JPS6334274A - Brake control device for self-traveling vehicle - Google Patents
Brake control device for self-traveling vehicleInfo
- Publication number
- JPS6334274A JPS6334274A JP17676486A JP17676486A JPS6334274A JP S6334274 A JPS6334274 A JP S6334274A JP 17676486 A JP17676486 A JP 17676486A JP 17676486 A JP17676486 A JP 17676486A JP S6334274 A JPS6334274 A JP S6334274A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- slip
- hydraulic pressure
- supply
- wheel
- 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
- 238000001514 detection method Methods 0.000 claims description 11
- 230000002265 prevention Effects 0.000 abstract description 17
- 230000007423 decrease Effects 0.000 description 9
- 238000010586 diagram Methods 0.000 description 9
- 230000001133 acceleration Effects 0.000 description 2
- 230000000994 depressogenic effect Effects 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 239000013589 supplement Substances 0.000 description 2
- 101100452236 Caenorhabditis elegans inf-1 gene Proteins 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000003337 fertilizer Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012795 verification 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)
この発明は自走車両のブレーキ制御装置に関Iるもので
、停車中におけるブレーキ圧保持、発進走行時の駆動車
輪スリップ解消及び、ブレーキ時の車輪ロック防止に共
に有効なブレーキ制御を行わんとするものであって、自
動車、トラクタ等に適用できる。[Detailed Description of the Invention] (Industrial Application Field) This invention relates to a brake control device for a self-propelled vehicle, which maintains brake pressure during stopping, eliminates drive wheel slip when starting and when braking. The present invention is intended to perform brake control that is effective in preventing wheel locking of vehicles, and can be applied to automobiles, tractors, etc.
(従来の技術)
停車中におけるブレーキ力保持のためのホイールシリン
ダ液圧の封じ込め制御、発進初期におけるスリップ防止
制御、ブレーキ時の車輪ロック防止制御については、夫
々、各個別に種々のものが提案されている。(Prior art) Various methods have been proposed for containment control of wheel cylinder hydraulic pressure to maintain braking force while the vehicle is stopped, anti-slip control at the initial stage of starting, and anti-locking control during braking. ing.
しかし、停車中から発進制御及び走行制御を一貫して綜
合的に行うことができるブレーキ制御については好適な
ものが見当らない。However, there is no suitable brake control that can consistently and comprehensively perform start control and travel control even when the vehicle is stopped.
(発明が解決しようとする問題点)
この発明は、停車中におけるブレーキ力保持、発進時に
おけるスリップ解消及び、ブレーキ時の車輪ロック防止
の一連の制御を好適に行うことができるように工夫した
ものであり、その構成は、ホイールシリンダ3,4への
液圧の供給、排出を行う給排弁群Mに、ポンプ14の液
圧を給排弁群Mに供給すると共に、マスタ/リンダ6の
液圧を増し込め可能に給排弁群Mに供給できる増し込め
4− ドア aを備えた増し込め弁7に、従輪ホイール
シリンダへの液圧の供給、遮断を行う遮断弁12に、駆
動輪1、従動輪2の回転速度を検出する複数の回転セン
サS、、S2 に、これら複数の回転センサS、、S、
、の出力にもとづき、駆動輪スリップを検出するスリッ
プ検出手段17、車輪の減速状態を検出する減速状態検
出手段18に、スリップしきい値を設定するスリップ設
定手段19に、ブレーキ時の減速状態しきい値を設定す
る減速状態設定手段20に、停車中は増し込め弁7を増
し込12へ
めポート7aに、遮断弁12を供給ポー咋制御し、実質
的な発進操作によってホイールシリンダ3.4の液圧を
リザーバ13に排出すべく給排弁群Mの制御を行うと共
に、発進直後のスリップ検出以後は遮断弁12を遮断ポ
ートに制御し、かつ、スリソノ設定手段19のスリップ
しきい値に近づけるべく給排弁群Mの制御を行い、スリ
ップ解消後は増し込め弁7を開きポー)7bに、遮断弁
12を供給ポー)12aに共に制御し、減速状態設定手
段20の減速状態しきい値と車輪速度との比較により給
排弁群Mの制御を行うよう構成している制御手段16と
を備えた自走車両のブレーキ制御装置である。(Problems to be Solved by the Invention) This invention is devised to suitably perform a series of controls for maintaining braking force while stopped, eliminating slippage when starting, and preventing wheel locking during braking. Its configuration is that the hydraulic pressure of the pump 14 is supplied to the supply/discharge valve group M for supplying and discharging hydraulic pressure to and from the wheel cylinders 3 and 4, and the master/cylinder 6 is The additional hydraulic pressure can be supplied to the supply/discharge valve group M, and the additional hydraulic pressure can be supplied to the supply/discharge valve group M.The additional hydraulic pressure can be supplied to the supply/discharge valve group M.The additional hydraulic pressure is added to the additional hydraulic pressure valve 7, which is equipped with a 4-door a, and the shutoff valve 12, which supplies and cuts off hydraulic pressure to the trailing wheel wheel cylinder, is connected to the driving wheel cylinder. 1. A plurality of rotation sensors S, , S2 detecting the rotation speed of the driven wheel 2, and a plurality of rotation sensors S, , S,
