Antilock brake control method for motor vehicle

• US 4,902,076 A
• Filed: 02/09/1989
• Issued: 02/20/1990
• Est. Priority Date: 02/09/1988
• Status: Expired due to Term

• Current Assignee: Fuji Heavy Industries Limited (Subaru Corp.)
• Original Assignee: Fuji Heavy Industries Limited (Subaru Corp.)
• Inventors: Ishido, Hideki, Ishizeki, Seiichi, Igarashi, Katsumasa, Ushijima, Takayuki
• Primary Examiner(s): Butler, Douglas C.
• Application Number:
  US07/308,123
• Time in Patent Office: 376 Days
• Field of Search: 303/94-99, 303/100, 303/102, 303/110, 303/109, 303/103, 303/105, 303/106, 303/108, 303/111, 364/426.02, 364/426.01
• US Class Current: 303/146
• CPC Class Codes: B60T 2201/16 Curve braking control, e.g. turn control within ABS control algorithm
• CPC Class Codes: B60T 8/1755 Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve road vehicle drive control systems for control of driving stability otherwise than by controlling a particular sub-unit B60W30/02

Abstract

In an antilock brake control for motor vehicles wherein a condition of locking of the wheels during braking is detected from the wheel speeds, and a control pattern of decreasing and reincreasing of the braking hydraulic pressure is repeated for carrying out effective braking operation, at least a phenomenon occurring in the vehicle in J-turn state is detected, and when the phenomenon exceeds a predetermined value, the antilock brake control is shifted from the normal mode to a J-turn mode in which different conditions are used. To detect the J-turn state, the difference in wheel speed between the right and left wheels is detected. Alternatively, lateral acceleration of the vehicle is also detected. Another alternative is a combination of the steering angle, the coefficient of friction between the wheels and the road surface, and the vehicle speed.

Claims

1. In an antilock brake control method for motor vehicles, comprising the steps of:

detecting an actual wheel speed of each wheel of a vehicle by means of a wheel speed sensor;

setting a reference vehicle speed by computation of the wheel speed;

determining a reference wheel speed which is lower than the reference vehicle speed;

determining that the wheel is to lock when the actual wheel speed becomes a predetermined value below said reference wheel speed as a result of braking operation;

decreasing braking hydraulic pressure acting on the wheel, when the actual wheel speed becomes a predetermined value below the reference wheel speed, to allow the actual wheel speed to increase due to the reaction force from the road surface;

reincreasing braking hydraulic pressure when the actual wheel speed exceeds said reference wheel speed to indicate that the actual wheel speed recovers to a sufficient speed; and

carrying out control of the braking hydraulic pressure by decreasing and increasing the pressure in dependency on the reference wheel speed;

the improvement comprising the steps of;

detecting at least a phenomenon occurring in the vehicle in a J-turn state thereof;

determining whether or not the phenomenon is exceeds a predetermined value; and

carrying out the control of the braking hydraulic pressure under another antilock brake control condition for the J-turn state when the phenomenon exceeds the predetermined value.

2. The improvement as claimed in claim 1, wherein the difference in wheel speed between right and left wheels of the vehicle is detected, and when the difference exceeds a threshold value, it is determined that the vehicle is in the J-turn state, and wherein the control of the braking hydraulic pressure for the J-turn state is carried out upon determination of the J-turn state.

3. The improvement as claimed in claim 1, wherein the difference in wheel speed between the right and left wheels of the vehicle is detected, and when the difference exceeds a threshold value while the brakes are applied and when the difference continues to exist for a predetermined length of time, it is determined that the vehicle is in the J-turn state, and wherein the control of the braking hydraulic pressure for the J-turn state is carried out upon determination of the J-turn state.

4. The improvement as claimed in claim 1, wherein the threshold value of the difference in wheel speed is reduced as the reference vehicle speed increases.

5. The improvement as claimed in claim 1, wherein lateral acceleration imparted to the vehicle is detected, and when the lateral acceleration thus detected is larger than a predetermined value and when the vehicle body speed exceeds a predetermined value, it is determined that the vehicle is in the J-turn state, and wherein the control of the braking hydraulic pressure for the J-turn state is carried out upon determination of the J-turn state.

6. The improvement as claimed in claim 1, wherein steering angle of the front wheels and the coefficient of friction between the wheels and the road are detected, and when the vehicle speed exceeds a predetermined value, the steering angle which exceeds a predetermined value, and furthermore the coefficient of friction which exceeds a predetermined value, it is determined that the vehicle is in the J-turn state, and wherein the control of the braking hydraulic pressure for the J-turn state is carried out upon determination of the J-turn state.