JP2002002467A - Brake control system provided with elastic wheel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance controllability for a brake control system. SOLUTION: This control system with an elastic wheel comprises a brake control system 2 for controlling brake fluid pressure by signals of at least pressurization and pressure reduction out of signals of the pressurization, holding and the pressure reduction, and the elastic wheel 10 used for a wheel of an automobile provided with the bake system 2 and having elasticity at least in a rotational direction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake control system provided with an elastic wheel (a wheel in which a rim and a disk are connected by a damper having rubber or a metal spring, and the rim and the disk are rigid).

[0002]

2. Description of the Related Art The present applicant has previously filed Japanese Patent Application No. 2000-8
No. 9084 filed an application for a wheel with a damper (not disclosed at this stage). The damper-equipped wheel has an elastic body such as rubber interposed between the rim and the disk to reduce vertical vibrations, thereby reducing lumpy feeling in a region of 10 Hz or more and road noise in a region of 50 Hz or more. Was.

[0003]

However, Japanese Patent Application No. Hei.
The wheel with a damper (also referred to as an elastic wheel) described in 000-89084 has elasticity not only in the vertical direction but also in the rotational direction, and therefore has compliance in the braking direction (the rotational direction of the rim). A brake control system that controls the brake hydraulic pressure by at least a signal of increase, hold, or release of the brake oil pressure, such as an ABS (Anti Loc) signal.
k Brake-System), traction control (Tractio
n Control), Stability Control (Vehicle Stabi)
lity Control), there was concern that controllability would be worsened. SUMMARY OF THE INVENTION It is an object of the present invention to provide a brake control system with elastic wheels that improves the controllability of the brake control system.

[0004]

The present invention to achieve the above object is as follows. (1) A brake control system that controls a brake hydraulic pressure by at least a pressurization and depressurization signal out of pressurization, holding, and decompression signals, and at least a rotation direction used for a wheel of an automobile equipped with the brake control system. And an elastic wheel having elasticity. (2) The brake control system with elastic wheels according to (1), wherein the braking stop distance of the vehicle is shortened by using elastic wheels as compared with a case where no elastic wheels are used. (3) The use of the elastic wheel as the wheel shortens the time from the start of releasing the brake oil pressure to the return of the wheel speed to the target wheel speed, as compared to the case where the elastic wheel is not used. Brake control system with elastic wheels. (4) The elastic wheel according to (1), wherein the holding time after pressurizing the brake hydraulic pressure can be made longer or longer than when no elastic wheel is used by using the elastic wheel for the wheel. Brake control system. (5) The brake provided with the elastic wheel according to (1), wherein the use of the elastic wheel as the wheel can reduce or reduce the amount of depressurized brake hydraulic pressure when the brake hydraulic pressure is released as compared with the case where the elastic wheel is not used. Control system. (6) The brake control system with elastic wheels according to (1), wherein the brake control system includes at least one of ABS, traction control, and stability control. (7) The elastic wheel includes a rim, a disk separate from the rim, and a damper interposed between the rim and the disk and having elasticity between the rim and the disk at least in the direction of wheel rotation. 25) The brake control system with elastic wheels according to (1).

[0005] In the brake control system having the elastic wheels described in the above (1) to (7), the brake oil pressure is increased and maintained.
A brake control system that controls at least pressurization and decompression signals among decompression signals and an elastic wheel that has elasticity in at least the rotation direction are combined, so that when brake oil pressure is applied, rotational energy is stored in the rubber of the elastic wheels. In addition, the energy can be returned when the brake oil pressure is released, resulting in a faster return of the wheel speed to the target wheel speed, improving the brake control performance, and increasing the amount of brake application. Brake stopping distance can be shortened.

[0006]

FIG. 1 shows a vehicle equipped with a brake control system having an elastic wheel according to the present invention.
2 and 3 show the first embodiment of the elastic wheel, FIGS. 4 and 5 show the second embodiment of the elastic wheel, and FIGS. 6 to 9 show the first embodiment of the elastic wheel. Example 3
10 to 13 show various shapes of a rubber bead of the elastic wheel, and FIG. 14 shows a fourth embodiment of the elastic wheel.
FIG. 15 shows a fifth embodiment of the elastic wheel, and FIG.
6 to 18 show a sixth embodiment of the elastic wheel. FIG.
Shows the effect of the brake control system with elastic wheels, and FIGS. 20 to 34 are explanatory diagrams. Parts that are common or similar throughout all embodiments of the present invention are numbered the same throughout all embodiments.

