level output through the AND gate 28 and sets R8-FF30, and its Q output becomes H level, turning on the transistor TrSO and lighting the alarm lamp 34, indicating that there is a failure in the system. Inform the driver of what has happened. At the same time, the i output of KR8-FF30 goes to L level, and the transistor T that was turned on until then turns off.
r4 is turned off, the relay coil 32 is deenergized, the previously closed relay contact 32a is opened, the power supply to the electromagnetic runoids 18a to 22b of the hydraulic actuator 16 is cut off, and the brake is forcibly returned to normal braking. Perform fail-safe operation.

一方、アンチスキッド制御回路１４ａの出力するＥＶ　
、ＡＶ倍信号いずれか一方がＨレベルのままとなる故障
が生じた場合にも、前述の場合と同様に、オアゲート２
４ａのＨレベル出力が所定時間以上続いた時にタイマ２
６ａがＨレベル出力を生じ、警報ランプ３４を点灯する
と共にリレー接点３２ｍを開いて通常ブレーキに戻すフ
ェイルセーフ作動を行なう。On the other hand, the EV output from the anti-skid control circuit 14a
, AV multiplication signal remains at H level, the OR gate 2 is activated as in the case described above.
When the H level output of 4a continues for more than a predetermined time, timer 2
6a generates an H level output, lights up the alarm lamp 34, and opens the relay contact 32m to perform fail-safe operation to return to normal braking.

このようなＥＶ　、ＡＶ倍信号出力がＨレベルとなるシ
ステム故障時の故障検出について１ま、他のアンチスキ
ッド制御回路１４ｂ、１４ｅについても同様である。こ
のように本発明に於いては車輪速センサ毎の各制御チャ
ンネルにつき、ＥＶ、ＡＭ傷信号論理和を取り出す１個
のオアゲートと、このオアゲートのＨレベル出力が所定
時間以上継続したときに出力する１個のタイマ回路を設
けるだけで済み、制御チャンネルの数が増加したとして
も故障検出装置の回路構成を簡潔にすることができ、コ
スト的にも安価にできるものである。The failure detection at the time of a system failure in which the EV and AV multiplied signal outputs are at H level is carried out in the same way as for the other anti-skid control circuits 14b and 14e. In this way, in the present invention, for each control channel of each wheel speed sensor, there is one OR gate that extracts the logical sum of EV and AM damage signals, and when the H level output of this OR gate continues for a predetermined time or more, the OR gate is output. Only one timer circuit is required, and even if the number of control channels increases, the circuit configuration of the failure detection device can be simplified and the cost can be reduced.

第３図は本発明の他の実施例を示したもので、この実施
例はブレーキ油圧の増圧、保持、減圧をアンチスキッド
制御回路のＥＶ、ＡＶ倍信号組合せにより駆動されるパ
ワトランジスタの電流制御によって行なうことを特徴と
する。FIG. 3 shows another embodiment of the present invention, in which the brake hydraulic pressure is increased, maintained, and reduced by the current of the power transistor driven by the combination of EV and AV multiplied signals of the anti-skid control circuit. It is characterized by being controlled.

すなわち、アンチスキッド制御回路１４ａ、１４ｂ。That is, anti-skid control circuits 14a and 14b.

・・・・・・の出力にはＥＶ　、ＡＶ倍信号組合せによ
って、パワトランジスタＴＲＩＩ　　、　　Ｔｒ□の駆
動電流を制御するための電流制御回路４０　ａ　、　４
０　ｂ、・・・・・・が設けられ、例えば車輪速センサ
１０ａの制御チャンネルを例にとると、ＥＶ＝ＡＶ＝Ｌ
となる増圧時には電流制御回路４Ｏａは、パワトランジ
スタ’ｒｒｓｓ　をオフとして油圧アクチュエータ１６
の電磁ソレノイド１８の駆動電流をＯアンペアとし、Ｅ
Ｖ＝）Ｉ　、ＡＶ＝Ｌとな、る保持の際には、パワトラ
ンジスタＴ　ｒｌｌの駆動電流が２アンペアとなるよう
に制御し、ＥＶ＝ＡＶ＝Ｈとなる減圧時にはパワトラン
ジスタＴｒＨの駆動電流が４アンペアとなるように電流
制御する。又、電流制御回路４゜ａ　、　４０　ｂ、−
−Ｋｌｄパヮト２ンジスタＴｒ、、。The outputs of .
0b, . . . are provided, and taking the control channel of the wheel speed sensor 10a as an example, EV=AV=L
When increasing the pressure, the current control circuit 4Oa turns off the power transistor 'rrss and turns off the hydraulic actuator 16.
The driving current of the electromagnetic solenoid 18 is O ampere, and E
When holding V=)I and AV=L, the drive current of the power transistor Trll is controlled to be 2 amperes, and when the pressure is reduced to EV=AV=H, the drive current of the power transistor TrH is controlled to be 2 amperes. The current is controlled so that the current is 4 amperes. In addition, current control circuits 4゜a, 40b, -
-Kld part 2 register Tr, .

