Anti-skid brake control system for automotive vehicle with feature of variable timing of derivation of wheel acceleration data

• US 5,058,020 A
• Filed: 03/28/1989
• Issued: 10/15/1991
• Est. Priority Date: 03/29/1988
• Status: Expired due to Fees

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Matsuda, Toshiro
• Primary Examiner(s): Chin, Gary
• Application Number:
  US07/329,842
• Time in Patent Office: 931 Days
• Field of Search: 364/426.02, 364/565, 364/566, 303/97, 303/99, 303/105
• US Class Current: 701/75
• CPC Class Codes: B60T 8/175 Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control safety devices for propulsion unit control responsive to, or preventing, skidding of wheels B60K28/16
• CPC Class Codes: B60T 8/17613 based on analogue circuits or digital circuits comprised of discrete electronic elements
• CPC Class Codes: B60T 8/17616 Microprocessor-based systems
• CPC Class Codes: F02B 2075/027 four
• CPC Class Codes: Y10S 303/05 Acceleration peak detection

Abstract

An anti-skid brake control system is provided with two wheel acceleration deriving circuits. A first wheel acceleration deriving circuit provides a timing for deriving wheel acceleration data with a relatively longer interval, which longer interval is long enough to obtain a good number of wheel speed data for deriving first wheel acceleration with satisfactorily high precision level. On the other hand, a second wheel acceleration deriving circuit provides a timing for deriving wheel acceleration data with a relatively shorter interval, which shorter interval is short enough for deriving wheel acceleration data with satisfactorily high response characteristics. The wheel acceleration data derived by the first wheel acceleration data is utilized in deteceting timing for switching operational mode of the anti-skid brake control system from an APPLICATION mode or RELEASE mode in which braking pressure is decreased to a HOLD mode in which braking pressure is maintained at constant value. On the other hand, the wheel acceleration data derived by the second wheel acceleration deriving circuit is utilized for detecting a peak value of the wheel acceleration.

Claims

1. An anti-skid brake control system for an automotive vehicle, comprising:

a braking circuit including a wheel cylinder for generating a braking force for declaring a vehicular wheel in response to a manual braking operation;

a pressure control valve disposed within said braking circuit for controlling said braking force to be generated in said wheel cylinder depending upon the vehicular braking condition, said pressure control valve increasing said braking force in said wheel cylinder in a first mode and decreasing said braking force in said wheel cylinder in a second mode;

a sensor means for monitoring rotation speed of said vehicular wheel to produce a wheel speed indicative signal;

first means for deriving a wheel speed data on the basis of said wheel speed indicative signal;

second means for periodically deriving a first wheel acceleration data having a first precision level and a first lag time based on said wheel speed data;

third means for periodically deriving a second wheel acceleration data having a second precision level and a second lag time based on said wheel speed data, where said second precision level is lower than said first precision level and said second lag time is shorter than said first lag time; and

fourth means responsive to said first wheel acceleration data indicative of wheel deceleration greater than a predetermined wheel deceleration threshold, for initiating skid control cycle in which operation mode of said pressure control valve is selectively controlled between said first mode and said second mode so as to maintain wheel slippage at a predetermined optimum value according to a predetermined schedule, said fourth means further detecting a peak value of said second wheel acceleration data and causing braking pressure to increase in said first mode in said pressure control valve.

2. An anti-skid brake control system as set forth in claim 1, wherein said first means comprises a first wheel speed deriving means for periodically deriving a first wheel speed data with a first higher precision level and a second wheel speed deriving means for periodically deriving a second wheel speed data with a second lower precision level, and said second means derives said first wheel acceleration data based on said first wheel speed data and said third means derives said second wheel acceleration data based on said second wheel speed data.

3. An anti-skid brake control system as set forth in claim 1, wherein said first means periodically derives said wheel speed data, said second means samples a first given number of said wheel speed data for deriving said first wheel acceleration data on the basis of a difference of values of the sampled oldest wheel speed data and youngest wheel speed data and a first interval between timing of derivation of said oldest wheel speed data and said youngest wheel speed data, and said third means samples a second given number of said wheel speed data for deriving said second wheel acceleration data on the basis of a difference of values of the sampled said oldest wheel speed data and said youngest wheel speed data and a second interval between timing of derivation of said oldest wheel speed data and said youngest wheel speed data, said first given number being greater than said second given number and said first interval being greater than said second interval.

