JPS5920503B2 - Anti-skid control method for brake mechanism - Google Patents
Anti-skid control method for brake mechanismInfo
- Publication number
- JPS5920503B2 JPS5920503B2 JP51010195A JP1019576A JPS5920503B2 JP S5920503 B2 JPS5920503 B2 JP S5920503B2 JP 51010195 A JP51010195 A JP 51010195A JP 1019576 A JP1019576 A JP 1019576A JP S5920503 B2 JPS5920503 B2 JP S5920503B2
- Authority
- JP
- Japan
- Prior art keywords
- braking torque
- brake mechanism
- predetermined value
- wheel
- braking
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Landscapes
- Regulating Braking Force (AREA)
Description
【発明の詳細な説明】
本発明は車輛の制動中、ブレーキ機構に過剰の制動入力
を与えても、押動トルクを制御して車輪の路面に対する
スキッドを防止し、効率の良い制動が得られるようにし
たアンチスキッド制御方法特に制動トルクを制御する際
に一定の作動遅れを伴うブレーキ機構に適用するのに好
適のアンチスキッド制御方法に関するものである。[Detailed Description of the Invention] During braking of a vehicle, the present invention prevents the wheels from skidding against the road surface by controlling the pushing torque even if excessive braking input is applied to the brake mechanism, thereby achieving efficient braking. The present invention relates to an anti-skid control method that is suitable for application to a brake mechanism that involves a certain delay in operation, particularly when controlling braking torque.
従来、アンチスキッド制御方法には、過剰の制動操作に
より発生した車輪角減速度が所定値以上に上昇したとき
制動トルクを減少し、その結果発生した車輪の角増速度
が所定値に低下したとき、すなわち車輪の周速度が車輛
速度に充分接近した時点で、押動トルクを再び増加させ
る方法がある。Conventionally, anti-skid control methods include reducing the braking torque when the wheel angular deceleration caused by excessive braking operation increases to a predetermined value or more, and when the resulting wheel angular acceleration decreases to a predetermined value. In other words, there is a method of increasing the pushing torque again when the circumferential speed of the wheel approaches the vehicle speed sufficiently.
しかしながら制動トルクの減少により車輪の角減速度が
消滅し、次に角増速度の発生した時点で既に車輪のロッ
クの危険はなくなつているので、車輪の角増速度が所定
値以下に低下するまで制動トルクを減少させることは制
動トルクの変動幅を大きくする原因となる。のみならず
、車輪の周速度が車輛速度に充分接近した時点で制動ト
ルクを増加させる場合には、それを急速に行わなければ
、制動トルクが適正値に達するまでの時間が延びてしま
い、制動効率が著しく低下する。ところが制動トルクの
急増は車輛に大きな振動をもたらし、制動感覚を損う弊
害を招く。また、作動遅れを伴うブレーキ機構により押
動トルクを車輪の角加速度の変動に応じて増減制御する
と、制動システムの作動遅れにより制動トルクが過剰に
増減する傾向があり、これにより押動効率が低下する不
具合がある。However, as the braking torque decreases, the angular deceleration of the wheel disappears, and the next time the angular acceleration occurs, there is no longer any danger of the wheel locking, so the angular acceleration of the wheel decreases below the predetermined value. Reducing the braking torque to a maximum causes the range of variation in the braking torque to increase. In addition, when increasing the braking torque when the circumferential speed of the wheels approaches the vehicle speed, it must be done quickly, otherwise the time required for the braking torque to reach the appropriate value will be extended, and the braking will be delayed. Efficiency is significantly reduced. However, the rapid increase in braking torque causes large vibrations in the vehicle, which impairs braking sensation. In addition, if the pushing torque is controlled to increase or decrease depending on the fluctuation of the angular acceleration of the wheel using a brake mechanism that has an activation delay, the braking torque tends to increase or decrease excessively due to the activation delay of the braking system, which reduces the pushing efficiency. There is a problem with this.
本発明は、従来方法における上記不具合を解消した前記
アンチスキッド制御方法を提供することを目的とする。An object of the present invention is to provide the above-mentioned anti-skid control method that eliminates the above-mentioned problems in the conventional method.
以下、図面により本発明の実施例について説明すると、
第１図は本発明方法の実施に使用するアンチスキッドブ
レーキ装置を示すもので、それはブレーキ作動油圧発生
装置１と、車輛の任意の車輪に装備され前記装置１の出
力油圧により作動されるブレーキ機構２と、前記装置１
の出力油圧に対抗する油圧をブレーキ機構２ＶＣかけて
その制動トルクを制御する制御装置３とよりなり、それ
らの構成を順次に説明する。Hereinafter, embodiments of the present invention will be explained with reference to the drawings.