First, common or similar parts will be described for all embodiments of the present invention. A brake control system 1 having an elastic wheel according to the present invention includes a brake control system 2 for controlling a brake oil pressure with at least a pressurization and a pressure reduction signal among a pressure increase, a hold and a pressure reduction signal, and an automobile equipped with the brake control system. And an elastic wheel 10 having elasticity at least in the rotation direction. The brake control system 2 includes a brake 3, a brake actuator 4, a computer 5, a tire rotation sensor 6, a yaw rate sensor 7, an engine 8, and an electronic throttle 9.

The brake control system 2 includes an ABS (Anti
Lock Brake-System), Traction Control (Tra
ction Control), stability control (Vehicle S
tability control). ABS applies tires 14 when braking.
Sensor 6 detects whether the vehicle is rotating at the speed corresponding to the vehicle speed.
This is a device that constantly monitors, and if the rotation is about to stop, releases the hydraulic pressure of the brake 3 to control it so as not to stop. Traction control is a device that compensates for the tires spinning during acceleration and not moving as expected. The rotation of the drive wheel is monitored by the rotation sensor 6 of the tire 14, and when the vehicle is about to spin (turn faster than the vehicle speed), the brake is applied to suppress the slip. At the same time, the throttle 9 is throttled to reduce the power of the engine 8. Stability control is a system that compensates for not only excessive acceleration / deceleration but also excessive steering to maintain the running stability of the vehicle. Basically, it is a system that uses the principle that the car deflects when the brakes are released, and mainly controls the brakes, but also uses cooperative control with the throttle to suppress excessive vehicle speed. It has a sensor 7 (gyro) for knowing the movement of the car.

The elastic wheel 10 includes a rim 11, a disk 12 separate from the rim, and a damper 13 interposed between the rim and the disk and having elasticity between the rim and the disk at least in the direction of wheel rotation. Become. Several examples of the elastic wheel 10 will be described below.

As shown in FIGS. 2 and 3, an elastic wheel 10 according to a first embodiment includes a rim 11 on which a tire 14 is mounted, a disc 12 made of cast aluminum or resin, or steel, and a wheel circumferential direction. And a damper 13 having a rubber portion 13a extending continuously over the entire circumference. The rubber portion 13a includes the disk 12 and the rim-side members 13b and 13c.
The rim-side member 13b is pressed against the step portion of the rim 11 in the axial direction of the wheel (not welded, and the torque is applied only by the pressing friction force to the rim 11).
And the rim side member 13b), the rim side member 1
3c is welded to the rim 11 with the rubber portion 13a compressed in the wheel axis direction. Rubber part 13 of damper 13
a is a soft spring in the in-plane direction (up and down, left and right directions), and elastically deforms in the wheel circumferential direction when a driving or braking torque is applied.

As shown in FIGS. 4 and 5, the elastic wheel 10 of the second embodiment has a damper 1 of the elastic wheel of the first embodiment.
The partition plate 13 extending in the circumferential direction of the wheel on the rubber portion 13a
d is inserted. Rubber of rubber part 13a and partition plate 1
3d is vulcanized and bonded. By inserting the partition plate 13d, the rigidity in the lateral direction and the slip angle direction is increased to improve the operability. Even if the partition plate 13d is inserted, the rigidity in the direction parallel to the partition plate 13d does not change much, so that the same performance as the brake control wheel of the first embodiment can be exhibited. Others are the same as the first embodiment.

As shown in FIGS. 6, 7, 8, and 9, a resilient wheel 10 according to a third embodiment includes a rim 11 on which a tire 14 is mounted and a disc made of aluminum or resin cast or steel. 12 and a damper 13 having a rubber portion 13a extending continuously over the entire circumference in the wheel circumferential direction. The rubber portion 13a is of a compression type that is compressed when the rim and the disk are relatively displaced in the vertical direction, and is vulcanized and bonded to the disk 12 and the rim 11. Damper 13
The rubber portion 13a is a soft spring in the in-plane direction (up and down, left and right directions), and elastically deforms in the wheel circumferential direction when a driving or braking torque is applied. A stopper 15 for preventing detachment is provided. In addition, one rim flange 16 is formed separately from the other rim portions, so that the tire 14 can be inserted from the side in the axial direction of the rim 11. After the tire 14 is inserted, the rim flange is fitted to the rim bead seat portion, and the rim flange is turned at a predetermined angle in the circumferential direction so that the rim flange 16 is axially engaged with the rim bead seat portion.
The detent pin 17 is driven in. A plurality of holes 18 are formed in the rubber portion 13a of the damper 13, so that the damper 13 is a spring that is hard in the slip angle direction and soft in other directions. Since it is necessary to remove the core during molding, the hole 18 is formed in a direction parallel to the wheel axis. In the example shown in FIG.
Each bead shape is circular.