ＴＲ□、・・・・・・のエミッタ側に接続された小抵抗
ｒで検出される駆動電流の検出値がフィールドバックさ
れており、この小抵抗ｒによる検出値のフィールドバッ
ク制御によりトランジスタＴｒ、ｌ、Ｔｒ□。The detected drive current value detected by a small resistor r connected to the emitter side of TR□, . l, Tr□.

・・・・・・Ｋ流れる電磁ソレノイド１８〜２２の駆動
電流を一定ｆｋＫ保つようにしている。The driving current of the electromagnetic solenoids 18 to 22 flowing K is maintained at a constant fkK.

このように、パワトランジスタの電流ｔｒｌ１１　餉＋
　Ｋよりブレーキ油圧の増圧、保持、減圧を行なうアン
ナスキッド制御システムに於いても、第２図に示した本
発明の故障検出回路はそのまま用いることができ、アン
プスキッド制御回路１４ａ、１４ｂの出力するＥＶ　、
ＡＶ信号の少なくともいずれか一方のＨレベル出力をオ
アゲート２４ａ、２４１４・・・・・・で取り出し、こ
のＨレベル出力が所定時間以ル出力を生じ、オアゲート
２８を介し、Ｒ８−ＦＦ３０をセットし、トランジスタ
ＴｒＨのオンにより警報ランプ３４を点灯すると共にト
ランジスタＴｒ４＠のオフによるリレーコイル３２の消
勢によシ、１リレ一接点３２ｍを開いて、油圧アクチュ
エータ１６の電磁ソレノイド１８〜２２に対する電源供
給をしゃ断してフェイルセーフ作動は行なうよう圧して
いる。In this way, the current trl11 of the power transistor +
The failure detection circuit of the present invention shown in FIG. 2 can be used as is in the Anna skid control system that increases, maintains, and decreases the brake hydraulic pressure from K, and the outputs of the amplifier skid control circuits 14a and 14b. EV to do,
The H level output of at least one of the AV signals is taken out by the OR gates 24a, 2414, . When the transistor TrH is turned on, the alarm lamp 34 is turned on, and when the transistor Tr4@ is turned off, the relay coil 32 is deenergized, and one relay and one contact 32m are opened to supply power to the electromagnetic solenoids 18 to 22 of the hydraulic actuator 16. There is pressure to shut off the power and perform fail-safe operation.

尚、第２．３図の実施例に示しているＲ８−ＦＦ３０の
リセットはイグニッションスイッチのオン操作により行
々うようにしている、。Note that the reset of R8-FF30 shown in the embodiment of FIG. 2.3 is performed by turning on the ignition switch.