4. An anti-skid brake control system as set forth in claim 2, wherein said first and second wheel speed deriving means periodically derive said first and second wheel speed data, said second means samples a first given number of said first wheel speed data for deriving said first wheel acceleration data on the basis of a difference of values of the sampled oldest wheel speed data and youngest wheel speed data and a first interval between timing of derivation of said oldest wheel speed data and said youngest wheel speed data, and said third means samples a second given number of said second wheel speed data for deriving said second wheel acceleration data on the basis of a difference of values of the sampled said oldest wheel speed data and said youngest wheel speed data and a second interval between timing of derivation of said oldest wheel speed data and said youngest wheel speed data, said first given number being greater than said second given number of said first interval being greater than said second interval.

5. An anti-skid brake control system as set forth in claim 3, wherein said second means derives a first average value of said wheel speed indicative data over a first group of said sampled wheel speed data, said first group contains a series of wheel speed data over a given number of wheel speed derivation cycles and includes an instantaneous wheel speed data derived in a current wheel speed derivation cycle, and a second average value of said wheel speed indicative data over a second group of said sampled wheel speed data, said second group contains a series of wheel speed data over a given number of wheel speed derivation cycles and includes a wheel speed derived in a wheel speed derivation cycle ahead of the current derivation cycle by a predetermined number of cycles.

6. An anti-skid brake control system as set forth in claim 1, wherein said second means receives said second wheel acceleration data and removes a noise component superimposed on said second wheel acceleration data for producing said first wheel acceleration data.

8. An anti-skid brake control system as set forth in claim 1, wherein said first means comprises a first wheel speed deriving means for periodically deriving a first wheel speed data with a first higher precision level and a second wheel speed deriving means for periodically deriving a second wheel speed data with a second lower precision level.

7. An anti-skid brake control system for an automotive vehicle, comprising:

a braking circuit including first and second wheel cylinders for generating a braking force for decelerating first and second vehicular wheels in response to a manual braking operation;

first and second pressure control valves respectively disposed within said braking circuit for controlling said braking force to be generated in said wheel cylinder depending upon the vehicular braking condition, each of said first and second pressure control valves increasing said braking force in said wheel cylinder in a first mode and decreasing said braking force in said wheel cylinder in a second mode;

a first wheel speed sensor means for monitoring rotation speed of said first vehicular wheel to produce a first wheel speed indicative signal;

a second wheel speed sensor means for monitoring rotation speed of said second vehicular wheel to produce a second wheel speed indicative signal;

first means for deriving first and second wheel speed data respectively on the basis of said first and second wheel speed indicative signals;

second means for periodically deriving a first wheel acceleration data based on said first wheel speed data having a first precision level and a first lag time with respect to each of said first and second wheels;

third means for periodically deriving a second wheel acceleration data based on said second wheel speed data having a second precision level and a second lag time, said second precision level is lower than said first precision level and second lag time is shorter than said first lag time with respect to each of said first and second wheels; and

fourth means responsive to said first wheel acceleration data indicative of wheel deceleration greater than a predetermined wheel deceleration threshold, for initiating skid control cycles for said respective first and second pressure control valves, in which the operation mode of each of said pressure control valves is selectively controlled between said first mode and second mode so as to maintain wheel slippage at a predetermined optimum value according to a predetermined schedule, said fourth means further detecting a peak value of said second wheel acceleration data and causing braking pressure to increase in said first mode in each of said pressure control valves.

9. An anti-skid brake control system as set forth in claim 7, wherein said first and second wheel speed deriving means periodically derives said first and second wheel speed data, said second means samples a first given number of said first wheel speed data for deriving said first wheel acceleration data on the basis of a difference of values of the sampled oldest wheel speed data and youngest wheel speed data and a first interval between the time of derivation of said oldest wheel speed data and said youngest wheel speed data, and said third means samples a second given number of said second wheel speed data for deriving said second wheel acceleration data on the basis of a difference of values of a second sampled oldest wheel speed data and youngest wheel speed data and a second interval between timing of derivation of said second oldest wheel speed data and the youngest wheel speed data, said first given number being greater than said second given number and said first interval being greater than said second interval.

10. An anti-skid brake control system as set forth in claim 9, wherein said second means derives a first average value of said first wheel speed indicative data over a first group of said first sampled wheel speed data, said first group contains a series of said first wheel speed data over a given number of wheel speed derivation cycles and includes an instantaneous wheel speed data derived in a current wheel speed derivation cycle, and a second average value of said second wheel speed indicative data over a second group of said second sampled wheel speed data, said second group contains a series of said second wheel speed data over a given number of wheel speed derivation cycles and includes a wheel speed derived in a wheel speed derivation cycle ahead of the current derivation cycle by a predetermined number of cycles.