The shape of the hole 18 is not limited to the circular shape shown in FIG. 6, but may be an ellipse which is long in the circumferential direction as shown in FIG. 10 or perpendicular to the circumferential direction as shown in FIG. The shape may be an ellipse that is long in the direction, a trapezoid as shown in FIG. 12, or a polygon as shown in FIG.

As shown in FIG. 14, an elastic wheel 10 according to a fourth embodiment includes a rim 11 on which a tire 14 is mounted and a cast or steel disc 1 made of aluminum or resin.
2 and a damper 13 having a rubber portion 13a extending continuously over the entire circumference in the wheel circumferential direction. The rubber portion 13a is of a compression type that is compressed when the rim and the disk are relatively displaced in the vertical direction, and is vulcanized and bonded to the disk-side member 19 and the rim 11. The disk side member 19 is fixed to the disk 12 by a rivet 20. The rubber portion 13a of the damper 13 is a relatively stiff spring in the in-plane direction (up and down, left and right directions), and is very firm in the lateral and slip angle directions with emphasis on stability, and in the wheel circumferential direction. Is a relatively soft spring, which emphasizes brake controllability. In addition, one rim flange 16 is formed separately from the other rim portions, so that the tire 14 can be inserted from the side in the axial direction of the rim 11. After the tire 14 is inserted, the rim flange is fitted to the rim bead seat portion, and the rim flange is turned at a predetermined angle in the circumferential direction so that the rim flange 16 is axially engaged with the rim bead seat portion.
The detent pin 17 is driven in. 21 is a sealing material.

As shown in FIG. 15, an elastic wheel 10 according to a fifth embodiment includes a rim 11 on which a tire 14 is mounted and a cast or steel disc 1 made of aluminum or resin.
2 and a damper 13 having a rubber portion 13a extending continuously over the entire circumference in the wheel circumferential direction. The rubber portion 13a is of a compression type that is compressed when the rim and the disk are relatively displaced in the vertical direction.
Vulcanized adhesive. 22 is the rim 11 of the disk 12
This is a fail-safe stopper that prevents the stopper from coming off. The rubber portion 13a of the damper 13 is a very hard spring in the in-plane direction (up and down, left and right directions), and is very hard in the lateral and slip angle directions with emphasis on stability, and in the wheel circumferential direction. Although it is a fairly rigid spring in the (rotational direction), it can contribute to brake controllability. The rim flange 16 on one side is formed separately from the other rim portion, thereby allowing the tire 14 to be mounted on the rim 1.
1 can be inserted from the side in the axial direction. After the tire 14 is inserted, the rim flange is fitted to the rim bead seat portion, the rim flange is turned by a predetermined angle in the circumferential direction, the rim flange 16 is axially engaged with the rim bead seat portion, and the detent pin 17 is driven. deep.
21 is a sealing material.

The elastic wheel 10 of the sixth embodiment is shown in FIGS.
As shown in FIG. 18, the rim 11 on which the tire 14 is mounted
And a disc 12 made of cast or steel of aluminum or resin, a rubber portion 13a extending continuously over the entire circumference in the wheel circumferential direction, and a metal spring (S-shaped) extending continuously over the entire circumference in the wheel circumferential direction. A damper 13 having a undulating shape and extending in the circumferential direction is shown as an example, but a metal spring of another shape may be used. As shown in FIG. 18, the rubber portion 13 a uses a slightly thick rubber band, and is sandwiched by applying pressure with the bracket 24. The rubber portion 13a is only pressed against the disk 12 and the bracket 24, and is not vulcanized. The surface of the disk 12 and the bracket 24 is knurled (jagged) to prevent slippage in the rotation direction. The spring composed of the rubber portion 13a and the metal spring 23 of the damper 13 has a lateral and slip angle direction.
Mainly supported by the rubber portion 13a, the rigidity is high and the operability is secured. In the in-plane direction, the metal spring 23
Soft and supported by. Also, the dynamic performance is low and the noise performance is good. In the rotation direction, the rubber part 13a and the metal spring 23 support the elastic part. Effectively works for brake control.