以上説明してきたように１本発明によれば、その構成を
アンチスキッド回路から出力される２つの制御信号の組
合せに基づいて、ブレーキ油圧の増圧、及び減圧を行な
うアンチスキッド制御システムに於いて、上記制御信号
の少なくともいずれか一方の出力が所定時間以上続いた
ときに、故障検出信号を出力するように車輪速センサの
各チャンネルにつき、制御信号の論理和を取）出すアン
ドゲートと、このアンドゲートの”Ｈレベ、ル出力が一
定時間継続したときに出力するタイマ回路を設けるよう
にしたため、各制御チャンネル毎に設ける故障検出回路
の構成が簡単となり、各制御チャンネル毎に少なく表も
２つのタイマ回路を設けてい友従来装装置に較ぺ、シス
テム全体の回路構成を簡単にし信頼性の高いアンチスキ
ッド制御システムを安価に提供することができるという
効果が得られる。As explained above, according to the present invention, there is provided an anti-skid control system that increases and decreases brake hydraulic pressure based on a combination of two control signals output from an anti-skid circuit. , an AND gate that calculates the logical sum of the control signals for each channel of the wheel speed sensor so as to output a failure detection signal when at least one of the control signals continues for a predetermined time period or more; By providing a timer circuit that outputs when the AND gate's "H" level output continues for a certain period of time, the configuration of the failure detection circuit provided for each control channel is simplified, and the number of tables for each control channel is reduced to two. Compared to a conventional device having two timer circuits, the circuit configuration of the entire system is simplified and a highly reliable anti-skid control system can be provided at a low cost.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は従来装置の一′例を示した回路ブロック図、第
２図は本発明の一実施例を示した回路ブロック図、第３
図は本発明の他の実施例を示した回路ブロック図である
。 ｔ、ｔｏａ〜１０Ｃ・・・車輪麺センサ２．１４ａ〜１
４ｂ・・・アンチスキッド制御回路３ａ　、’３ｂ　、
　１８　、１８ｍ　、　１８ｂ、２０，２０ａ、２０ｂ
、　２２　ｍ　２２６　＊２２ｂ・・・電磁ソレノイド ４ｍ、４６．２６ａ〜２６ｅ・・・タイマ５．２４ａ〜
２４ｃ、２８”オアゲート１２・・・アンチスキッド制
御回路部 １６・・・油圧アクチュエータ ３０・・・Ｒ８−ＦＦ３２・・・リレーコイル３２ｇ・
・・リレー接点　　３４・・・警報ランプ３６・・・イ
グ＝ツシｉンスイッチ ４０ａ、４０ｂ・・・電流制御回路 ・特許出願人　日産自動車株式会社Fig. 1 is a circuit block diagram showing an example of a conventional device, Fig. 2 is a circuit block diagram showing an embodiment of the present invention, and Fig. 3 is a circuit block diagram showing an example of a conventional device.
The figure is a circuit block diagram showing another embodiment of the present invention. t, toa~10C...Wheel noodle sensor 2.14a~1
4b...Anti-skid control circuit 3a, '3b,
18, 18m, 18b, 20, 20a, 20b
, 22 m 226 *22b...Electromagnetic solenoid 4m, 46.26a~26e...Timer 5.24a~
24c, 28" OR gate 12...Anti-skid control circuit section 16...Hydraulic actuator 30...R8-FF32...Relay coil 32g.
...Relay contact 34...Warning lamp 36...Ignition switch 40a, 40b...Current control circuit Patent applicant Nissan Motor Co., Ltd.

Claims (1)

【特許請求の範囲】 制動中に、アンチスキッド制御回路から出力される２つ
の制御信号の出力の組合せに基づいて、ブレーキ油圧の
増圧、保持、及び減圧をスキッドサイクル毎に順次繰り
返すアンチスキッド制御システムに於いて、 上記制御信号の少なくともいずれか一方が出力したとき
に出力する信号検出手段と、 該信号検出手段の出力が所定時間以上＃：枕したときに
、故障検出信号を出力する故障検出手段とを有すること
を特徴とするアンナスキッドｔｌｉｌＪ　伽システムの
故障検出装置。[Claims] Anti-skid control that sequentially increases, maintains, and decreases brake hydraulic pressure during each skid cycle based on a combination of outputs of two control signals output from an anti-skid control circuit during braking. In the system, a signal detection means outputs when at least one of the above control signals is output, and a failure detection means outputs a failure detection signal when the output of the signal detection means remains low for a predetermined time or more. A failure detection device for an Anna Skid tlilJ system, characterized in that it has means.
JP15216381A 1981-09-28 1981-09-28 Trouble detecting device of antiskid controlling system Pending JPS5853552A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP15216381A JPS5853552A (en) 1981-09-28 1981-09-28 Trouble detecting device of antiskid controlling system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP15216381A JPS5853552A (en) 1981-09-28 1981-09-28 Trouble detecting device of antiskid controlling system

Publications (1)

Publication Number Publication Date
JPS5853552A true JPS5853552A (en) 1983-03-30

Family

ID=15534395

Family Applications (1)

Application Number Title Priority Date Filing Date
JP15216381A Pending JPS5853552A (en) 1981-09-28 1981-09-28 Trouble detecting device of antiskid controlling system

Country Status (1)

Country Link
JP (1) JPS5853552A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0126051A2 (en) * 1983-05-10 1984-11-21 Volvo Flygmotor Ab Method and device for preventing slipping and/or skidding between driveable and breakable wheels and the supporting surface in vehicle traction systems
JPS62160963A (en) * 1986-01-09 1987-07-16 Toyota Motor Corp Rear wheel steering controller for front/rear wheel steering vehicle
US5627628A (en) * 1995-03-07 1997-05-06 Sharp Kabushiki Kaisha Electrophotographic apparatus

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0126051A2 (en) * 1983-05-10 1984-11-21 Volvo Flygmotor Ab Method and device for preventing slipping and/or skidding between driveable and breakable wheels and the supporting surface in vehicle traction systems
JPS62160963A (en) * 1986-01-09 1987-07-16 Toyota Motor Corp Rear wheel steering controller for front/rear wheel steering vehicle
US5627628A (en) * 1995-03-07 1997-05-06 Sharp Kabushiki Kaisha Electrophotographic apparatus

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