JPS63151569A - Braking liquid pressure control in liquid-operated braking device for automobile - Google Patents
Braking liquid pressure control in liquid-operated braking device for automobileInfo
- Publication number
- JPS63151569A JPS63151569A JP29843986A JP29843986A JPS63151569A JP S63151569 A JPS63151569 A JP S63151569A JP 29843986 A JP29843986 A JP 29843986A JP 29843986 A JP29843986 A JP 29843986A JP S63151569 A JPS63151569 A JP S63151569A
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- wheels
- braking
- differential
- fluid pressure
- 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.)
- Granted
Links
- 239000007788 liquid Substances 0.000 title abstract 4
- 239000012530 fluid Substances 0.000 claims description 49
- 238000000034 method Methods 0.000 claims description 7
- 230000000694 effects Effects 0.000 abstract description 5
- 230000007423 decrease Effects 0.000 description 5
- 230000000994 depressogenic effect Effects 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000001788 irregular Effects 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
Landscapes
- Regulating Braking Force (AREA)
Abstract
Description
【発明の詳細な説明】
産業上の利用分野
本発明は自動車用液圧式制動装置の制動液圧制御方法に
関するものである。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a brake hydraulic pressure control method for a hydraulic brake system for an automobile.
従来の技術
自動車のブレーキ装置において、車両走行中に急制動を
かけた場合にタイヤと路面間の摩擦係数の低い路面上等
では車輪が固着（ロック）してスリップを起したり不規
旋転（尻振り）したりすることがある、これを防ぐため
に事前にスリップ又は不規旋転する状態（車輪のロック
）を検出し、この検出した信号によりブレーキ装置の制
動液圧を制御するアンチスキッド装置は既に開発されて
いる（例えば特開昭６０−６１３５４号公報参照）。Conventional technology In automobile braking systems, when sudden braking is applied while the vehicle is running, the wheels may become stuck (locked) on roads where the coefficient of friction between the tires and the road is low, causing slips or irregular turns ( In order to prevent this, the anti-skid device detects a slip or irregular turning condition (wheel lock) in advance and controls the brake fluid pressure of the brake device based on the detected signal. It has already been developed (see, for example, Japanese Patent Laid-Open No. 60-61354).
又２輪駆動と４輪駆動とを切換使用することができるパ
ートタイム４輪駆動自動車は従来より開発され（例えば
実公昭５５−５４５７３号公報参照）既に一般に用いら
れている。Furthermore, part-time four-wheel drive vehicles capable of switching between two-wheel drive and four-wheel drive have been developed and are already in general use (see, for example, Japanese Utility Model Publication No. 55-54573).
発明が解決しようとする問題点
上記のようなアンチスキッド装置は、急制動時に車輪の
減速度が設定値を越えて大きくなるとマスクシリンダか
ら車輪のブレーキ装置に至る液圧配管中に介装された常
開型の保持バルブを閉路させ制動液圧を保持させると共
に、車輪速度がある値まで減少したとき上記車輪のブレ
ーキ装置内の制動液圧をポンプ機構を用いて液圧解放槽
に逃がすべく液圧通路をコントロールする解放バルブを
作動させ制動液圧を減圧させ、その後タイヤと路面間で
生ずる摩擦トルクによる車輪速度の回復状況により路面
の摩擦係数を判定し該摩擦係数に基づき制動液圧の再加
圧を行うよう構成されている。Problems to be Solved by the Invention The anti-skid device as described above is installed in the hydraulic piping from the mask cylinder to the wheel brake device when the deceleration of the wheel increases beyond a set value during sudden braking. The normally open holding valve is closed to maintain the brake fluid pressure, and when the wheel speed decreases to a certain value, a pump mechanism is used to release the brake fluid pressure in the brake device of the wheel to the fluid pressure release tank. The brake fluid pressure is reduced by operating the release valve that controls the pressure passage, and then the friction coefficient of the road surface is determined based on the recovery status of the wheel speed due to the friction torque generated between the tires and the road surface, and the brake fluid pressure is reset based on the friction coefficient. It is configured to apply pressure.
又パートタイム４輪駆動自動車を４輪駆動側に切換えた
場合には前後輪が直結となるため左右前輪の回転数の和
と左右後輪の回転数の和とが等しいという制約条件を満
足しなければならないので、前後方向において反対側の
車輪からの駆動力あるいは制動力の伝達（内部循環トル
ク）が行われることがあり、マニュアルミッションを備
えたパートタイム４輪駆動自動車の場合上記の内部循環
トルクが発生すると４輪駆動側から２輪駆動側に切換え
るときのトランスファクラッチの切り離しがうまく行え
ないことがある。上記の内部循環トルクは後輪差動装置
に差動制限機構が組み込まれており該差動制限機構が作
動しているかどうかによってすなわち駆動系の切換えに
よって大巾に変動するという゛問題を有している。In addition, when a part-time four-wheel drive vehicle is switched to four-wheel drive, the front and rear wheels are directly connected, so the constraint that the sum of the rotation speeds of the left and right front wheels is equal to the sum of the rotation speeds of the left and right rear wheels is satisfied. Therefore, the driving force or braking force may be transmitted from the opposite wheel in the longitudinal direction (internal circulation torque), and in the case of a part-time four-wheel drive vehicle with a manual transmission, the above internal circulation When torque is generated, it may be difficult to disengage the transfer clutch when switching from four-wheel drive to two-wheel drive. The above-mentioned internal circulating torque has a problem in that a differential limiting mechanism is built into the rear wheel differential, and it fluctuates widely depending on whether or not the differential limiting mechanism is operating, that is, when the drive system is switched. ing.