11. An anti-skid brake control system as set forth in claim 7, wherein said second means receives said second wheel acceleration data and removes a noise component superimposed on said second wheel acceleration data for producing said first wheel acceleration data.

12. An anti-skid brake control system for an automotive vehicle, comprising:

a braking circuit including a wheel cylinder for generating a braking force for decelerating a vehicular wheel in response to a manual braking operation;

a pressure control valve disposed within said braking circuit for controlling said braking force to be generated in said wheel cylinder depending upon the vehicular braking condition, said pressure control valve increasing said braking force in said wheel cylinder in a first mode and decreasing said braking force in said wheel cylinder in a second mode;

a sensor means for monitoring rotation speed of said vehicular wheel to produce a wheel speed indicative signal;

first means for deriving a wheel speed data on the basis of said wheel indicative signal;

second means for periodically deriving a wheel acceleration data on the basis of said wheel speed data;

third means for deriving a vehicle speed representative data on the basis of said wheel speed data;

fourth means for receiving said vehicle speed representative data and modifying the received data for producing a modified vehicle speed representative data;

fifth means for receiving said vehicle speed representative data from said third means and said modified vehicle speed representative value for selecting a greater one of the received data to output as said vehicle speed representative data; and

sixth means responsive to said wheel acceleration data indicative of wheel deceleration greater than a predetermined wheel deceleration threshold, for initiating skid control cycle in which operation mode of said pressure control valve is selectively controlled between said first mode and second mode so as to maintain wheel slippage at a predetermined optimum value according to a predetermined schedule on the basis of said wheel speed data and said selected vehicle speed representative data.

13. An anti-skid brake control system as set forth in claim 12, wherein said second means comprises a first wheel acceleration deriving means for deriving a first wheel acceleration with a first higher precision level and a first longer lag time, and a second wheel acceleration deriving means for deriving a second wheel acceleration with a second lower precision level and shorter lag time.

14. An anti-skid brake control system as set forth in claim 13, wherein said sixth means further detects a peak value of said second wheel acceleration data and deriving braking pressure increasing rate in said first mode of said pressure control valve.

15. An anti-skid brake control system as set forth in claim 14, wherein said first means comprises a first wheel speed deriving means for periodically deriving a first wheel speed data with a first higher precision level and a second wheel speed deriving means for periodically deriving a second wheel speed data with a second lower precision level, and said first wheel acceleration derivation means derives said first wheel acceleration data based on said first wheel speed data and said second wheel acceleration derivation means derives said second wheel acceleration data based on said second wheel speed data.

16. An anti-skid brake control system as set forth in claim 15, wherein said first and second wheel speed deriving means periodically derives said first and second wheel speed data, said first wheel acceleration derivation means samples a first given number of first wheel speed data for deriving said first wheel acceleration data on the basis of a difference of values of a first sampled oldest wheel speed data and youngest wheel speed data and a first interval between timing of derivation of said first oldest wheel speed data and said first youngest wheel speed data, and said second wheel acceleration derivation means samples a second given number of said second wheel speed data for deriving said second wheel acceleration data on the basis of a difference of values of a second sampled oldest wheel speed data and youngest wheel speed data and a second interval between timing of derivation of said second oldest wheel speed data and the second youngest wheel speed data, said first given number being greater than said second given number and said first interval being greater than said second interval.

17. An anti-skid brake control system as set forth in claim 16, wherein said first wheel acceleration derivation means derives a first average value of said first wheel speed indicative data over a first group of said first sampled wheel speed data, said first group contains a series of said first wheel speed data over a given number of wheel speed derivation cycles and includes an instantaneous wheel speed data derived in a current wheel speed derivation cycle, and a second average value of said second wheel speed indicative data over a second group of said second sampled wheel speed data, said second group contains a series of said second wheel speed data over a given number of wheel speed derivation cycles and includes a wheel speed derived in a wheel speed derivation cycle ahead of the current derivation cycle by a predetermined number of cycles.

18. An anti-skid brake control system as set forth in claim 13, wherein said first wheel acceleration derivation means receives said second wheel acceleration data and removes a noise component superimposed said second wheel acceleration data for producing said first wheel acceleration data.