FIG. 1 shows an anti-skid brake device used to carry out the method of the present invention, which includes a brake hydraulic pressure generating device 1 and a brake mechanism installed on any wheel of a vehicle and operated by the output hydraulic pressure of the device 1. 2, and the device 1
The control device 3 applies a hydraulic pressure opposing the output hydraulic pressure of the brake mechanism 2VC to control its braking torque, and the configuration thereof will be explained in sequence.
ブレーキ作動油圧発生装置１には公知のブレーキマスタ
シリンダが用いられ、それは作動油を満した加圧室６を
ブレーキペダル４に連接した加圧ピストン５で圧縮する
ことにより出力油圧を発生することができる。A known brake master cylinder is used as the brake operating hydraulic pressure generating device 1, and can generate output hydraulic pressure by compressing a pressurizing chamber 6 filled with hydraulic oil with a pressurizing piston 5 connected to a brake pedal 4. can.
油圧作動式ブレーキ機構２１１埠輪と共に回転するブレ
ーキドラム７と、その内側で図示しない固定パネル上に
浮動的或は揺動自在に支持した一対のブレーキシュー８
，８と、両ブレーキシュー８，８の可動端部間に介装し
たホィールシリンダ９とよりなり、ホィールシリンダ９
には、各ピストンロッド１０ａ，１０ａをブレーキシュ
ー８，８の可動端部に連接する≦対の出力ピストン１０
，１０を摺合し、その両出力ピストン１０，１０間に第
１受圧室１２を、また出力ピストン１０，１０とホイー
ルシ嘘ンダ９の端壁部材１１，１１との各間に第２受圧
室１３，１３を形成し、第１受圧室１２は前記加圧室６
１１Ｃ流路１４を介して接続される。Hydraulic brake mechanism 211 Brake drum 7 that rotates together with the wharf, and a pair of brake shoes 8 that are floatingly or swingably supported on a fixed panel (not shown) inside the drum 7.
, 8 and a wheel cylinder 9 interposed between the movable ends of both brake shoes 8, 8.
≦pair of output pistons 10 connecting each piston rod 10a, 10a to the movable end of the brake shoe 8, 8
, 10 are slid together, and a first pressure receiving chamber 12 is formed between the output pistons 10, 10, and a second pressure receiving chamber 13 is formed between the output pistons 10, 10 and the end wall members 11, 11 of the wheel cylinder 9. , 13, and the first pressure receiving chamber 12 is the pressurizing chamber 6.
It is connected via the 11C channel 14.
制御装置３は油溜１５、それに吸込口を連通する油圧源
たる油圧ポンプ１６、その吐出口から延びる高圧流路１
７、）よび油溜１５に終端を開放する低圧流路１８を有
し、両流路１７，１８は前記ホィールシリンダ９の第２
受圧室１３，１３に同時に接続される。The control device 3 includes an oil reservoir 15, a hydraulic pump 16 serving as a hydraulic pressure source that communicates a suction port with the oil reservoir 15, and a high-pressure flow path 1 extending from its discharge port.
7) and a low-pressure flow path 18 whose ends are open to the oil sump 15, both flow paths 17 and 18 are connected to the second
It is connected to the pressure receiving chambers 13, 13 at the same time.
高圧流路１７には上流側から逆止弁１９および制御弁た
る常閉型の第１電磁弁２０を互いに直列に介装すると共
にそれらの間に蓄圧器２１を接続し、他方、低圧流路１
８には制御弁たる常開型の第２電磁弁２２を介装する。
第２図は前記第１および第２電磁弁２０，２２を制御す
る指令装置２３を示す電気回路で、両電磁弁２０，２２
のソレノイドをバッテリ２４に並列に接続する回路に第
１訃よび第２感知スイッチ２５，２６をそれぞれ挿入し
、さらに両電磁弁２０，２２のソレノイドを両感知スイ
ッチ２５，２６の後でダイオード２７を介して互いに並
列に接続する。而して第１感知スイッチ２５は前記ブレ
ーキ機構２ＶＣ．より匍励される車輪の所定値ａ以上の
角減速度を感知して、また第２感知スイッチ２６は同車
輪の所定値ｂ以上の角増速度を感知してそれぞれ閉じる
ようになつて訃り、それらには公知の慣性力感知スイッ
チを用いればよいので、その構造の説明は省略する。次
に上記実施例の作用を第３図の特性線図を参照しながら
説明すると、車輛の走行中、ＴＯの時点でブレーキペダ
ル４を踏込んでブレーキマスタシリンダ１を作動し、そ
の出力油圧をホィールシリンダ９の第１受圧室１２に与
えれば、その油圧によソー対の出力ピストン１０，１０
がそれぞれ外方へ押動されて各ブレーキシュー８，８を
ブレーキドラム７の内面に圧接させるので、車輪には第
１受圧室１２の油圧に応じた制動トルクが作用する。A check valve 19 and a normally closed first solenoid valve 20 as a control valve are interposed in series from the upstream side in the high pressure flow path 17, and a pressure accumulator 21 is connected between them. 1
8 is interposed with a normally open second solenoid valve 22 which is a control valve.