このような内部循環トルクは前輪側への駆動軸および後
輪側への駆動軸間に差動制限機構付きの中央差動装置を
備えた所謂フルタイム４輪駆動自動車において、上記差
動制限機構を作動させたときにも発生し上記のパートタ
イム４輪駆動と同じような問題を有している。Such internal circulation torque is generated by the differential limiting mechanism in a so-called full-time four-wheel drive vehicle that is equipped with a central differential with a differential limiting mechanism between the drive shaft for the front wheels and the drive shaft for the rear wheels. This also occurs when the vehicle is activated, and has the same problem as the part-time four-wheel drive described above.
本発明はこような問題に対処することを目的とするもの
である。The present invention aims to address these problems.
問題点を解決するための手段
本発明は制動時に各車輪の車輪速度の変動を検出して各
車輪側に制動液圧を制御する自動車用液圧式制動装置の
アンチスキッド装置および駆動系切換機構を備えた自動
車において、駆動系切換機構の切換えに応じて各車輪を
グループ化し同一グループに属する車輪に対して該車輪
の制動液圧の制御を共通とするよう構成したことを特徴
とするものである。Means for Solving the Problems The present invention provides an anti-skid device and a drive system switching mechanism for a hydraulic braking system for automobiles that detects changes in wheel speed of each wheel during braking and controls braking fluid pressure for each wheel. The vehicle is characterized in that the wheels are grouped according to the switching of the drive system switching mechanism, and the braking hydraulic pressure of the wheels belonging to the same group is commonly controlled. .
作 用
本発明は上記のような構成を採ることにより、駆動系切
換機構の切換えに応じた各車輪の制動液圧の制御を変更
し内部循環トルクの影響を小ならしめるこができる。By adopting the above-described configuration, the present invention can change the control of the brake fluid pressure of each wheel in response to switching of the drive system switching mechanism, thereby reducing the influence of internal circulation torque.
実施例 本発明を附図実施例を参照して説明する。Example The present invention will be explained with reference to the accompanying drawings.
第１図において、１はブレーキ、２はマスクシリンダで
、ブレーキペダル１を踏み込むことによりマスクシリン
ダ２が作動し、一方の液圧配管３ａから左前輪４のブレ
ーキ装置４ａおよび右後輪７のブレーキ装置７ａのホイ
ールシリンダに制動液圧が供給されると共に、他方の液
圧配管３ｂから右前輪５のブレーキ装置５ａおよび左後
輪６のブレーキ装置６ａのホイールシリンダに制動液圧
が供給されブレーキがかかるようになっている。In FIG. 1, 1 is a brake, and 2 is a mask cylinder. When the brake pedal 1 is depressed, the mask cylinder 2 is operated, and one hydraulic pipe 3a is connected to a brake device 4a for the left front wheel 4 and a brake for the right rear wheel 7. Braking fluid pressure is supplied to the wheel cylinder of the device 7a, and at the same time, braking fluid pressure is supplied from the other hydraulic pressure pipe 3b to the wheel cylinders of the brake device 5a of the right front wheel 5 and the brake device 6a of the left rear wheel 6, so that the brakes are applied. It is supposed to take a while.
８ａは上記一方の液圧配管３ａより分岐し左前輪ブレー
キ装置４ａに至る液圧配管、９ａは該液圧配管８ａに介
装されソレノイドが付勢されたとき閉となる保持バルブ
、１０ａは該保持バルブ９ａより下流側の液圧配管８ａ
から分岐し上記保持バルブ９ａの上流側に至るバイパス
配管１１ａ中に介装されソレノイドが付勢されたとき開
となる解放バルブで、該解放バルブ１０ａ下流のバイパ
ス配管１１ａには解放バルブ１０ａ開時に左前輪ブレー
キ装置４ａ内のブレーキ液をマスクシリンダ２側に汲み
上げる液圧ポンプ１２ａが介装されている。Reference numeral 8a denotes a hydraulic pipe branching from one of the above-mentioned hydraulic pressure pipes 3a and reaching the left front wheel brake device 4a, 9a a holding valve that is interposed in the hydraulic pressure pipe 8a and closes when the solenoid is energized, and 10a a holding valve that is connected to the hydraulic pressure pipe 8a and closed when the solenoid is energized. Hydraulic pressure piping 8a downstream of the holding valve 9a
This is a release valve that is interposed in a bypass pipe 11a that branches from the above-mentioned holding valve 9a and reaches the upstream side of the holding valve 9a, and opens when the solenoid is energized. A hydraulic pump 12a is interposed to pump up the brake fluid in the left front wheel brake device 4a to the mask cylinder 2 side.