Based on the output of During the stop, the deceleration state setting means 20 that sets the threshold value controls the supply valve 7 to the supplement port 7a and the cutoff valve 12 to the supplement port 7a, and the wheel cylinder 3.4 is controlled by the actual starting operation. The supply/discharge valve group M is controlled to discharge the hydraulic pressure of After the slip is eliminated, the supply/discharge valve group M is controlled to close the supply/discharge valve group M, and after the slip is eliminated, the additional valve 7 is opened at port 7b, the cutoff valve 12 is controlled at supply port 12a, and the deceleration state threshold of the deceleration state setting means 20 is set. This is a brake control device for a self-propelled vehicle, comprising a control means 16 configured to control a supply/discharge valve group M based on a comparison between a value and a wheel speed.
(作用)
停車中では、ホイールシリンダ3,4の液圧が増し込め
弁7の増し込めポー)7aによって保持され、坂道での
車両のすり落ちが防止され発進操作に伴い、ホイールシ
リンダ3,4の液圧が給排弁群Mの排出動作によってリ
ザーバ1:3に排出されてブレーキはゆるむと共に、リ
ザー・ぐ13に戻された油が、発進時のスリツノ防止制
御におけるポンf14の液圧源として使用できることに
なり、発進直後の駆動輪の加速スリップ検出以後では、
遮断弁12が閉じられて従動輪2にはブレーキが作用す
ること無く駆動輪1のホイールシリンダ3に給排弁群M
の動作による液圧が作用してスIJ ノブが早期に解消
することになる。(Function) When the vehicle is stopped, the hydraulic pressure in the wheel cylinders 3 and 4 is maintained by the pressure increase port 7a of the pressure increase valve 7, which prevents the vehicle from sliding down the slope. The hydraulic pressure is discharged to the reservoir 1:3 by the discharge operation of the supply/discharge valve group M, and the brake is loosened, and the oil returned to the reservoir 13 is used as the hydraulic pressure source for the pump f14 in the slip-on prevention control at the time of starting. After the acceleration slip of the drive wheels is detected immediately after starting,
The shutoff valve 12 is closed and the brake is not applied to the driven wheel 2, and the supply/discharge valve group M is connected to the wheel cylinder 3 of the driving wheel 1.
The hydraulic pressure caused by the operation of the switch acts to quickly release the IJ knob.
走行中におけるブレーキペダル5の操作に対しては、検
出される減速状態が減速状態しきい値にもとづき制御さ
れて給排弁群Mが動作するので、車輪ロックの発生が防
止され、効率良く減速及び停車制御が行われることにな
り、上記給排弁群Mの動作による駆動輪のスリツノ防止
制御及び車輪ロック防止制御では、ケ゛−ト弁8は遮断
、1?−)に制御されているので、給排弁群Mの給排動
作に伴う液圧変動のショック感は、ブレーキペダル5に
伝わらないので、操作感が悪くなることも無くなった。When the brake pedal 5 is operated while driving, the detected deceleration state is controlled based on the deceleration state threshold and the supply/discharge valve group M is operated, preventing wheel locking and efficiently decelerating. and stop control will be performed, and in the driving wheel slip prevention control and wheel lock prevention control by the operation of the supply/discharge valve group M, the gate valve 8 is shut off, and the gate valve 8 is shut off. -), the shock feeling of the fluid pressure fluctuation accompanying the supply/discharge operation of the supply/discharge valve group M is not transmitted to the brake pedal 5, so that the operation feeling does not deteriorate.
(実施例) 次にこの発明の実施例を図にもとづいて説明する。(Example) Next, embodiments of the present invention will be described based on the drawings.
