Anti-skid brake control method

• US 5,150,950 A
• Filed: 07/30/1990
• Issued: 09/29/1992
• Est. Priority Date: 07/31/1989
• Status: Expired due to Fees

• Current Assignee: Bosch Braking Systems Co Ltd (Robert Bosch GmbH)
• Original Assignee: Nippon ABS Ltd.
• Inventors: Abe, Toshiyuki, Arikawa, Tetsuro
• Primary Examiner(s): Butler, Douglas C.
• Application Number:
  US07/559,331
• Time in Patent Office: 792 Days
• Field of Search: 303/111, 303/119, 303/100, 303/96, 303/97, 303/98, 303/102, 303/103, 303/105, 303/106, 303/107, 303/108, 303/109, 303/116, 303/113, 303/119 R, 303/116 R, 303/116.8 P, 188/181 C, 188/181 A, 188/181 R, 364/426.01, 364/426.02, 364/426.03, 180/197
• US Class Current: 303/186
• CPC Class Codes: B60T 8/1764 Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear

Abstract

In a fluid-pressure control apparatus for anti-skid control apparatus, including a control unit for generating brake control signals corresponding to the rotational behaviors of the respective wheels and valve control signals on the basis of the 2 outputs of the wheel speed sensors; and fluid pressure control valves arranged in the respective brake conduit systems and operated by the valve control signals the brake control signals from the front wheels are preferentially used to those from the rear wheels as the valve control signals in the respective brake conduit systems, and when the brake control signal is generated fron any one of the front wheels, the fluid pressure control valve in the one brake conduit system to which the one front wheel belongs, is operated by using the brake control signal as the valve control signal; and when the brake control signal is generated from any one of the rear wheels, the fluid pressure control valve in the one brake conduit system to which the one rear wheel belongs, is operated by using the brake control signal as the valve control signal, if the following condition (a) or (b) is fulfilled: (a) the condition that the vehicle deceleration is larger than a predetermined reference deceleration and the straight-running of the vehicle is detected; (b) the condition that the vehicle deceleration is larger than a predetermined reference deceleration and slip of the other rear wheel is larger than a predetermined first reference slip.

Claims

1. In a fluid-pressure control apparatus for an anti-skid braking control apparatus in a vehicle which includes:

(A) a pair of front wheels and a pair of rear wheels diagonally connected to said front wheels, respectively, in dual brake conduit systems;

(B) wheel speed sensors associated respectively with the front and rear wheels for detecting the rotational speeds of the respective wheels;

(C) a control unit for generating brake control signals corresponding to the rotational behaviors of the respective wheels and valve control signals on the basis of the outputs of said wheel speed sensors; and

(D) fluid pressure control valve means arranged in the respective brake conduit systems and operable by said valve control signals from said control unit;

an anti-skid brake control method in which brake control signals from said front wheels are used preferentially to brake control signals from said rear wheels as said valve control signals in the respective brake conduit system, comprising the steps of;

generating said brake control signal from any one of said wheels;

identifying the specific wheel from which said brake control signal is generated;

using said brake control signal as said valve control signal to operate said fluid pressure control valve means in the one brake conduit system to which said specific wheel belongs if said specific wheel is a front wheel of said vehicle and using said brake control signal as said valve control signal to operate said fluid pressure control valve means in the one brake conduit system to which said specific wheel belongs if a said specific wheel is a rear wheel of said vehicle and only if said vehicle is detected to be decelerating at a rate greater than a predetermined reference deceleration and, is further detected to be straight-running or, (b) the other rear wheel is detected to be slipping at a rate greater than a predetermined first reference slip.

2. The method according to claim 1 wherein said straight-running of the vehicle is detected by detecting that the difference between the vehicle speed and the wheel speed of the front wheel on the same side of the vehicle as said rear wheel generating said brake control signal is smaller than a predetermined value.

3. The method according to claim 1, in which said straight-running of the vehicle is detected by detecting that the difference between the vehicle speed and the wheel speed of the front wheel on the same side of the vehicle as the said rear wheel generating said brake control signal is smaller than a predetermined value, and the slip of the other of said rear wheels is larger than a predetermined second reference slip which is smaller than said predetermined first reference slip.

4. An anti-skid brake control method in a fluid-pressure control apparatus for an anti-skid control apparatus according to claim 1, in which said straight-running of the vehicle is detected by detecting that the difference between the rotational speeds of the front wheels is smaller than a predetermined value.