１３ａは上記一方の液圧配管３ａから分岐し右後輪ブレ
ーキ装置７ａに至る液圧配管で、該液圧配管１３ａには
プロボーショニングバルブ１４ａおよび保持バルブ１５
ａが介装され該プロポーショニングバルブ１４ａにより
ブレーキペダルを踏み込んだ場合前輪側の制動液圧に対
し後輪側の制動液圧はある点よりその増大の割合が低く
なるよう制御され前輪がロックされたとき後輪がまだロ
ックされない状態となるよう構成されると共に、上記保
持バルブ１５ａより下流の液圧配管１３ａより分岐し上
記液圧ポンプ１２ａに至るバイパス配管１６ａには解放
バルブ１７ａが介装されている。Reference numeral 13a denotes a hydraulic pipe that branches from the one hydraulic pipe 3a and reaches the right rear wheel brake device 7a, and the hydraulic pipe 13a is equipped with a provisioning valve 14a and a holding valve 15.
When the brake pedal is depressed by the proportioning valve 14a, the brake fluid pressure on the rear wheel side is controlled so that the rate of increase in the brake fluid pressure on the rear wheel side becomes lower than a certain point, and the front wheels are locked. In addition, a release valve 17a is interposed in a bypass pipe 16a that branches from the hydraulic pipe 13a downstream of the holding valve 15a and reaches the hydraulic pump 12a. ing.
他方の液圧配管３ｂからも上記一方の液圧配管３ａの場
合と同様に右前輪ブレーキ装置５ａに至る液圧配管８ｂ
には保持バルブ９ｂが介装され、該保持バルブ９ｂより
下流側の液圧配管８ｂより分岐し上記保持バルブ９ｂの
上流側に至るバイパス配管ｌｌｂには解放バルブ１０ｂ
および液圧ポンプ１２ｂが介装されると共に、上記他方
の液圧配管３ｂから分岐し左後輪ブレーキ装置６ａに至
る液圧配管１３ｂにはプロボーショニングバルブ１４ｂ
および保持バルブ１５ｂが介装され、該保持バルブ１５
ｂより下流の液圧配管１３ｂから分岐し上記液圧ポンプ
１２ｂに至るバイパス配管１６ｂには解放バルブＬ７ｂ
が介装される。Hydraulic pressure piping 8b extends from the other hydraulic piping 3b to the right front wheel brake device 5a as in the case of the one hydraulic piping 3a described above.
A holding valve 9b is interposed therein, and a release valve 10b is provided in a bypass pipe llb which branches from the hydraulic pipe 8b downstream of the holding valve 9b and reaches upstream of the holding valve 9b.
A hydraulic pump 12b is interposed therein, and a provisioning valve 14b is installed in the hydraulic piping 13b that branches from the other hydraulic piping 3b and reaches the left rear wheel brake device 6a.
and a holding valve 15b are interposed, and the holding valve 15
A release valve L7b is provided in the bypass pipe 16b that branches from the hydraulic pipe 13b downstream of b and reaches the hydraulic pump 12b.
is interposed.
４ｂ、５ｂ、６ｂ、７ｂはそれぞれ左前輪４、右前輪５
．左後輪６．右後輪７の車輪速度センサ、１８はブレー
キペダル１が踏み込まれたことを検出して信号を出力す
るブレーキペダルスイッチ、１９は制御回路で、該制御
回路１９は各車輪側にたとえば左前輪４の車輪速度セン
サ４ｂからの車輪速度信号Ｖ、／の制動時における減少
率が第２図の速度信号図に示すように設定値θ′たとえ
ば一２ｇを越えたとき上記保持バルブ９ａを閉じる信号
を出力してマスクシリンダ２かう左前輪４のブレーキ装
置４ａへの制動液圧の供給を遮断してそのときの制動液
圧を保持し、ブレーキペダルｌが踏み込まれた制動時の
各車輪速度信号Ｖ、、の最大値を初期値とし所定の減速
度たとえば−１，１ｇで減少するよう設定された車体速
度信号ｖ■に所定速度差ΔＶたとえば５Ｋｍ／ｈだけ低
い値にて追随する擬似信号Ｖ７を上記左前輪４の車輪速
度センサ４ｂからの車輪速度信号Ｖ、Ｊが下回ったとき
解放バルブｌｏａを開き液圧ポンプ１２ａを作動させる
信号を出力して左前輪４のブレーキ装置４ａ内のブレー
キ液をマスクシリンダ２側に汲み上げ該ブレーキ装置４
ａ内の制動液圧を減圧させ、該制動液圧の減圧により車
輪速度信号Ｖ、ｙが減少から増加に移行するときの最低
値にて解放バルブ１０ａを閉じる信号を出力して上記制
動液圧の減圧を中止して制動液圧を一定とし、その後車
輪と路面との摩擦により車輪速度信号Ｖｗが増加に転じ
車体速度信号Ｖｖ近傍まで回復したとき保持バルブ９ａ
をデユーティ比が該左前輪４の加速度に比例するよう間
欠的に開く信号を出力して制動液圧を段階的に増加させ
、その後の車輪速度信号Ｖ、／の変動に基づき上記と同
じ作動を繰り返すよう構成されている。4b, 5b, 6b, and 7b are left front wheel 4 and right front wheel 5, respectively.