第2図に自走車両の一例としての自動車に適用し7たブ
レーキ制御装置の回路図を、第1図にその制御ブロック
図を、夫々示したが、前位の駆動輪1.1に、後位の従
動輪2,2の夫々のホイールシリンダ3,3及び4,4
に、ブレーキ装置の液圧が作用するものである。ブレー
キ装置は、ブレーキ被ダル5の踏込によって発生するマ
スタシリンダ6の液圧を、増し込め弁7及び開かれたケ
゛−ト弁8を介して、ホールド弁9、デイケイ弁10か
らなる給排弁群Mを経てホイールシリンダ3゜3に、又
、ゾロポーゾヨニングパルブ11及び遮断弁12を介し
て従動軸2,2のホイールシリンダ4,4に供給し、デ
イケイ弁10からリザーバ13へ排出されだ液圧は、ポ
ンプ14からアキー−ノ・レータ15に、夫々供給され
る構成である。Fig. 2 shows a circuit diagram of a brake control device applied to an automobile as an example of a self-propelled vehicle, and Fig. 1 shows its control block diagram. Respective wheel cylinders 3, 3 and 4, 4 of rear driven wheels 2, 2
The hydraulic pressure of the brake system acts on this. The brake device supplies the hydraulic pressure of the master cylinder 6 generated by pressing the brake pedal 5 to a supply/discharge valve consisting of a hold valve 9 and a decay valve 10 via an increase valve 7 and an opened gate valve 8. It is supplied to the wheel cylinders 3° 3 through the group M, and to the wheel cylinders 4 and 4 of the driven shafts 2 and 2 via the zero positioning valve 11 and the cutoff valve 12, and is discharged from the decay valve 10 to the reservoir 13. The hydraulic pressure is supplied from the pump 14 to the Aquino regulator 15, respectively.
ケ8−ト弁8は、アキュームレータ15の液圧によりピ
ストン8aが上方へ動き、弁座8bに当ることによって
増し込め弁7からホールド弁9への液圧の供給を遮断す
るものである。増し込め弁7、ホールド弁9、デイケイ
弁10、遮断弁12は、共に後述する制御手段16から
の指令にもとづいて制御される電磁弁タイプである。増
し込め弁7は、非通電時には増し込めポート7aが、通
電時には開きポート7bが、夫々、マスタシリンダ6に
のぞむことになる。ホールド弁9は、非通電時には開き
位置で通電時に閉じ位置と々る。デイケイ弁10は非通
電時には閉じて通電により開くことになる。遮断弁12
は、非通電時には供給ポート12aに、通電時には遮断
、ff−)12bに、夫夫制御されるものである。In the gate valve 8, a piston 8a moves upward by the hydraulic pressure of the accumulator 15 and hits a valve seat 8b, thereby cutting off the supply of hydraulic pressure from the replenishment valve 7 to the hold valve 9. The replenishment valve 7, the hold valve 9, the decay valve 10, and the cutoff valve 12 are all electromagnetic valve types that are controlled based on commands from a control means 16, which will be described later. In the refill valve 7, the refill port 7a opens into the master cylinder 6 when the power is not energized, and the open port 7b opens into the master cylinder 6 when the power is energized. The hold valve 9 is in an open position when not energized and is in a closed position when energized. The decay valve 10 closes when not energized and opens when energized. Shutoff valve 12
is controlled by the supply port 12a when the power is not energized, and is cut off and ff-) 12b when the power is energized.
駆動輪1,1及び従動輪2,2の回転速度を、回転セン
サSl、Szにて検出して、発進時の駆動輪1のスリッ
プを、例えば従動輪2の回転センサS2の出力を基準と
してスリノゾ検出手段17によって算出する。The rotational speeds of the driving wheels 1, 1 and the driven wheels 2, 2 are detected by the rotation sensors Sl, Sz, and the slip of the driving wheel 1 at the time of starting is determined based on, for example, the output of the rotation sensor S2 of the driven wheel 2. Calculated by Surinozo detection means 17.
夫々の車輪1,2のブレーキ時の車輪ロックの有無を検
出するのに、各車輪1,20回転速度をもとに減速状態
検出手段18によって車輪ロックの程度を算出する。In order to detect whether or not each wheel 1, 2 is locked during braking, the degree of wheel lock is calculated by the deceleration state detection means 18 based on the rotational speed of each wheel 1, 20.
