Anti-skid controlling system and method for automotive vehicle

• US 5,488,557 A
• Filed: 05/14/1992
• Issued: 01/30/1996
• Est. Priority Date: 05/16/1991
• Status: Expired due to Fees

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Matsuda, Toshiro
• Primary Examiner(s): Teska, Kevin J.
• Assistant Examiner(s): FREJD, RUSSELL WARREN
• Application Number:
  US07/883,017
• Time in Patent Office: 1,356 Days
• Field of Search: 303/95, 303/96, 303/111, 303/93, 303/97, 303/100, 303/103, 188/181 A, 364/426.01, 364/426.02, 364/426.03, 180/197
• US Class Current: 701/75
• 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
• 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
• CPC Class Codes: B60T 8/58 responsive to speed and another condition or to plural speed conditions

Abstract

In an anti-skid controlling system and method for an automotive vehicle, the anti-skid control mode is gradually changed from an anti-skid control mode common to each rear tire wheel on the basis of a larger slip rate of both rear tire wheels to an anti-skid control mode for each individual rear tire wheel on the basis of each tire wheel slip rate when the lateral acceleration applied to the vehicle is increased.

Claims

1. An anti-skid controlling system for a vehicle, comprising:

a) first sensing means for detecting rotation speeds of respective tire wheels and outputting detection signals indicative of the rotation speeds of the respective tire wheels;

b) second sensing means for detecting a lateral acceleration of a vehicular body and outputting a lateral acceleration signal indicative of the lateral acceleration;

c) third means for determining whether either one of slip rates of right and left rear tire wheels exceeds a set slip rate on the basis of the rotation speed signals for the tire wheels;

d) fourth means for operatively limiting a braking force imposed on each rear tire wheel when either one of the slip rates exceeds the set slip rate; and

e) fifth means for switching from a common anti-skid control mode in which the anti-skid control is commonly carried out for both rear tire wheels on a basis of the slip rate data derived from one of the rear tire wheels which provides a larger slip rate to an independent anti-skid control mode in which the anti-skid control is individually carried out for the respective rear tire wheels on a basis of each slip rate data derived for each one of the rear tire wheels as the lateral acceleration becomes increased, wherein said fifth means switches between the common anti-skid control mode and the independent anti-skid control mode when the lateral acceleration becomes increased and wherein the data of the left rear tire wheel speed V_RL is defined as B.V_RL +(1-B)MIN(V_RL, V_RR) and the data of the right rear tire wheel speed V_RR is defined as B.V_RR +(1-B)MIN(V_RL, V_RR), wherein B denotes a variable representing lateral acceleration y_g and MIN(V_RL, V_RR) denotes the rotation speed value selected from the lower of V_RL and V_RR such that the switching from the common anti-skid control for both rear tire wheels to the independent anti-skid control for each of both rear tire wheels is gradually carried out in response to the increase in the magnitude of lateral acceleration.

2. An anti-skid controlling system for a vehicle as set forth in claim 1, wherein said third means sets the set slip rate in the form of a target value S which is used as the target value for each tire wheel rotation speed and said third means determines that the slip rate for the right and left rear tire wheels exceeds the set slip rate when either one of the rotation speeds of the rear tire wheels is below the target value S.

3. An anti-skid controlling system for a vehicle as set forth in claim 2, wherein said third means calculates the set slip rate as the target value S as follows:

S=Vi×

0. 85 - 4 (Km/h), wherein Vi denotes a pseudo vehicle speed, and wherein said third means includes a SELECT HIGH switch which selects a highest speed value from among the respective tire wheel rotation speeds, the pseudo vehicle speed being calculated on the basis of the highest tire wheel rotation speed.

4. An anti-skid controlling system for a vehicle as set forth in claim 3, wherein said fourth means includes a plurality of anti-skid actuators which control individually braking liquid pressures from a master cylinder to respective wheel cylinders.

5. An anti-skid controlling system for a vehicle as set forth in claim 4, which further includes a vehicle deceleration sensor which detects a vehicle deceleration x_g and wherein the pseudo vehicle speed Vi is calculated from the highest tire wheel rotation speed selected by the SELECT HIGH switch, an MR signal as the result of logical OR of the MR signals supplied to a pump in each anti-skid actuator, and vehicle deceleration x_g.

6. An anti-skid controlling system for a vehicle as set forth in claim 1, wherein the vehicle is a front engine rear drive type.