In the brake control system equipped with an elastic wheel according to the present invention, as will be described later with reference to FIGS. 19 (showing a comparison between the present invention and the prior art), FIG. 21 (conventional), and FIG. By using the wheel 10, the braking stop distance L of the vehicle equipped with the ABS is shorter than L 'when no elastic wheel is used. In addition, by using the elastic wheel 10 for the wheel, the time T ₀ from the start of releasing the brake oil pressure to the return of the hydraulic wheel speed to the target wheel speed is shorter than the return time T ₀ ′ when the elastic wheel is not used. Shortened. In addition, since the elastic wheel 10 is used as the wheel, the holding time T ₁ after pressurizing the brake hydraulic pressure becomes T when the elastic wheel is not used.
Can be longer or longer than ₁ '. Further, by using the elastic wheel 10 for the wheel, the pressure reduction amount P of the brake oil pressure when the brake oil pressure is released is reduced.
It can be reduced or reduced as compared to P 'when no elastic wheel is used.

The above-mentioned reason and principle will be described with reference to FIGS. First, I tested the shortening of the braking distance. The elastic wheel 10 includes the rim 11 and the disc 1
Because of the elastic coupling of No. 2, there is compliance in the braking direction (the rotation direction of the rim), and there is concern that this compliance may lead to problems such as "vibration during braking" and "instability of ABS operation". However, in actual running tests, rather than stopping on a basalt road (a low μ road for ABS), it seems that braking stability is improved and the braking distance is shortened when the ABS is operated on a wet road. I measured the distance. The results are shown in FIG. In the figure, aluminum is a conventional aluminum wheel having no damper rubber, and S indicates an elastic wheel. The measurement condition is a stopping distance at the time of full braking from 60 km / h. Naturally, the same tire is used for the aluminum wheel and the elastic wheel. As is clear from FIG. 19, the stopping distance of the elastic wheel 10 is about 5% or more shorter than that of the conventional aluminum wheel. The fact that stopping distances are different just by changing wheels is something that was not considered with conventional common sense. The reason why the stopping distance is shortened is considered as follows.

First, the operation principle of the ABS and the conventional characteristics will be described. The ABS is a device for reducing the stopping distance and directional stability by preventing wheel lock during braking, and performs the following control. FIG. 20 shows the friction characteristics of the tire when the brake is applied. The wheel slip ratio is a value calculated by S = (V−V _t ) / V _t S: slip ratio V: ground speed V _t : tire speed. μ is a dimensionless number representing the braking force obtained from the tire in the form of a friction coefficient. Although depending on the road surface conditions, μ reaches a peak when the slip ratio slightly exceeds 0.1, and thereafter generally decreases. On the other hand, the cornering force (CF) that supports the vehicle in the lateral direction decreases as the slip ratio increases. ABS is a device that controls the slip ratio so that both the braking force and CF are compatible. Normally, control is performed with a target of a slip ratio of 0.07 to 0.09. Specifically, the wheel rotation speed (for each of the four wheels) and the vehicle speed are constantly monitored by sensors, and the slip ratio of each tire with respect to the vehicle speed is set close to the target. As shown in FIG. 22 (conventional), the control is performed by releasing and adjusting the brake hydraulic pressure so that the wheel rotation does not drop. Actually, the following three signals are AB
It is sent to the control surface of S and executed. ○ Depressurization: Release the hydraulic pressure of the brake ○ Hold: Maintain the hydraulic pressure of the brake ○ Pressure increase: Increase the hydraulic pressure of the brake Recently, there are more systems that do not have a holding signal and control only with the “increase / decrease” signal. .