タイヤと路面の粘着係数が最大となる附近のスリップ率
を、スリップ設定手段19にて予め設定しておき、又、
ブレーキ時における車輪1.2の望捷しい減速状態とし
て例えばブレーキ時の車輪ロックが発生しない状態にお
ける車輪の減速率を、減速状態設定手段20によって設
定する。例えば、車輪ロックが発生する限界附近の減速
率を減速状警笛3しきい値として、又、ブレーキ力をさ
らに増加しても差支えない状態の減速率を減速状警笛1
しきい値に、これらの中間であってブレーキ力を増減し
ないことが望ましいときの減速率を、減速状警笛2しき
い値として夫々、減速状態設定手段20にて設定する。The slip rate in the vicinity where the adhesion coefficient between the tire and the road surface is maximum is set in advance by the slip setting means 19, and
As a desirable deceleration state of the wheels 1.2 during braking, for example, the deceleration rate of the wheels in a state where wheel lock does not occur during braking is set by the deceleration state setting means 20. For example, the deceleration rate close to the limit at which wheel lock occurs is set as the deceleration warning horn 3 threshold, and the deceleration rate at which there is no problem even if the braking force is further increased is set as the deceleration warning horn 1 threshold.
The deceleration state setting means 20 sets a deceleration rate which is between these threshold values and when it is desirable not to increase or decrease the braking force as the deceleration horn 2 threshold value.
上記スリップ設定手段19、スリノゾ検出手段17、減
速状態検出手段18、減速状態検定手段20及び、制御
手段16は、例えばマイクロコンe x−夕にて構成さ
れ、これらの検出手段及び設定手段の夫々の出力にもと
づき、制御手段16から前述した合弁に制御指令が出力
する。The slip setting means 19, the slip detection means 17, the deceleration state detection means 18, the deceleration state verification means 20, and the control means 16 are constituted by, for example, a microcontroller, and each of these detection means and setting means Based on the output, a control command is output from the control means 16 to the aforementioned joint venture.
次に制御の一例を第3図に示した制御特性図にもとづき
説明する。Next, an example of control will be explained based on the control characteristic diagram shown in FIG.
今、成る回転速度にて走行しているとき、ブレーキ被ダ
ル5を踏込んで停車させる際に第3図の左部を一例示す
る車輪ロック防止制御(イ)が行われる。When the vehicle is traveling at the current rotational speed, when the brake pedal 5 is depressed to stop the vehicle, wheel lock prevention control (a), as shown in the left part of FIG. 3, is performed.
即ち、マスタシリンダ6の液圧上昇に伴い、回転速度が
低下を始めて減速状警笛2しきい値に減速状態が到ると
(A点)、制御手段16の指令によってホールド弁9が
閉じるので、ホイールシリンダ3,4の液圧はホールド
され(a点)、そしてブレーキロックが現われ始めるな
どにより、減速状警笛3しきい値に到達すると(B点)
、デイケイ弁10が開いてホイールシリンダ3,4の液
圧はリザーバ13に排出され、ブレーキ力が減少し、ポ
ンプ14は運転を開始するので、ホールド弁9側とポン
プ14側の液圧差によってケゝ−ト弁8は閉じる(b点
)。That is, as the hydraulic pressure of the master cylinder 6 increases, the rotational speed begins to decrease and the deceleration state reaches the deceleration horn 2 threshold value (point A), the hold valve 9 is closed by a command from the control means 16. The hydraulic pressure in wheel cylinders 3 and 4 is held (point A), and when the deceleration warning horn 3 threshold is reached due to brake lock starting to appear (point B).
, the decay valve 10 opens and the hydraulic pressure in the wheel cylinders 3 and 4 is discharged to the reservoir 13, the brake force decreases, and the pump 14 starts operating, so the hydraulic pressure difference between the hold valve 9 side and the pump 14 side causes The gate valve 8 is closed (point b).
上記ブレーキゆるめによって車輪ロックが解消し始め、
回転速度は少し立上り傾向となると(6点)、デイケイ
弁10が閉じてホイールシリンダ3.4の液圧はホール
ドされる(6点)。By loosening the brake mentioned above, the wheel lock begins to be released,
When the rotational speed tends to rise slightly (point 6), the decay valve 10 closes and the hydraulic pressure in the wheel cylinder 3.4 is held (point 6).