．． Left rear wheel6. A wheel speed sensor for the right rear wheel 7; 18 a brake pedal switch that detects that the brake pedal 1 is depressed and outputs a signal; 19 a control circuit; When the rate of decrease of the wheel speed signal V, / from the wheel speed sensor 4b exceeds a set value θ', for example, 12 g, as shown in the speed signal diagram of FIG. 2, a signal is sent to close the holding valve 9a. The brake fluid pressure at that time is maintained by cutting off the supply of brake fluid pressure to the brake device 4a of the left front wheel 4 through the mask cylinder 2, and outputs each wheel speed signal V at the time of braking when the brake pedal 1 is depressed. The maximum value of , , is the initial value, and the pseudo signal V7 follows the vehicle speed signal v which is set to decrease at a predetermined deceleration, for example -1, 1g, at a lower value by a predetermined speed difference ΔV, for example, 5 km/h. When the wheel speed signals V and J from the wheel speed sensor 4b of the left front wheel 4 are below, the release valve loa is opened and a signal to operate the hydraulic pump 12a is output to release the brake fluid in the brake device 4a of the left front wheel 4. The brake device 4 is pumped to the mask cylinder 2 side.
The brake fluid pressure in a is reduced, and a signal is output to close the release valve 10a at the lowest value when the wheel speed signals V, y shift from decrease to increase due to the decrease in brake fluid pressure, and the brake fluid pressure is reduced. When the brake fluid pressure is kept constant by stopping the pressure reduction, and then the wheel speed signal Vw starts to increase due to friction between the wheels and the road surface and recovers to the vicinity of the vehicle body speed signal Vv, the holding valve 9a
The brake fluid pressure is increased step by step by outputting a signal that opens intermittently so that the duty ratio is proportional to the acceleration of the left front wheel 4, and the same operation as above is performed based on subsequent fluctuations in the wheel speed signal V, /. It is designed to repeat.
上記のように構成された従来のアンチスキッド装置およ
び２輪駆動と４輪駆動とを切換使用できるパートタイム
４輪駆動機構あるいは差動制限機構を設けた中央差動装
置又は後輪差動装置のような駆動系切換機構を備えた自
動車において本発明は駆動系切換機構の切換えに応じて
各車輪をグループ化し、同一グループに属する車輪に対
しては該車輪の制動液圧の制御を共通とするよう構成し
たことを特徴とするものである。A conventional anti-skid device configured as described above, a part-time four-wheel drive mechanism capable of switching between two-wheel drive and four-wheel drive, or a central differential device or a rear-wheel differential device equipped with a differential limiting mechanism. In an automobile equipped with such a drive system switching mechanism, the present invention groups each wheel according to the switching of the drive system switching mechanism, and controls the braking hydraulic pressure of the wheels in common for wheels belonging to the same group. It is characterized by being configured as follows.
すなわち、駆動系切換機構が２輪駆動と４輪駆動とを切
換える４輪駆動切換スイッチ２０および後輪差動装置に
組み込まれた差動制限機構を作動させるデフロックスイ
ッチ２１から構成されているパートタイム４輪駆動自動
車において、後輪差動装置に差動制限作動を行わせず１
１つ２輪駆動側に切換えたときには前輪側は左右独立に
各車輪の車輪速度の変動を検出して該車輪側に制動液圧
を制御し後輪側は左右をグループ化しグループ化された
後輪間で制動初期の車輪速度の低い方の車輪を選択し該
選択された車輪の車輪速度の変動を検出して上記グルー
プに属する各後輪の制動液圧を共通に制御し、後輪差動
装置に差動制限作動を行わせず且つ４輪駆動側に切換え
たときには平面上で対角位置にある各車輪をグループ化
し該グループ化された車輪間で制動初期の車輪速度の低
い方の車輪を選択し該選択された車輪の車輪速度の変動
を検出して上記グループに属する各車輪の制動液圧を共
通に制御し、後輪差動装置に差動制限作動を行わせ且つ
４輪駆動側に切換えたときには前輪側は左右車輪間で制
動初期の車輪速度の低い方の車輪を選択して主制御輪と
し該主制御輪に対してはその車輪の車輪速度の変動を検
出して該車輪の制動液圧の制御を行い、上記主制御輪に
対し反対側の車輪を従制御輪とし該従制御輪に対しては
主制御輪の車輪速度の変動に応じ従制御輪および主制御
輪の車輪速度の合計が後車輪の車輪速度の合計と等しく
なるよう制動液圧を制御し後輪側はグループ化し該グル
ープ化された後輪間で車輪速度の低い車輪を選択し該選
択された車輪の車輪速度の変動を検出して上記グループ
に属する後輪の制動液圧を共通に制御するよう構成した
ものである。That is, the part-time drive system switching mechanism is comprised of a four-wheel drive selector switch 20 that switches between two-wheel drive and four-wheel drive, and a differential lock switch 21 that operates a differential limiting mechanism built into the rear wheel differential. In a four-wheel drive vehicle, the rear wheel differential device does not perform differential limiting operation1.