The movement of the wheel when the brake hydraulic pressure is released will be described. Consider the speed of return when the wheel pressure is released by releasing the brake oil pressure. In the case of a conventional wheel, as shown in FIG.
A braking force F substantially proportional to the speed difference (slip ratio: S) between _t and the ground speed V is obtained. This F remains even when the brake is released (FIG. 23), and functions to return the rotation of the tire. The return moment M at that time is M = F × d (d is the radius of the tire). By this moment, the wheel is given a rotational acceleration d ² θ / dt ² , and the wheel returns to rotation. d ² θ / dt ² is I _t × (d ² θ / dt ² ) = M
(Where I _{t is} the rotational moment of the wheel). On the other hand, in the case of the elastic wheel 10, as shown in FIGS. 24 and 25, the disk at the center and the rim at the periphery are elastically coupled in the rotation direction, and the braking force F when the brake is applied is The spring (specifically, a rubber damper) is deformed, and is stored therein as strain energy. Therefore, when the braking force is released by releasing the brake, a different force balance acts on the disc and the rim, and the relationship is as follows. Disk: M ₁ −M ₂ = I ₁ × (d ² θ ₁ / dt ² ) Rim: M ₂ = I ₂ × (d ² θ ₂ / dt ² ) where M ₂ is the moment reaction force

In order to simplify this relationship, it is assumed that the relationship is replaced with a spring-mass model as shown in FIG. The upper model in FIG. 26 shows a conventional wheel. The mass m is supported by the brake, and is balanced with the braking force. The model below FIG. 26 is a model of the elastic wheel. Mass m ₁ represents a rim portion (including a tire), and m ₂ represents a disk portion (including a drive system). m ₁ is a braking force and the internal accumulation force,
m ₂ is supported inside the storage power and braking, are balanced. M, m ₁ , m after releasing the brake from this state
Consider each of the _two movements.

In the case of a conventional wheel, when the brake is released,
As shown in FIG. 27, since m is pulled to the left by the force of F, if its acceleration is d ² x / dt ² , d ² x / d
t ² = F / m. Since F decreases with the movement of m, d ² x / dt ² gradually decreases to zero as shown in FIG. Therefore, the speed dx / dt of m changes as a first-order lag as shown in FIG.

With the elastic wheel, when the brake is released,
As shown in FIG._TwoIs the internal accumulation power
Make similar movements. Where m_Two<M, so d^Twox_Two
/ Dt^TwoIs larger and therefore dx_Two/ Dt is also large
Good. Also, since the spring of the internal accumulation force is strong, m_TwoMovement
Is also fast. m₁The moment the brake is released, the return force and internal storage
Since the momentum is balanced, the acceleration d^Twox₁/ Dt^TwoIs
It is zero. But over time m_TwoMoves and accumulates inside
D^Twox₁/ Dt^TwoIs increasing, m
_TwoReaches a peak when it stops moving, then₁Movement
Decrease with. With it dx₁/ Dt is second order late
Make a radical change. After all, m₁<M so dx₁/ D
t is also d^Twox₁/ Dt ^TwoIs also larger than conventional wheels.

FIG. 32 shows a comparison between the movement of the rim and the tire portion between the conventional wheel and the elastic wheel, with the scale of the vertical and horizontal axes being adjusted. That is,
The wheel rotation speed dx / dt of the conventional wheel slowly recovers with a first-order lag, whereas the wheel rotation speed dx ₁ / dt of the elastic wheel changes with a second-order lag. Recover. Where m = m ₁ +
So m _2, the final rate of rotation coincides. As a result, the return of the wheel rotational speed is fast only in the hatched portion in FIG. Therefore, as shown in FIG. 21 and FIG. 34, by using the elastic wheel 10 for the wheel, the return time T ₀ from the start of releasing the hydraulic pressure at the time of releasing the brake hydraulic pressure to the target wheel speed of the wheel speed is reduced by using the elastic wheel. In this case, the return time T ₀ ′ is shorter than the return time T ₀ ′.

Next, the reason for shortening the ABS stopping distance will be described. ABS lowers the brake oil pressure when the brake slows the tire rotation and is about to lock,
Control to increase tire rotation. The return force at that time relies solely on the force to rotate the tire from the ground. However, since the tires are also connected to the drive system of the car and have a large inertial mass, the rotation does not recover easily.
This causes the control of the BS to be rough.