そこで車輪ロックが無くなったとき(D点)、よ5
ホールド弁9が開き、アキュームレータの液圧が弁8c
を介してホイール/リンダ3,4に伝わりホールド弁9
は数回開閉を繰返して再び回転速度が低下し始め、減速
状警笛2しきい値に到達すると(E点)ホールド弁9が
閉じ、上述したA点〜D点の制御が繰返えされて車輪ロ
ック発生が防止されつつ停止するに到る(F点)。When the wheels are no longer locked (point D), hold valve 9 opens and the hydraulic pressure in the accumulator increases to valve 8c.
is transmitted to the wheel/linders 3 and 4 via the hold valve 9.
repeats opening and closing several times, and the rotational speed begins to decrease again, and when the deceleration warning horn 2 threshold is reached (point E), the hold valve 9 closes, and the control from points A to D described above is repeated. The vehicle comes to a stop while preventing the occurrence of wheel lock (point F).
このとき、制御手段16は、増し込めポー)7aがマス
タ/リンダ6にのぞみ、ポンプ14は停止してケ8−ト
弁8が開き、デイケイ弁10が閉じる(+点)ように指
令を出力するので、ホイール/リンダ3,4の液圧は、
ブレーキ被ダル5の操作による増し込め可能な状態に保
持されて、封じ込め制御(ロ)が行われる。At this time, the control means 16 outputs a command so that the additional port 7a enters the master/linda 6, the pump 14 is stopped, the gate valve 8 is opened, and the decay valve 10 is closed (+ point). Therefore, the hydraulic pressure of wheels/cylinders 3 and 4 is
The brake is held in a state where it can be increased by operating the brake lever 5, and containment control (b) is performed.
この停車状態におけるアクセル被ダルの踏込操作又は、
クラッチ接続操作を、マイクロスイッチの如き発進操作
検出手段S3にて検出し、この検出動作(0点)以後は
、スリップ防止制御(ハ)が行われるものであって、デ
イケイ弁10が開かれてホイールシリンダ3,4の液圧
がすべて排出されるのに充分な時間T1にわたって上記
開き動作が継続しくi点)、−F肥液はリザーバ13に
貯えられ、増し込め弁7は開かれる。駆動中輪■Dの回
転速度が立上り、駆動車輪1のスリップが第1のしきい
値(例えば従動車輪20回転速度■Tにもとづいて定め
られている)に達したとき(H点)、遮断弁12は閉じ
られ、かつ、増し込め弁7はポー)7aに切換えられポ
ンプ14は運転を開始してケゝ−トtP8が閉じられる
ので駆動車輪1のホイール/リンダ3の液圧は上昇し、
従動車輪2のホイール/リンダ4には液圧が供給されな
い。In this stopped state, the accelerator pedal is depressed or
Clutch connection operation is detected by a start operation detection means S3 such as a microswitch, and after this detection operation (0 point), slip prevention control (c) is performed, and the decay valve 10 is opened. The opening operation continues for a time T1 sufficient for all the hydraulic pressure in the wheel cylinders 3 and 4 to be discharged (point i), the -F fertilizer solution is stored in the reservoir 13, and the replenishment valve 7 is opened. When the rotational speed of the driving middle wheel ■D rises and the slip of the driving wheel 1 reaches the first threshold value (for example, determined based on the rotational speed of the driven wheel 20■T) (point H), the cutoff occurs. The valve 12 is closed, the replenishment valve 7 is switched to port 7a, the pump 14 starts operating, and the port tP8 is closed, so the hydraulic pressure in the wheel/cylinder 3 of the drive wheel 1 increases. ,
The wheel/cylinder 4 of the driven wheel 2 is not supplied with hydraulic pressure.
回転速度■。の上昇はしばらく続くが、ピーク値(加速
度Oとして考えたときの第2のしきい値)に到達すると
(1点)、ホールド弁9は閉じて液圧は保持され(X点
)、スリップは次第に減少して回転速度vDも低下する
。Rotation speed■. continues to rise for a while, but when it reaches the peak value (second threshold when considered as acceleration O) (point 1), hold valve 9 closes and the hydraulic pressure is maintained (point X), and the slip is eliminated. It gradually decreases and the rotational speed vD also decreases.
回転速度vD、スリップと共に小さくなって再び第1の
しきい値に達すると(5点)、デイケイ弁9が開閉動作
を繰返して液圧は次第に低下する。When the rotational speed vD decreases with slip and reaches the first threshold value again (5 points), the decay valve 9 repeats the opening and closing operation and the hydraulic pressure gradually decreases.