When switching to the two-wheel drive side, the front wheels independently detect the fluctuations in wheel speed of each wheel and control the braking fluid pressure for that wheel, and the rear wheels group the left and right wheels, and then the left and right wheels are grouped. The wheel with the lower wheel speed at the initial stage of braking is selected among the wheels, the fluctuation in the wheel speed of the selected wheel is detected, and the braking fluid pressure of each rear wheel belonging to the above group is commonly controlled, and the rear wheel difference is When the drive system does not perform differential limiting operation and switches to the four-wheel drive side, the wheels at diagonal positions on the plane are grouped and the one with the lower wheel speed at the initial braking stage is selected among the grouped wheels. selects a wheel, detects a change in the wheel speed of the selected wheel, commonly controls the braking fluid pressure of each wheel belonging to the group, causes the rear wheel differential to perform a differential limiting operation, and controls the four wheels. When switching to the drive side, the front wheel side selects the wheel with the lower wheel speed at the initial braking stage between the left and right wheels, and uses it as the main control wheel by detecting fluctuations in the wheel speed of that wheel. The brake fluid pressure of the wheel is controlled, and the wheel on the opposite side to the main control wheel is set as a slave control wheel, and the slave control wheel and the main control are controlled according to fluctuations in the wheel speed of the main control wheel. The brake fluid pressure is controlled so that the sum of the wheel speeds of the wheels is equal to the sum of the wheel speeds of the rear wheels, the rear wheels are grouped, and the wheel with the lowest wheel speed is selected among the grouped rear wheels. This system is configured to commonly control the braking hydraulic pressure of the rear wheels belonging to the above group by detecting changes in the wheel speeds of the rear wheels belonging to the above group.
上記において、後輪差動装置に差動制限作動を行わせず
且つパートタイム４輪駆動機構を２輪駆動側に切換えた
ときは制動時にエンジンブレーキによる制動力も付加さ
れ左右輪間で回転数差の出にくい駆動輪側である前輪は
左右独立に各車輪の車輪速度の変動を検出して該車輪別
に制動液圧を制御し後輪差動装置により連結されている
のみで左右輪間で回転数差の出やすい従動輪側である後
輪は左右をグループ化し該グループ化された後輪間で制
動初期の車輪速度の低い方の車輪を選択し該選択された
車輪の車輪速度の変動を検出して上記グループに属する
各後輪の制動液圧を共通に制御することにより後輪の制
動液圧の減圧の時期を早めて左右後輪間の路面摩擦係数
の差に基づく回転数差を最小限に止めることができる。In the above, when the rear wheel differential is not differentially limited and the part-time 4-wheel drive mechanism is switched to the 2-wheel drive side, the braking force from the engine brake is also added during braking, and the rotation speed between the left and right wheels increases. The front wheels, which are the driving wheels where it is difficult to see a difference, detect fluctuations in the wheel speed of each wheel independently on the left and right, and control the brake fluid pressure for each wheel. The left and right rear wheels, which are the driven wheels that tend to have a difference in rotation speed, are grouped, and the wheel with the lower wheel speed at the initial braking stage is selected among the grouped rear wheels, and the wheel speed of the selected wheel is calculated. By detecting the fluctuation and commonly controlling the brake fluid pressure of each rear wheel belonging to the above group, the timing of the reduction of the rear wheel brake fluid pressure is brought forward, and the rotation speed is adjusted based on the difference in the coefficient of road friction between the left and right rear wheels. The difference can be kept to a minimum.
又後輪差動装置に差動制限作動を行わせず且つパートタ
イム４輪駆動機構を４輪駆動側に切換えたときは平面上
で対角位置にある前後輪の制動液圧の制御のタイミング
すなわち制動液圧の保持、減圧、再加圧等のタイミング
を合せることができるので、それぞれ作動装置を介して
結合された左右前輪と左右後輪とは駆動軸を介してエン
ジンに直結されているために生ずる左右前輪の回転数の
和と左右後輪の回転数の和とが等しくならなければなら
ないという制約条件をほぼ満足させることができる。In addition, when the rear wheel differential device does not perform differential limiting operation and the part-time 4-wheel drive mechanism is switched to the 4-wheel drive side, the timing of controlling the braking fluid pressure of the front and rear wheels that are diagonally located on the plane. In other words, it is possible to synchronize the timing of braking fluid pressure maintenance, depressurization, repressurization, etc., so the left and right front wheels and left and right rear wheels, which are connected via actuating devices, are directly connected to the engine via the drive shaft. Therefore, the constraint condition that the sum of the rotational speeds of the left and right front wheels and the sum of the rotational speeds of the left and right rear wheels must be equal to each other can be substantially satisfied.
ざらに又後輪差動装置に差動制限作動を行わせ且つパー
トタイム４輪駆動機構を４輪駆動側に切換えたときはグ
ループ化された後輪の制動液圧の減圧の時期を早めて後
輪差動装置に差動制限作動を行わせているため左右後輪
間で発生する軸間伝達トルクによる影響を少くすると共
に、左右前輪間で制動初期の車輪速度の高い従制御輪に
対する制動液圧の減圧の時期を早め左右前輪の回転数の
和が左右後輪の回転数の和に等しくならなければならな
いという制約条件を満足させることができる。In addition, when the rear wheel differential device performs differential limiting operation and the part-time 4-wheel drive mechanism is switched to the 4-wheel drive side, the timing of reducing the brake fluid pressure of the grouped rear wheels is brought forward. Since the rear wheel differential device performs differential limiting operation, it reduces the influence of inter-axle transmission torque generated between the left and right rear wheels, and also brakes the slave control wheels whose wheel speed is high at the beginning of braking between the left and right front wheels. The timing of the pressure reduction of the hydraulic pressure is advanced, and the constraint condition that the sum of the rotational speeds of the left and right front wheels must be equal to the sum of the rotational speeds of the left and right rear wheels can be satisfied.
