Anti-skid brake system with reset of thresholds due to changing road surface cofficient

• US 5,211,452 A
• Filed: 11/19/1991
• Issued: 05/18/1993
• Est. Priority Date: 11/27/1990
• Status: Expired due to Fees

• Current Assignee: Mazda Motor Corporation
• Original Assignee: Mazda Motor Corporation
• Inventors: Kurihara, Yoji, Kageyama, Fumio, Okazaki, Haruki, Nobumoto, Kazutoshi
• Primary Examiner(s): Butler, Douglas C.
• Assistant Examiner(s): BALLATO, JOSIE
• Application Number:
  US07/794,576
• Time in Patent Office: 546 Days
• Field of Search: 303/95, 303/100, 303/104, 303/105-107, 303/108, 303/110, 303/102, 180/197, 364/426.02, 364/426.03
• US Class Current: 303/150
• CPC Class Codes: B60T 8/17636 Microprocessor-based systems

Abstract

A shift to control for retaining the braking force from the control for elevating the braking force is implemented when deceleration of the wheel exceeds a first predetermined threshold value when the wheels are braked. The first predetermined threshold value is so set as to become smaller as an assumed road surface friction coefficient μ is smaller. The first threshold value is further altered to a larger value by altering the assumed road surface friction coefficient μ to a higher one when the period of time required from the start of the control for elevating the braking force to the start of the following control for retaining the braking force is equal to or shorter than a predetermined period of time.

Claims

1. An anti-skid brake system for an automotive vehicle, which controls a braking force so as to lock no wheel at the moment of braking and which alters a control value for controlling the braking force in accordance with an assumed road surface friction coefficient μ

, wherein;

the braking force is set to shift from a state in which the braking force is increased to a state in which the braking force is retained when a magnitude of deceleration of the wheel becomes greater than a first predetermined threshold value;

the first predetermined threshold value is set to become smaller as a road surface friction coefficient μ

is smaller; and

means for altering the assumed road surface friction coefficient μ

to a higher road surface friction coefficient μ

when a period of time required between the moment at which control for increasing the braking force starts and the moment at which control for retaining the braking force starts after the control for increasing the braking force is equal to or shorter than a predetermined period of time.

2. An anti-skid brake system as claimed in claim 1, wherein the road surface friction coefficient μ

is assumed on the basis of a magnitude of acceleration or deceleration of the wheel.

3. An anti-skid brake system as claimed in claim 2, wherein the road surface friction coefficient μ

is assumed on the basis of maximum acceleration and maximum deceleration of the wheel in a predetermined period of time.

4. An anti-skid brake system as claimed in claim 2, wherein the road surface friction coefficient μ

is assumed on the basis of the magnitude of acceleration or deceleration of the wheel only when the braking force is controlled.

5. An anti-skid brake system as claimed in claim 1, wherein the road surface friction coefficient μ

is assumed to be as a highest road surface friction coefficient μ

when no control by the braking force controlling means is performed.

6. An anti-skid brake system as claimed in claim 1, wherein either one selected from a plurality of road surface friction coefficient μ

set stepwise in advance is determined as the assumed road surface friction coefficient μ

.

7. An anti-skid brake system as claimed in claim 6, wherein the means for altering the assumed road surface friction coefficient μ

selects a road surface friction coefficient μ

having a value higher by one stage than the assumed road surface friction coefficient μ

from the plurality of road surface friction coefficient μ

set stepwise in advance.

8. An anti-skid brake system as claimed in claim 6, wherein the highest road surface friction coefficient μ

selected from the plurality of road surface friction coefficient μ

set stepwise in advance is selected as the assumed road surface friction coefficient μ

when no control by the braking force controlling means is performed.

9. An anti-skid brake system as claimed in claim 1, wherein a control value to be altered in accordance with the road surface friction coefficient μ

is determined as a controlling threshold value for controlling the braking force.

10. An anti-skid brake system as claimed in claim 9, wherein the controlling threshold value is set as the magnitudie of deceleration of the wheel and as a slip value indicating the tendency of locking the wheel.

11. An anti-skid brake system as claimed in claim 1, wherein control of the braking force is performed by control for increasing, decreasing and retaining the braking force.

12. An anti-skid brake system as claimed in claim 11, wherein:

the control of the braking force is performed by the control for retaining the braking force after the control for increasing the braking force;

or

the control of the braking force is performed by the control for retaining the braking force after the cotnrol for decreasing the braking force.