回転速度vDが最低値(第3のしきい値)に到達すると
(K点)デイケイ弁9が閉じたままとなって液圧は保持
され(k点)、回転速度VDは再び立上り始め、第1の
しきい値に到達すると上述したH点〜に点間の場合と同
様な制御が繰返して行われる。When the rotation speed vD reaches the lowest value (third threshold value) (point K), the decay valve 9 remains closed and the hydraulic pressure is maintained (point k), and the rotation speed VD starts to rise again, and the When the threshold value of 1 is reached, the same control as in the case between points H and above is repeated.
スリラフ0率が充分に小さくなってホールド弁9が所定
時間T2を越えて閉じたま捷となるとき、発進時の車輪
スリップ防止制御(ハ)は終了し、増し込め弁7、ホー
ルド弁9は共に開き、デイケイ弁10は閉じ、Iンf1
4を一定時間回転させてその液圧をケ゛−ト弁8の弁部
8cを開いて増し込め弁7からマスタシリンダ6に戻し
、同時に遮断弁12を開くことになる。When the slip luff 0 rate becomes sufficiently small and the hold valve 9 becomes closed for more than the predetermined time T2, the wheel slip prevention control (c) at the time of starting is completed, and both the refill valve 7 and the hold valve 9 are closed. Open, Decay valve 10 closes, Inf1
4 is rotated for a certain period of time, the hydraulic pressure is returned to the master cylinder 6 from the booster valve 7 by opening the valve portion 8c of the gate valve 8, and at the same time, the shutoff valve 12 is opened.
」−記者制御のフローチャートを第4図に示している。”-A flowchart of reporter control is shown in FIG.
第5図にブレーキ制御装置の半分を示した他の赴施例の
ものは、ホイール/リンダ4の液1丁を、リザー・マ1
3に直接に排出できる切替弁17を設けたものであって
、従動輪2でちる後輪にブレーキ作用による車輪ロック
が、駆動輪1である前輪に先行して発生したとき(第6
図N点)、切替弁17は、排出ポー)17aが後輪のホ
イール/リンダ4とリザーバ13とを連通ずることにな
りホイール/リンダ4の液圧P2は急速に低下しくn点
〜p点)、これによって後輪のロックが−たん解消され
ると(P点)、切替弁17は連通ポー)17bに制御さ
れて液圧が保持され、このように前輪の回転速度Voに
対して後輪がロックする場合には、後輪のホイール/す
/ダ4の液圧を切替弁17からリザーバI3へ直接で速
かに排出し、後輪「1ツクを速かに解消している。In another example, half of the brake control system is shown in FIG.
3 is equipped with a switching valve 17 that can directly discharge the air, and when wheel lock due to braking occurs on the rear wheel, which is the driven wheel 2, before the front wheel, which is the driving wheel 1 (6th
Since the exhaust port 17a of the switching valve 17 communicates between the rear wheel/cylinder 4 and the reservoir 13, the hydraulic pressure P2 of the wheel/cylinder 4 rapidly decreases between points n and p. ), when the lock of the rear wheels is released immediately (point P), the switching valve 17 is controlled by the communication port ( ) 17b to maintain the hydraulic pressure, and in this way, the rear wheels are When the wheels lock, the hydraulic pressure of the rear wheel/sudder 4 is quickly discharged directly from the switching valve 17 to the reservoir I3, quickly resolving the rear wheel lock.
上記第5図の実施例における制御は、第7図に示したフ
ローチャートを、第4図のノlコーチヤードに追加した
ものとなる。The control in the embodiment shown in FIG. 5 is obtained by adding the flowchart shown in FIG. 7 to the nol coachyard shown in FIG.
上記車輪ロック防止制御、発進時の車輪スリップ防止制
御における夫々のしきい値の種類と数などは、上述側の
外、種々のものを用いることができる。In addition to the above-mentioned types and numbers of threshold values in the wheel lock prevention control and the wheel slip prevention control at the time of starting, various threshold values may be used.