5. An anti-skid brake control method in a fluid-pressure control apparatus for an anti-skid control apparatus according to claim 1, in which said straight-running of the vehicle is detected by detecting that the difference between the rotational speeds of the rear wheels is smaller than a predetermined value.

6. An anti-skid brake control method in a fluid-pressure control apparatus for an anti-skid control apparatus according to claim 1, in which said straight-running of the vehicle is detected by detecting that both of the rear wheels have a larger ratio or amount of slip than a predetermined value.

7. An anti-skid brake control method in a fluid-pressure control apparatus for an anti-skid control apparatus according to claim 1, in which said straight-running of the vehicle is detected by detecting that the difference between the rotational speeds of the front wheels both and the vehicle speed is smaller than a predetermined value.

8. An anti-skid brake control method in a fluid-pressure control apparatus for an anti-skid control apparatus according to claim 1, in which said straight-running of the vehicle is detected by detecting that the difference between the rotational speed of the front wheel diagonally connected to the rear wheel generating no brake control signal, and the vehicle speed, is smaller than a predetermined value.

9. An anti-skid brake control method in a fluid-pressure control apparatus for an anti-skid control apparatus according to claim 1, in which said straight-running of the vehicle is detected by detecting that the difference between the rotational speed of the one rear wheel having smaller slip than the other rear wheel and that of the one front wheel diagonally connected to said one rear wheel, is smaller than a predetermined value.

10. An anti-skid brake control method in a fluid-pressure control apparatus for an anti-skid control apparatus according to claim 1, in which said straight-running of the vehicle is detected by detecting that both of the differences between the rotational speeds of the one front and rear wheels, and the other front and rear wheels, connected diagonally to each other, are smaller than a predetermined value.

11. An anti-skid brake control method in a fluid-pressure control apparatus for an anti-skid control apparatus according to claim 1, in which said straight-running of the vehicle is detected by detecting at least two conditions which can independently indicate said straight running of the vehicle.

12. An anti-skid brake control method in a fluid-pressure control apparatus for an anti-skid control apparatus according to claim 1, in which a filter circuit or a timer circuit is provided for indicating that the vehicle remains straight running for a predetermined time immediately after said vehicle is detected to be straight running.

13. An anti-skid brake control method in a fluid-pressure control apparatus for an anti-skid control apparatus according to claim 1, in which said straight-running of the vehicle is detected by detecting that a steering angle sensor output is within a predetermined range.

14. An anti-skid brake control method in a fluid-pressure control apparatus for an anti-skid control apparatus according to claim 1, in which the brake control signal comprises at least a brake pressure-decreasing control signal (AV).

15. An anti-skid brake control method in a fluid-pressure control apparatus for an anti-skid control apparatus according to claim 14, in which, when said brake control signal from the rear wheel is used as said valve control signal and it is said brake pressure-decreasing control signal, the time of said valve control signal is limited within the duration of said brake pressure-decreasing control signal from the rear wheel.

16. An anti-skid brake control method in a fluid-pressure control apparatus for an anti-skid control apparatus according to claim 5, in which said valve control signal is pulse-likely changed.

17. In a fluid-pressure control apparatus for an anti-skid braking control apparatus in a vehicle which includes

(A) a pair of front wheels and a pair of rear wheels diagonally connected to said front wheels, respectively, in dual brake conduit systems;

(B) wheel speed sensors associated respectively with the front and rear wheels for detecting the rotational speeds of the respective wheels;

(C) a control unit for generating brake control signals corresponding to the rotational behaviors of the respective wheels and valve control signals on the basis of the output of said wheel speed sensors; and

(D) fluid pressure control valve means arranged in the respective brake conduit systems and operable by said valve control signals from said control unit;

an anti-skid brake control method in which brake control signals from said front wheels are used preferentially to brake control signals from said rear wheels as said valve control signals in the respective brake conduit systems, comprising the steps of;

generating said brake control signal from any one of said wheels;

identifying the specific wheel from which said brake control signal is generated;

when said specific wheel is a front wheel of said vehicle, using said brake control signal as said valve control signal to operate said fluid pressure control valve means in the one brake conduit system to which said specific wheel belongs; and

when said specific wheel is a rear wheel of said vehicle, using said brake control signal as said valve control signal to operate said fluid pressure control valve means in the one brake conduit system to which said specific wheel belongs only if said vehicle is detected to be decelerating at a rate greater than a predetermined reference deceleration and is further detected to be straight-running, or if the other of said rear wheel is detected to be slipping at a rate greater than a predetermined first reference slip.