13. An anti-skid brake system as claimed in claim 12, wherein the control of the braking force is performed by the control for retaining the braking force at the moment of starting the control of the braking force.

14. An anti-skid brake system as claimed in claim 13, wherein the second predetermined threshold value is set as a value that becomes smaller as the road surface friction coefficient μ

becomes smaller.

15. An anti-skid brake system as claimed in claim 11, wherein the control of the braking force is performed by the control for retaining the braking force starts after the control for decreasing the braking force at the moment when the magnitude of deceleration of the wheel reaches a value smaller than a second predetermined threshold value.

16. An anti-skid brake system as claimed in claim 11, further comprising:

slip value detecting means for detecting a slip value indicating the tendency of locking the wheel;

wherein the control for increasing the braking force starts at the moment when the slip value of the wheel detected by the slip value detecting means reaches a value that exists in a direction of making the tendency of locking the wheel smaller than a third predetermined threshold value; and

wherein the control for decreasing the braking force starts when the slip value of the wheel detected by the slip value detecting means reaches a value that exists in a direction making the tendency of locking the wheel larger than a fourth predetermined threshold value.

17. An anti-skid brake system as claimed in claim 16, wherein the third predetermined threshold value is set as a value equal to the fourth predetermined threshold value.

18. An anti-skid brake system as claimed in claim 15, wherein the slip value as the third predetermined threshold value and as the fourth predetermined threshold value is set as a value that makes the tendency of locking the wheel smaller as the road surface friction coefficient μ

becomes smaller.

19. An anti-skid brake system as claimed in claim 15, wherein the slip value is computed on the basis of a vehicle speed and a wheel speed.

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

deceleration detecting means for detecting a magnitude of deceleration of a wheel;

slip value detecting means for detecting a slip value indicating a tendency of locking the wheel;

braking force controlling means for controlling a braking force by increasing, decreasing and retaining the braking force so as not to lock the wheel at the moment of braking, in response to output from the deceleration detecting means and the slip value detecting means;

road surface friction coefficient μ

assuming means for assuming a road surface friction coefficient μ

on the basis of a predetermined condition;

threshold value altering means for altering a controlling threshold value for controlling the braking force controlling means on the basis of the road surface friction coefficient μ

assumed by the road surface friction coefficient μ

assuming means; and

road surface friction coefficient μ

altering means for altering the road surface friction coefficient μ

assumed by the road surface friction coefficient μ

assuming means;

wherein the braking force controlling means is arranged to shift from a state in which control for increasing the braking force is performed to a state in which control for retaining the braking force is performed when the magnitude of deceleration of the wheel reaches a value greater than the first predetermined threshold value;

wherein the threshold value altering means is set to make the first predetermined threshold value smaller as the road surface friction coefficient μ

becomes smaller; and

wherein the road surface friction coefficient μ

altering means is set to alter the road surface friction coefficient μ

assumed by the road surface friction coefficient μ

assuming means to a value having a higher road surface friction coefficient μ

when a period of time required from the moment when the control for increasing the braking force starts to the moment when the control for retaining the braking force starts after the control for increasing the braking force is equal to or longer than a predetermined period of time.

21. An anti-skid brake system as claimed in claim 20, wherein:

the braking force controlling means performs the control for increasing braking force, control for retaining the braking force after the control for increasing the braking force, control for decreasing the braking force, and control for retaining the braking force after the control for decreasing the braking force; and

the controlling threshold value contains the first threshold value, a second threshold value for shifting from the control for decreasing the braking force to the control for retaining the braking force, a third threshold value for starting the control for increasing the braking force, and a fourth threshold value for starting the control for decreasing the braking force;

wherein the second threshold value is set on the basis of a magnitude of deceleration as a parameter;

wherein each of the third threshold value and the fourth threshold value is set on the basis of the slip value of the wheel as a parameter; and

wherein the threshold value altering means alters the second threshold value so as to become larger and each of the third and fourth threshold values so as to give a value that exists in a direction of making a tendency of locking the wheel larger, when the road surface friction coefficient μ

is altered to a higher road surface friction coefficient μ

by the road surface friction coefficient μ

altering means.

22. An anti-skid brake system as claimed in claim 20, wherein:

a plurality of road surface friction coefficients μ

are preset as the assumed road surface friction coefficients μ

; and

the road surface friction coefficient μ

assuming means selects either one of the plurality of the road surface friction coefficients μ

preset on the basis of the magnitudie of acceleration or deceleration of the wheel when control by the braking force controlling means is performed and selects the highest road surface friction coefficient μ

when no control by the braking force controlling means is performed.