As shown in FIG. 33, the elastic wheel is elastically connected to the rim and the disk, so that there is compliance in the rotational direction and a spring system exists. When a braking force is applied, the spring deflects and accumulates strain energy between the disk and the rim. When the braking force is released, this energy moves the disk portion first, and then moves the rim portion. As a result, the rim portion is affected by the mass of the disk portion with a time delay, and the movement becomes second-order lag. In addition, since the mass to be moved is small, the movement is fast (according to the mechanism described above). Assuming that the rotation speed of the tire returns twice as fast by this mechanism, the control characteristic diagram of FIG. 21 is redrawn as shown in FIG. By doubling the return speed at the time of depressurization, control becomes finer, and the amount D by which the wheel speed deviates from the target speed decreases. Therefore, the average deceleration becomes large, and as shown in FIG.
Shorten to

As can be seen from the control diagram of FIG.
Since the deviation D in the direction in which the wheel speed decreases from the target speed is particularly small, the cornering force CF is sufficiently secured,
Vehicle stability during braking is improved. Above phenomenon is ABS
It can be easily predicted by simulation calculation of control. Conventionally, the ABS is configured with a prediction control logic on the assumption that tire rotation returns slowly. In other words, when the speed is about to fall below the target speed, decompression starts early,
The amount of decompression is also greatly reduced. The use of the elastic wheel eliminates the need for this early pressure reduction, and the holding time T ₁ after pressurizing the brake hydraulic pressure is longer (as indicated by the dotted line in FIG. 34) than T ₁ ′ when the elastic wheel is not used. Can be or has been long. Further, when the elastic wheel is used, a large amount of pressure reduction is not required, and the pressure reduction amount (pressure reduction width) P when releasing the brake hydraulic pressure is compared with the pressure reduction amount (pressure reduction width) P ′ when the elastic wheel is not used. It can be reduced or shortened (as indicated by the dotted line in FIG. 34). As a result, the amount of the brake oil pressure (the area under the brake oil pressure curve in FIG. 34) increases as compared with the conventional case, and the braking stop distance naturally becomes shorter. At present, almost 100% of vehicles are equipped with ABS, so that the elastic wheel 10 shortens the stopping distance of the vehicle.

The above is the ABS of the brake control system.
As described in detail in the application to the above, the quick return of the wheel speed to the target wheel speed by the elastic wheel is effective in the direction of increasing the controllability for the overall control using the brake, and the traction described above is effective. It is also effective for systems such as control and stability control. For example, in traction control, apply the brakes when the tires slip faster than the ground speed when accelerating, and if you drive without slipping, the same as ABS above when braking and releasing When the vehicle wakes up, the wheel speed returns to the target wheel speed more quickly, so that the controllability of the traction control can be improved. In the stability control, if the brake is applied to one of the wheels to prevent the spin when the vehicle is about to spin, the above A is applied when the brake is released.
The same as in the case of the BS, the return of the wheel speed to the target wheel speed becomes faster, and the controllability of the stability control can be improved.

[0029]

According to the brake control system having the elastic wheels according to the first to seventh aspects, the brake hydraulic pressure is increased and maintained.
A brake control system that controls at least pressurization and decompression signals among decompression signals and an elastic wheel that has elasticity in at least the rotation direction are combined, so that when brake oil pressure is applied, rotational energy is stored in the rubber of the elastic wheels. In addition, the energy can be returned when the brake oil pressure is released, resulting in a faster return of the wheel speed to the target wheel speed, improving the brake control performance, and increasing the amount of brake application. Brake stopping distance can be shortened.

[Brief description of the drawings]

FIG. 1 is a side view of a vehicle equipped with a brake control system having elastic wheels according to an embodiment of the present invention.

FIG. 2 is a half sectional view of an elastic wheel mounted on the brake control system with elastic wheels according to the first embodiment of the present invention;

FIG. 3 is a front view of a quarter of the elastic wheel of FIG. 2;

FIG. 4 is a half sectional view of an elastic wheel mounted on the brake control system with elastic wheels according to the second embodiment of the present invention;

FIG. 5 is a front view of a quarter of the elastic wheel of FIG. 4;

FIG. 6 is a half sectional view of a third embodiment of the elastic wheel mounted on the brake control system with the elastic wheel according to the embodiment of the present invention.

7 is a cross-sectional view of the elastic wheel of FIG. 6 at a central portion in the axial direction.

FIG. 8 is a front view of a quarter of the elastic wheel of FIG. 6;

FIG. 9 is a sectional view taken along line AA of FIG. 8;

FIG. 10 is a partial front view of another example of a hole in a rubber portion of the elastic wheel of FIG. 6;

FIG. 11 is a partial front view of another example of a hole in a rubber portion of the elastic wheel of FIG. 6;

FIG. 12 is a partial front view of another example of a hole in a rubber portion of the elastic wheel of FIG. 6;

FIG. 13 is a partial front view of another example of a hole in a rubber portion of the elastic wheel of FIG. 6;

FIG. 14 is a half sectional view of an elastic wheel mounted on the brake control system with elastic wheels according to the fourth embodiment of the present invention.