FIG. 2 is an electric circuit showing a command device 23 that controls the first and second solenoid valves 20, 22.
The first and second sensing switches 25 and 26 are respectively inserted into the circuit connecting the solenoids of the solenoid valves 20 and 22 in parallel to the battery 24, and the solenoids of both the solenoid valves 20 and 22 are connected to the diode 27 after the sensing switches 25 and 26. connected in parallel to each other via. The first sensing switch 25 is connected to the brake mechanism 2VC. The second sensing switch 26 senses an angular deceleration of a wheel that is more excited than a predetermined value a, and also senses an angular increase of a wheel that is a predetermined value b or more, and closes. Since a known inertial force sensing switch may be used for these, a description of its structure will be omitted. Next, the operation of the above embodiment will be explained with reference to the characteristic diagram shown in FIG. 3. While the vehicle is running, at the time of TO, the brake pedal 4 is depressed to operate the brake master cylinder 1, and the output oil pressure is applied to the wheels. When applied to the first pressure receiving chamber 12 of the cylinder 9, the output pistons 10, 10 of the saw pair are
are pushed outward to press each brake shoe 8, 8 against the inner surface of the brake drum 7, so that a braking torque corresponding to the oil pressure in the first pressure receiving chamber 12 acts on the wheel.
制動トルクの増加に伴い車輪の角減速度が上昇し、車輪
にロックの危険が迫つたとき、すなわち車輪の角減速度
が設定値ａに達したとき第１感知スイッチ２５はそれを
感知して閉じ、両電磁弁２０，２２のソレノイドを付勢
するので、常閉型の第１電磁弁２０は開弁し、常開型の
第２電磁弁２２は閉弁して高圧流路１７を導通、低圧流
路１８を不通にし、ホィールシリンダ９の第２受圧室１
３，１３は油圧ポンプ１６または蓄圧器２１からの圧油
を供給され、その油圧は第１受圧室１２の油圧と対抗し
、第２受圧室１３，１３の増圧に応じて制動トルクは減
少し、車輪ロックの危険は遠去かる。When the angular deceleration of the wheels increases as the braking torque increases and the wheels are in danger of locking, that is, when the angular deceleration of the wheels reaches the set value a, the first sensing switch 25 senses this. Closes and energizes the solenoids of both electromagnetic valves 20 and 22, so the normally closed first electromagnetic valve 20 opens and the normally open second electromagnetic valve 22 closes to conduct the high pressure flow path 17. , the low pressure flow path 18 is disconnected, and the second pressure receiving chamber 1 of the wheel cylinder 9 is closed.
3 and 13 are supplied with pressure oil from the hydraulic pump 16 or the pressure accumulator 21, and the oil pressure opposes the oil pressure in the first pressure receiving chamber 12, and the braking torque decreases as the pressure in the second pressure receiving chambers 13 and 13 increases. The danger of wheel locking is gone.
制動トルクの減少の結果、車輪に発生した角減速度が所
定値ａに低下すると（Ｔ２）、第１感知スイッチ２５が
再び開き、両電磁弁２０，２２は原状に復帰して高圧流
路１７を不通、低圧流路１８を導通にするので、第２受
圧室１３，１３は減圧し、制動トルクを再び増加させる
ことができる。When the angular deceleration generated in the wheel decreases to a predetermined value a as a result of the reduction in braking torque (T2), the first sensing switch 25 opens again, and both electromagnetic valves 20 and 22 return to their original states, and the high pressure flow path 17 Since the low pressure flow path 18 is made conductive and the low pressure flow path 18 is made conductive, the pressure in the second pressure receiving chambers 13, 13 is reduced, and the braking torque can be increased again.