なお差動制限機構を組み込んだ中央差動装置を備えたフ
ルタイム４輪駆動機構および差動制限機構を組込んだ後
輪差動装置を備えた自動車において、中央差動装置およ
び後輪差動装置のいずれも差動制限作動を行わせないと
き又は後輪差動装置のみ差動制限作動を行わせたときは
パートタイム４輪駆動自動車において前記後輪差動装置
に差動制限作動を行わせず且つパートタイム４輪駆動機
構を２輪駆動側に切換えたときと同じ制御方法を適用で
き、又中央差動装置のみに差動制限作動を行わせたとき
は前記パートタイム４輪駆動自動車において後輪差動装
置に差動制限作動を行わせず且つパートタイム４輪駆動
機構を４輪駆動側に切換えたときと同じ制御方法を適用
でき、ざらに又中央差動装置および後輪差動装置の双方
に差動制限作動を行わせたときは前記パートタイム４輪
駆動自動車において後輪差動装置に差動制限作動を行わ
せ且つパートタイム４輪駆動機構を４輪駆動側に切換え
たときと同じ制御方法を適用できることは言うまでもな
い。In addition, in vehicles equipped with a full-time four-wheel drive mechanism equipped with a central differential incorporating a differential limiting mechanism and a rear wheel differential incorporating a differential limiting mechanism, the central differential and rear differential When none of the devices perform differential limiting operation, or when only the rear wheel differential device performs differential limiting operation, in a part-time four-wheel drive vehicle, differential limiting operation may be performed on the rear wheel differential device. The same control method as when switching the part-time 4-wheel drive mechanism to the 2-wheel drive side can be applied without switching the part-time 4-wheel drive mechanism to the 2-wheel drive side, and when only the central differential device is caused to perform differential limiting operation, the above-mentioned part-time 4-wheel drive vehicle The same control method as when switching the part-time four-wheel drive mechanism to the four-wheel drive side without causing the rear wheel differential to perform differential limiting operation can be applied; When both of the transmission devices are caused to perform differential limiting operation, in the part-time four-wheel drive vehicle, the rear wheel differential device is caused to perform differential limiting operation, and the part-time four-wheel drive mechanism is switched to the four-wheel drive side. Needless to say, the same control method as in the previous case can be applied.
発明の効果
上記のように本発明によれば、制動時に各車輪の車輪速
度の変動を検出して各車輪別に制動液圧を制御する自動
車用液正式制動装置のアンチスキッド装置および駆動系
切換機構を備えた自動車において、駆動系切換機構の切
換えに応じて各車輪をグループ化し同一グループに属す
る車輪に対して該車輪の制動液圧の制御を共通とするよ
う構成したことにより、駆動系切換機構の切換えに応じ
て制動液圧の制御を変更し内部循環トルクの影響を最小
にすることができるもので構成の簡単なることと相俟っ
て実用上多大の効果をもたらし得るものである。Effects of the Invention As described above, according to the present invention, there is provided an anti-skid device and a drive system switching mechanism of a hydraulic brake system for an automobile that detects fluctuations in wheel speed of each wheel during braking and controls brake fluid pressure for each wheel separately. In a vehicle equipped with a drive system switching mechanism, each wheel is grouped according to the switching of the drive system switching mechanism, and the braking hydraulic pressure of the wheels is commonly controlled for wheels belonging to the same group. The control of the brake fluid pressure can be changed in accordance with the switching of the brake fluid pressure to minimize the influence of the internal circulation torque, and together with the simple configuration, this can bring about great practical effects.
附図は本発明の実施例を示すもので、第１図は制動液圧
系統および制御系統図、第２図は車体速度信号、車輪速
度信号、擬似信号等の各種速度信号の変動と保持バルブ
作動および解放バルブ作動との関連を示すタイムチャー
トである。
ｌ・・・ブレーキペダル、２・・・マスクシリンダ、３
ａ、３ｂ、８ａ、８ｂ、１３ａ、１３ｂ−−−液圧配管
、４・・・左前輪、５・・・右前輪、６・・・左後輪、
７・・・右後輪、９ａ、９ｂ、１５ａ、１５ｂ・・・保
持バルブ、ｌＯａ、ｊｏｂ、１７ａ。
１７ ｂ−・・解放バルブ、ｌｌａ、ｌｌｂ。
１６ ａ 、 １６ ｂ−・−バイパス配管、１２ａ。
］、 ２ ｂ・・・液圧ポンプ、１４ａ、１４ｂ・・・
プロポーショニングバルブ、１８・・・ブレーキヘタル
スイッチ、１９・・・制御回路、２０・・・４輪駆動切
換スイッチ、２１・・・デフロックスイッチ。
以 上The attached figures show an embodiment of the present invention. Fig. 1 shows a brake hydraulic system and control system diagram, and Fig. 2 shows fluctuations in various speed signals such as vehicle speed signals, wheel speed signals, and pseudo signals, and holding valve operation. and a time chart showing the relationship with release valve operation. l...brake pedal, 2...mask cylinder, 3
a, 3b, 8a, 8b, 13a, 13b --- hydraulic piping, 4... left front wheel, 5... right front wheel, 6... left rear wheel,
7... Right rear wheel, 9a, 9b, 15a, 15b... Holding valve, lOa, job, 17a. 17 b--Release valve, lla, llb. 16a, 16b--bypass piping, 12a. ], 2 b...hydraulic pump, 14a, 14b...