(発明の効果)
この発明に係る自走車両のブレーキ制御装置は上述のよ
うに構成したものであって、停車中では、ホイール/リ
ンダ3,4の液圧が増し込め弁7の増し込のポート7a
によって保持されるので車両の坂道における車両のすり
落ちが防止され、発進操作に伴い、ホイール/リンダ3
,4の液圧が給排弁群Mの排出動作によってリザーバ1
3に排出されてブレーキはゆるむと共に、リザー・ぐ1
3に戻された油が、次のスリップ防止制御におけるポン
プ14の液圧源として使用できることになり、発進直後
のスリップ検出以後では、遮断弁12が閉じられて従動
輪2にはブレーキが作用すること無り、駆動輪1のホイ
ールシリンダ3に給排弁群Mの動作による液圧が作用し
てスリップが早期に解消することにな−)だ。(Effects of the Invention) The brake control device for a self-propelled vehicle according to the present invention is configured as described above, and when the vehicle is stopped, the hydraulic pressure of the wheels/cylinders 3 and 4 is increased and the hydraulic pressure of the valve 7 is increased. Port 7a
This prevents the vehicle from sliding down the slope, and when starting the vehicle, the wheel/cylinder 3
, 4 is discharged from the reservoir 1 by the discharge operation of the supply/discharge valve group M.
3, the brake loosens, and the reservoir 1
The oil returned to No. 3 can be used as a hydraulic pressure source for the pump 14 in the next slip prevention control, and after a slip is detected immediately after starting, the shutoff valve 12 is closed and the brake is applied to the driven wheel 2. Without a doubt, the hydraulic pressure due to the operation of the supply/discharge valve group M acts on the wheel cylinder 3 of the driving wheel 1, and the slip is quickly eliminated.
走行中におけるブレーキ被ダル5の操作に対しては、検
出される減速状態が減速状態しきい値にもとづき制御さ
れて給排弁群Mが動作するので、車輪ロックの発生が防
止され、効率良く減速及び停止制御が行われることにな
り、上記給排弁群Mの動作によるスリップ防止制御及び
車輪ロック防止制御では、ダート弁8は遮断ポートに制
御されているので、給排弁群Mの給排動作に伴う液圧変
動のショック感がブレーキ被ダル5に伝わることも無く
なって、操作性は向上することになる。以上のように、
車両の発進時におけるスリップ防止制御、減速停車の際
の車輪ロック防止制御及び、停〕F中と発進操作におけ
るずり落ち防止制御が一連の動作として行われることに
なった。When the brake pedal 5 is operated while driving, the detected deceleration state is controlled based on the deceleration state threshold and the supply/discharge valve group M is operated, thereby preventing wheel locking and efficiently. Deceleration and stop control will be performed, and in the slip prevention control and wheel lock prevention control by the operation of the supply/discharge valve group M, since the dirt valve 8 is controlled to the cutoff port, the supply of the supply/discharge valve group M is The shock feeling caused by the fluid pressure fluctuation accompanying the evacuation operation is no longer transmitted to the brake pedal 5, and the operability is improved. As mentioned above,
Slip prevention control when the vehicle starts, wheel lock prevention control when the vehicle decelerates and stops, and slip-off prevention control during stopping and starting operations are now performed as a series of operations.
図はこの発明の実施例を示し、第1図は制御ブロック図
、第2図は制御装置略図、第3図は制御特性図、第4図
は制御フローチャート、第5図は他の実施例における制
御装置の要部略図、第6図は他の実施例における要部制
御特性図、第7図は要部制御フローチャートである。
■・・駆動輪、2・・・従動輪、3,4中ボイールシリ
ンダ、6・・・マスタシリンダ、7・・・増し込め弁、
7a・・・増し込めポート、7b・・・開きポート、8
・・・ケ゛−ト弁、12・・・遮断弁、16・・・制御
手段、17・スリラグ検出手段、18・・・減速状態検
出手段、19・・・スリップ設定手段、2o・・・減速
状態設定手段、M・・給排弁群、S、、S2・・・回転
センサ。
特許出願人 曙ブレーキ工業株式会社代 理
人 市 木 政 信1、)開Uffi63
−34274(9)第6図The figures show an embodiment of the present invention, in which Fig. 1 is a control block diagram, Fig. 2 is a schematic diagram of the control device, Fig. 3 is a control characteristic diagram, Fig. 4 is a control flowchart, and Fig. 5 is a control block diagram of another embodiment. FIG. 6 is a schematic diagram of the main parts of the control device, FIG. 6 is a main part control characteristic diagram in another embodiment, and FIG. 7 is a main part control flowchart. ■...driving wheel, 2...driven wheel, 3, 4 middle boil cylinder, 6...master cylinder, 7...additional valve,
7a...Additional port, 7b...Open port, 8
...Kate valve, 12...Shutoff valve, 16...Control means, 17.Slip lag detection means, 18.Deceleration state detection means, 19.Slip setting means, 2o.Deceleration Condition setting means, M... supply/discharge valve group, S,, S2... rotation sensor. Patent applicant: Akebono Brake Industry Co., Ltd. Representative