しかし車輪の角域速度の低下は制動機２の作動遅れによ
り続くが間もなく消域し、逆に角増速度が発生し、七の
角増速度が設定値ｂに達すると（Ｔ３）、今度は第２感
知スイッチ２６がその状態を感知して閉じるので、第２
電磁弁２２のソレノイドのみが付勢され（第１電磁弁２
０のソレノイドへの通電はダイオード２７により阻止さ
れる）。第２電磁弁２２は閉弁し、高圧）よび低圧流路
１７，１８が共に不通となり、第２受圧室１３，１３の
減圧が中断され、すなわち該室１３，１３の圧力が一定
に保持されるので、両出力ピストン１０，１０は油圧的
にロックされ、その結果、制動トルクをブレーキマスタ
シリンダ１の出力油圧に関係なく一定にすることができ
る。その後、車輪の角増速度は、車輪の周速度が車輛速
度に近付くと域少し始め、車輪の周速度が車輛速度に充
分接近したとき（Ｔ４）設定値ｂに戻り、第２感知スイ
ッチ２６は開く。However, the decrease in the angular speed of the wheel continues due to the delay in the operation of the brake 2, but it soon disappears, and on the contrary, the angular speed increases, and when the angular speed increase reaches the set value b (T3), this time The second sensing switch 26 senses the condition and closes, so the second
Only the solenoid of the solenoid valve 22 is energized (the first solenoid valve 2
0 is blocked by diode 27). The second solenoid valve 22 is closed, and both the high pressure (high pressure) and low pressure channels 17, 18 are cut off, and the pressure reduction in the second pressure receiving chambers 13, 13 is interrupted, that is, the pressure in the chambers 13, 13 is maintained constant. Therefore, both output pistons 10, 10 are hydraulically locked, and as a result, the braking torque can be made constant regardless of the output oil pressure of the brake master cylinder 1. Thereafter, the angular speed increase of the wheels starts a little when the circumferential speed of the wheels approaches the vehicle speed, and when the circumferential speed of the wheels approaches the vehicle speed sufficiently (T4), the angular speed increase of the wheels returns to the set value b, and the second sensing switch 26 is turned on. open.
そのため第２電磁弁２２は開弁状態に再び戻り、低圧流
路１８を導通にするので、第２受圧室１３，１３の減圧
が再び始まり、それに伴い制動トルクが増加していき、
以下同様の作動が繰返される。以上のように本発明によ
れば、制動時に、一定の作動遅れを伴うブレーキ機構に
より車輪の角加速度の変動に応じて制動トルクを増減制
御する後に、過剰の制動操作により発生した車輪の角減
速度が所定値以上に上昇したとき制動トルクを減少させ
た後、次に車輪の角城速度が所定値以下に低下したとき
制動トルクの減少を停止させるとともにブレーキ機構の
作動遅れを補償すべく制動トルクを増加し、その後車輪
の角増速度が発生して所定値以上に上昇したとき制動ト
ルクを一定に維持するので、制動機構の作動遅れによる
制動トルクの減少過ぎが予め補正され、車輪の角増速度
が所定値に上昇したとき、すなわち車輪にロックの危険
がなくなつたときには制動トルクを制動に有効な予め補
正された一定値に保持することができる。Therefore, the second electromagnetic valve 22 returns to the open state and makes the low pressure flow path 18 conductive, so that the pressure in the second pressure receiving chambers 13, 13 starts to decrease again, and the braking torque increases accordingly.
The same operation is repeated thereafter. As described above, according to the present invention, during braking, after the braking torque is controlled to increase or decrease according to fluctuations in the angular acceleration of the wheel using a brake mechanism with a certain delay in operation, the reduction in wheel angularity caused by excessive braking operation is After reducing the braking torque when the speed increases above a predetermined value, when the corner speed of the wheel decreases below a predetermined value, the reduction in the braking torque is stopped and braking is applied to compensate for the delay in the operation of the brake mechanism. The torque is increased, and then when the angular speed of the wheel increases and the braking torque rises above a predetermined value, the braking torque is maintained constant. When the speed increase reaches a predetermined value, that is, when there is no longer any risk of the wheels locking up, the braking torque can be maintained at a pre-corrected constant value effective for braking.