Proportioning valve, 18...Brake reset switch, 19...Control circuit, 20...4-wheel drive selector switch, 21...Differential lock switch. that's all
Claims (3)
輪別に制動液圧を制御する自動車用液圧式制動装置のア
ンチスキッド装置および駆動系切換機構を備えた自動車
において、駆動系切換機構の切換えに応じて各車輪をグ
ループ化し同一グループに属する車輪に対して該車輪の
制動液圧の制御を共通とすることを特徴とする自動車用
液圧式制動装置の制動液圧制御方法。(1) In a vehicle equipped with an anti-skid device and a drive system switching mechanism of a hydraulic braking system for automobiles, which detects fluctuations in the wheel speed of each wheel during braking and controls the brake fluid pressure for each wheel, the drive system switching mechanism 1. A brake hydraulic pressure control method for a hydraulic brake system for an automobile, characterized in that each wheel is grouped in accordance with switching of the brake fluid, and the braking hydraulic pressure of the wheels is commonly controlled for wheels belonging to the same group.
差動制限機構および２輪駆動と４輪駆動とを切換使用で
きるパートタイム４輪駆動機構であり、後輪差動装置に
差動制限作動を行わせず且つ２輪駆動側に切換えたとき
前輪側は左右独立に各車輪の車輪速度の変動を検出して
該車輪別に制動液圧を制御し後輪側は左右をグレープ化
し該グループ化された後輪間で制動初期の車輪速度の低
い方の車輪を選択し該選択された車輪の車輪速度の変動
を検出して上記グループに属する各後輪の制動液圧を共
通に制御し、後輪差動装置に差動制限作動を行わせず且
つ４輪駆動側に切換えたとき平面上で対角位置にある各
車輪をグループ化し該グループ化された車輪間で制動初
期の車輪速度の低い方の車輪を選択し該選択された車輪
の車輪速度の変動を検出して上記グループに属する車輪
の制動液圧を共通に制御し、後輪差動装置に差動制限作
動を行わせ且つ４輪駆動側に切換えたとき前輪側は左右
車輪間で制動初期の車輪速度の低い方の車輪を選択して
主制御輪とし該主制御輪に対してはその車輪の車輪速度
の変動を検出して該車輪の制動液圧の制御を行い、上記
主制御輪に対し反対側の車輪を従制御輪とし該従制御輪
に対しては主制御輪の車輪速度の変動に応じ従制御輪お
よび主制御輪の車輪速度の合計が後車輪の車輪速度の合
計と等しくなるよう制動液圧を制御し、後輪側は左右を
グループ化し該グループ化された後輪間で制動初期の車
輪速度の低い方の車輪を選択し該選択された車輪の車輪
速度の変動を検出して上記グループに属する後輪の制動
液圧を共通に制御することを特徴とする特許請求の範囲
第１項に記載の自動車用液圧式制動装置の制動液圧制御
方法。(2) The drive system switching mechanism is a differential limiting mechanism built into the rear wheel differential and a part-time four-wheel drive mechanism that can switch between two-wheel drive and four-wheel drive. When switching to 2-wheel drive without differential limiting operation, the front wheels independently detect the fluctuations in wheel speed of each wheel and control the brake fluid pressure for each wheel, and the rear wheels control the left and right wheels independently. The system selects the wheel with the lowest wheel speed at the initial braking stage among the grouped rear wheels, detects fluctuations in the wheel speed of the selected wheel, and shares the braking fluid pressure of each rear wheel belonging to the group. When switching to the four-wheel drive side without causing the rear wheel differential to perform differential limiting operation, the wheels at diagonal positions on the plane are grouped, and the initial braking is performed between the grouped wheels. The wheel with the lowest wheel speed is selected, the fluctuation in the wheel speed of the selected wheel is detected, the braking hydraulic pressure of the wheels belonging to the above group is commonly controlled, and the rear wheel differential is activated to limit the differential. When switching to the 4-wheel drive side, the front wheel side selects the wheel with the lower wheel speed at the initial braking stage between the left and right wheels and sets it as the main control wheel, and controls the wheel speed of that wheel for the main control wheel. The brake fluid pressure of the wheel is controlled by detecting fluctuations in the brake fluid pressure of the wheel, and the wheel opposite to the main control wheel is set as a slave control wheel, and the control is performed on the slave control wheel in response to fluctuations in the wheel speed of the master control wheel. The brake fluid pressure is controlled so that the sum of the wheel speeds of the slave control wheels and the main control wheels is equal to the sum of the wheel speeds of the rear wheels, and the left and right rear wheels are grouped, and the initial braking is performed between the grouped rear wheels. Claim 1, characterized in that a wheel with a lower wheel speed is selected, and a fluctuation in the wheel speed of the selected wheel is detected to commonly control the braking hydraulic pressure of the rear wheels belonging to the group. A method for controlling brake fluid pressure of a hydraulic brake device for an automobile according to item 1.