Masanobu Ichiki 1,) Open Uffi63
-34274 (9) Figure 6
Claims (1)
と、ポンプの液圧を給排弁群に供給すると共に、マスタ
シリンダの液圧を増し込め可能に給排弁群に供給できる
増し込めポートを備えた増し込め弁と、従輪ホイールシ
リンダへの液圧の供給、遮断を行う遮断弁と、駆動輪、
従動輪回転速度を検出する複数の回転センサと、これら
複数の回転センサの出力にもとづき、駆動輪スリップを
検出するスリップ検出手段、車輪の減速状態を検出する
減速状態検出手段と、スリップしきい値を設定するスリ
ップ設定手段と、ブレーキ時の減速状態しきい値を設定
する減速状態設定手段と、停車中は増し込め弁を増し込
めポートに、遮断弁を供給ポートに制御し、実質的な発
進操作によってホィールシリンダの液圧をリザーバに排
出すべく給排弁群の制御を行うと共に、発進直後のスリ
ップ検出以後は遮断弁を遮断ポートに制御し、かつ、ス
リップ設定手段のスリップしきい値に近づけるべく給排
弁群の制御を行い、スリップ解消後は増し込め弁を開き
ポートに、遮断弁を供給ポートに共に制御し、減速状態
設定手段の減速状態しきい値と車輪速度との比較により
給排弁群の制御を行うよう構成している制御手段とを備
えた自走車両のブレーキ制御装置。A supply/discharge valve group that supplies and discharges hydraulic pressure to and from the wheel cylinders, and an increaser that supplies hydraulic pressure from the pump to the supply/discharge valve group, and can increase the master cylinder's hydraulic pressure to the supply/discharge valve group. A replenishment valve with a refill port, a cutoff valve that supplies and shuts off hydraulic pressure to the trailing wheel cylinder, a driving wheel,
A plurality of rotation sensors that detect rotational speeds of driven wheels, a slip detection means that detects drive wheel slip based on the outputs of these plurality of rotation sensors, a deceleration state detection means that detects a deceleration state of the wheels, and a slip threshold. a slip setting means for setting a deceleration state threshold during braking, a deceleration state setting means for setting a deceleration state threshold during braking, and a control valve for controlling the replenishment valve to the replenishment port and the cutoff valve to the supply port when the brake is stopped, so as to effectively start the vehicle. In addition to controlling the supply/discharge valve group to discharge the hydraulic pressure of the wheel cylinder to the reservoir by operation, after detecting a slip immediately after starting, the shutoff valve is controlled to the shutoff port, and the slip threshold value of the slip setting means is controlled. The supply/discharge valve group is controlled to bring the speed closer, and after the slip is eliminated, the additional valve is opened to the port, the cutoff valve is controlled to the supply port, and the deceleration state threshold of the deceleration state setting means is compared with the wheel speed. A brake control device for a self-propelled vehicle, comprising a control means configured to control a supply/discharge valve group.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP61176764A JP2515985B2 (en) | 1986-07-29 | 1986-07-29 | Break control device for self-propelled vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP61176764A JP2515985B2 (en) | 1986-07-29 | 1986-07-29 | Break control device for self-propelled vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS6334274A true JPS6334274A (en) | 1988-02-13 |
JP2515985B2 JP2515985B2 (en) | 1996-07-10 |
Family
ID=16019406
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP61176764A Expired - Lifetime JP2515985B2 (en) | 1986-07-29 | 1986-07-29 | Break control device for self-propelled vehicle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP2515985B2 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4986612A (en) * | 1987-10-26 | 1991-01-22 | Nippon A B S, Ltd. | Brake fluid pressure control apparatus for a vehicle |
-
1986
- 1986-07-29 JP JP61176764A patent/JP2515985B2/en not_active Expired - Lifetime
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4986612A (en) * | 1987-10-26 | 1991-01-22 | Nippon A B S, Ltd. | Brake fluid pressure control apparatus for a vehicle |
Also Published As
Publication number | Publication date |
---|---|
JP2515985B2 (en) | 1996-07-10 |
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