さらに次に車輪の角増速度が所定値以下に減少したとき
制動トルクを上記一定値から増加させるので、制動トル
クのピーク値に至る変動幅訃よび時間を短縮させること
ができ、車輛に大きな振動を及ぼすことなく有効な制動
トルクを迅速に得ることができ、その結果、操縦者の制
動感覚を阻害することなく匍働効率が向上し、車輛の？
Ｉｌｊ動距離を短縮することができるものである。Furthermore, when the angular speed increase of the wheels decreases below a predetermined value, the braking torque is increased from the above-mentioned constant value, so it is possible to shorten the range of fluctuation and the time required to reach the peak value of the braking torque, which can cause large vibrations in the vehicle. Effective braking torque can be quickly obtained without affecting the driver's braking sensation, and as a result, the operating efficiency is improved without interfering with the driver's braking sensation.
This allows the Ilj moving distance to be shortened.
第１図は本発明方法を実施するのに使用するアンチスキ
ッドブレーキ装置の全体系統図、第２図はその指令装置
の電気回路図、第３図はその指令装置の特性線図である
。FIG. 1 is an overall system diagram of an anti-skid brake device used to carry out the method of the present invention, FIG. 2 is an electric circuit diagram of the command device, and FIG. 3 is a characteristic diagram of the command device.
Claims (1)
遅れをもつて制動トルクを増減制御するブレーキ機構の
アンチスキッド制御方法であつて、制動中、車輪の角減
速度が発生して所定値以上に上昇したとき制動トルクを
減少させ、その結果前記角減速度が所定値以下に低下し
たとき制動トルクの減少を停止させるとともにブレーキ
機構の作動遅れを補償すべく、制動トルクを増加させ、
次いで車輪の角増速度が発生して所定値以上に上昇した
とき制動トルクを一定に維持し、さらに次いで前記角増
速度が所定値以下に低下したとき制動トルクを増加する
ことを繰返すことを特徴とする、ブレーキ機構のアンチ
スキッド制御方法。1. An anti-skid control method for a brake mechanism that controls braking torque to be increased or decreased with a certain delay in response to changes in wheel angular acceleration during braking. When the angular deceleration increases above a predetermined value, the braking torque is decreased, and as a result, when the angular deceleration drops below a predetermined value, the braking torque is stopped from decreasing and the braking torque is increased to compensate for the delay in the operation of the brake mechanism.
Next, when the angular speed increase of the wheel occurs and increases above a predetermined value, the braking torque is maintained constant, and then when the angular speed increase decreases below the predetermined value, the braking torque is repeatedly increased. An anti-skid control method for a brake mechanism.
Priority Applications (8)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP51010195A JPS5920503B2 (en) | 1976-02-02 | 1976-02-02 | Anti-skid control method for brake mechanism |
| DE2701866A DE2701866C2 (en) | 1976-01-29 | 1977-01-18 | Control device for an anti-lock vehicle brake system |
| GB2632/77A GB1556122A (en) | 1976-01-29 | 1977-01-21 | Anti-skid brake control device |
| US05/762,782 US4129342A (en) | 1976-01-29 | 1977-01-25 | Anti-skid brake control device |
| FR7702436A FR2339516A1 (en) | 1976-01-29 | 1977-01-28 | ANTI-LOCK DEVICE FOR VEHICLE BRAKES |
| US05/871,187 US4202584A (en) | 1976-01-29 | 1978-01-20 | Anti-skid brake control device and associated method |
| US05/936,935 US4215902A (en) | 1976-01-29 | 1978-08-25 | Anti-skid brake control device and associated method |
| US06/050,204 US4296972A (en) | 1976-01-29 | 1979-06-20 | Anti-skid brake control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP51010195A JPS5920503B2 (en) | 1976-02-02 | 1976-02-02 | Anti-skid control method for brake mechanism |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5293876A JPS5293876A (en) | 1977-08-06 |
| JPS5920503B2 true JPS5920503B2 (en) | 1984-05-14 |
Family
ID=11743494
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP51010195A Expired JPS5920503B2 (en) | 1976-01-29 | 1976-02-02 | Anti-skid control method for brake mechanism |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5920503B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS54159565A (en) * | 1978-06-07 | 1979-12-17 | Japanese National Railways<Jnr> | Wheel readhesion control method in gliding detector |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3556610A (en) * | 1967-10-28 | 1971-01-19 | Teldix Gmbh | Brake control system for preventing wheel locking |
-
1976
- 1976-02-02 JP JP51010195A patent/JPS5920503B2/en not_active Expired
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3556610A (en) * | 1967-10-28 | 1971-01-19 | Teldix Gmbh | Brake control system for preventing wheel locking |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5293876A (en) | 1977-08-06 |
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