FIG. 15 is a half sectional view of a fifth embodiment of the elastic wheel mounted on the brake control system with the elastic wheel according to the embodiment of the present invention.

FIG. 16 is a cross-sectional view illustrating a part of a sixth embodiment of the elastic wheel mounted on the brake control system with the elastic wheel according to the embodiment of the present invention.

FIG. 17 is a sectional view taken along line AA of FIG. 16;

FIG. 18 is a perspective view of a part of a rubber portion of the elastic wheel of FIG.

FIG. 19 is a bar graph of the braking stop distance of an ABS vehicle between an elastic wheel and a conventional wheel.

FIG. 20 is a graph of μ of an ABS vehicle versus a wheel slip ratio.

FIG. 21 is a graph of wheel speed, wheel acceleration, brake oil pressure, signal versus time for a conventional wheel-mounted ABS vehicle.

FIG. 22 is a front view of a conventional wheel when brake hydraulic pressure is applied.

FIG. 23 is a front view of the conventional wheel when the brake hydraulic pressure is released.

FIG. 24 is a front view of the elastic wheel when a brake hydraulic pressure is applied.

FIG. 25 is a front view of the elastic wheel when the brake hydraulic pressure is released.

FIG. 26 is a vibration model diagram of a conventional wheel and an elastic wheel.

FIG. 27 is a vibration model diagram of a conventional wheel.

FIG. 28 is a graph of speed and acceleration of a conventional wheel versus time.

FIG. 29 is a vibration model diagram of an elastic wheel.

FIG. 30 is a graph of speed and acceleration of the disk portion of the elastic wheel versus time.

FIG. 31 is a graph of speed and acceleration of a rim portion of an elastic wheel versus time.

FIG. 32 is a graph of speed and acceleration of a rim and a tire portion versus time, showing a conventional wheel and an elastic wheel on the same graph.

FIG. 33 is a model diagram of an elastic wheel.

FIG. 34 is a graph of wheel speed, wheel acceleration, brake oil pressure, signal versus time for an ABS vehicle with elastic wheels.

[Explanation of symbols]

 Reference Signs List 1 brake control system with elastic wheel 2 brake control system 3 brake 3 4 brake actuator 5 computer 6 tire rotation sensor 7 yaw rate sensor 8 engine 9 electronic throttle 9 10 elastic wheel 11 rim 12 disk 13 damper 13a rubber portion 13b, 13c rim side member 13d Partition plate 14 Tire 15 Stopper 16 Rim flange 17 Detent pin 18 Quick hole 19 Disc side member 20 Rivets 21 Seal material 22 Fail safe stopper 23 Metal spring 24 Bracket

Claims (7)

[Claims] 1. A brake control system for controlling a brake hydraulic pressure by at least a pressurization and depressurization signal among pressurization, holding, and decompression signals, and at least a brake control system used for a wheel of a vehicle equipped with the brake control system. An elastic wheel having elasticity in a rotational direction; 2. The brake control system with elastic wheels according to claim 1, wherein the braking stop distance of the vehicle is shortened by using elastic wheels as compared with a case where no elastic wheels are used. 3. The use of an elastic wheel for the wheel can reduce or reduce the time from the start of releasing the brake oil pressure to the return of the wheel speed to the target wheel speed as compared with the case where no elastic wheel is used. The brake control system with an elastic wheel according to claim 1, wherein 4. The elasticity according to claim 1, wherein the holding time after pressurizing the brake hydraulic pressure can be made longer or longer by using an elastic wheel as compared with the case where no elastic wheel is used. Wheel equipped brake control system. 5. The use of an elastic wheel for the wheel reduces the amount of pressure reduction in the brake hydraulic pressure when the brake hydraulic pressure is released.
The brake control system with resilient wheels according to claim 1, wherein the system can be reduced or reduced compared to the case without resilient wheels. 6. The brake control system according to claim 1, wherein the brake control system includes at least one of ABS, traction control, and stability control. 7. The elastic wheel includes a rim, a disk separate from the rim, and a damper interposed between the rim and the disk and having elasticity between the rim and the disk at least in the direction of wheel rotation. The brake control system with an elastic wheel according to claim 1.