おいて中央差動装置および後輪差動装置の双方に組み込
まれた差動制限機構であり、中央差動装置および後輪差
動装置のいずれも差動制限作動を行わせないときまたは
後輪差動装置のみ差動制限作動を行わせたとき、前輪側
は左右独立に各車輪の車輪速度の変動を検出して該車輪
別に制動液圧を制御し後輪側は左右をグループ化し該グ
ループ化された後輪間で制動初期の車輪速度の低い方の
車輪を選択し該選択された車輪の車輪速度の変動を検出
して上記グループに属する各後輪の制動液圧を共通に制
御し、中央差動装置にのみ差動制限作動を行わせたとき
平面上で対角位置にある各車輪をグループ化し該グルー
プ化された車輪間で制動初期の車輪速度の低い方の車輪
を選択し該選択された車輪の車輪速度の変動を検出して
上記グループに属する車輪の制動液圧を共通に制御し、
中央差動装置および後輪差動装置の双方に差動制限作動
を行わせたとき前輪側は左右車輪間で制動初期の車輪速
度の低い方の車輪を選択して主制御輪とし該主制御輪に
対してはその車輪の車輪速度の変動を検出して該車輪の
制動液圧の制御を行い、上記主制御輪に対し反対側の車
輪を従制御輪とし該従制御輪に対しては主制御輪の車輪
速度の変動に応じ従制御輪および主制御輪の車輪速度の
合計が後車輪の車輪速度の合計と等しくなるよう制動液
圧を制御し後輪側は左右をグループ化し該グループ化さ
れた後輪間で制動初期の車輪速度の低い方の車輪を選択
し該選択された車輪の車輪速度の変動を検出して上記グ
ループに属する後輪の制動液圧を共通に制御することを
特徴とする特許請求の範囲第１項に記載の自動車用液圧
式制動装置の制動液圧制御方法。(3) The drive system switching mechanism is a differential limiting mechanism built into both the central differential and the rear differential in a full-time four-wheel drive vehicle. When differential limiting is not activated in either case, or when differential limiting is activated only in the rear wheel differential, the front wheels independently detect fluctuations in the wheel speed of each wheel on the left and right, and apply brake fluid to each wheel. The pressure is controlled, the left and right rear wheels are grouped, the wheel with the lower wheel speed at the initial braking stage is selected among the grouped rear wheels, and fluctuations in the wheel speed of the selected wheel are detected to control the left and right rear wheels. When the brake fluid pressure of each rear wheel belonging to the rear wheels is commonly controlled and only the central differential device performs differential limiting operation, the wheels at diagonal positions on the plane are grouped and the distance between the grouped wheels is selects the wheel with the lower wheel speed at the initial stage of braking, detects fluctuations in the wheel speed of the selected wheel, and commonly controls the brake fluid pressure of the wheels belonging to the group;
When both the central differential device and the rear wheel differential device perform differential limiting operation, the front wheel side selects the wheel with the lower wheel speed at the beginning of braking between the left and right wheels and uses it as the main control wheel. For the wheels, the brake fluid pressure of the wheels is controlled by detecting fluctuations in the wheel speed of the wheels, and the wheels on the opposite side of the main control wheels are set as slave control wheels. The brake fluid pressure is controlled according to the wheel speed fluctuation of the main control wheel so that the sum of the wheel speeds of the slave control wheel and the main control wheel becomes equal to the sum of the wheel speeds of the rear wheels, and on the rear wheel side, the left and right are grouped. Selecting the wheel with a lower wheel speed at the initial braking stage among the rear wheels in the group, detecting fluctuations in the wheel speed of the selected wheel, and commonly controlling the brake fluid pressure of the rear wheels belonging to the above group. A braking hydraulic pressure control method for a hydraulic braking device for an automobile according to claim 1, characterized in that:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29843986A JPH0811526B2 (en) | 1986-12-15 | 1986-12-15 | Braking hydraulic pressure control method for hydraulic braking system for automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29843986A JPH0811526B2 (en) | 1986-12-15 | 1986-12-15 | Braking hydraulic pressure control method for hydraulic braking system for automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63151569A true JPS63151569A (en) | 1988-06-24 |
| JPH0811526B2 JPH0811526B2 (en) | 1996-02-07 |
Family
ID=17859722
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP29843986A Expired - Lifetime JPH0811526B2 (en) | 1986-12-15 | 1986-12-15 | Braking hydraulic pressure control method for hydraulic braking system for automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0811526B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02108648U (en) * | 1989-02-16 | 1990-08-29 | ||
| JPH0450067A (en) * | 1990-06-15 | 1992-02-19 | Mitsubishi Motors Corp | Anti-skid brake control method for four-wheel drive |
-
1986
- 1986-12-15 JP JP29843986A patent/JPH0811526B2/en not_active Expired - Lifetime
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02108648U (en) * | 1989-02-16 | 1990-08-29 | ||
| JPH08200Y2 (en) * | 1989-02-16 | 1996-01-10 | 三菱自動車工業株式会社 | Antilock brake system |
| JPH0450067A (en) * | 1990-06-15 | 1992-02-19 | Mitsubishi Motors Corp | Anti-skid brake control method for four-wheel drive |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0811526B2 (en) | 1996-02-07 |
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