JP2900001B2 - Vehicle anti-lock brake device and vehicle traction control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-lock brake device for a vehicle and a traction control device for a vehicle for preventing excessive lateral slip due to steering wheel operation or road surface conditions during traveling of the vehicle and ensuring steering performance. .

[0002]

2. Description of the Related Art An anti-lock brake device (abbreviated as ABS) for preventing an excessive slip in a rotating direction of a wheel (a direction in which a wheel advances due to rotation) while a vehicle is running, or an anti-lock brake device during acceleration. A traction control device (referred to as TCS) for preventing the traction is known. These devices keep the slip in the direction of rotation of the wheel low, so that the road surface maintains a high frictional force (lateral force) in the direction perpendicular to the direction of wheel rotation acting on the wheel, and excessive lateral slip (in the direction of wheel rotation). The purpose of the present invention is to prevent the slipping of the wheels in the vertical direction) and to ensure the steering performance, and also to realize a high braking force (force for braking the vehicle body) or a high acceleration force (force for accelerating the vehicle body). Is what you do. That is, these devices function to prevent loss of steering performance due to excessive lateral slip during braking or acceleration of the vehicle. It does not prevent loss of sex. Even during steady running, when turning by steering wheel operation, or when running on a special road surface such as a split road surface (a road surface where there is a step between the left and right wheels of the vehicle due to the road surface friction coefficient), etc. In this case, it is possible that excessive lateral slip occurs and the steering performance is lost.
S and TCS have the disadvantage that they cannot be prevented and are powerless. In addition, even when braking or accelerating, only A for controlling the slip in the rotational direction of the wheel is used.
BS and TCS have the disadvantage that when turning by the above-mentioned steering wheel operation, or when traveling on a special road surface such as a split road surface, lateral slip is excessively generated and steering performance may be lost. doing.

[0003]

SUMMARY OF THE INVENTION The present invention eliminates the above-mentioned problems of the prior art, and is suitable for use in turning by a steering wheel or traveling on a special road surface such as a split road surface. It is an object of the present invention to provide an anti-lock brake device for a vehicle and a traction control device for a vehicle that employs a lateral force detection value obtained by a lateral force sensor that prevents lateral slip and ensures steering performance.

[0004]

According to a first aspect of the present invention, there is provided an anti-lock brake device which responds to emergency braking while a vehicle is running. A lateral force sensor having an axle or a buried and fixed in a hole formed near the axle so as to coincide with the center axis of the stress, and the lateral force sensor directly detects the lateral force acting on the wheel with the lateral force sensor. A lateral force change or lateral acceleration of the vehicle is calculated based on the lateral force change or lateral acceleration , the vehicle speed, and the steering angle.
Alternatively, determine whether the lateral acceleration has exceeded the turning area,
When the vehicle exceeds the turning area, the braking force is controlled and the steering angle of the steering wheel is suppressed or corrected in accordance with the change in the lateral force or the lateral acceleration, and a warning is issued to persons inside and outside the vehicle. It is a feature. The present invention according to claim 2 is a traction control device that responds to emergency acceleration when the vehicle starts and when the vehicle is running,
A lateral force sensor having a strain gauge is embedded and fixed in a hole formed near the axle or near the axle so as to coincide with the center axis of stress, and the lateral force sensor directly detects the lateral force acting on the wheel, and detects the lateral force. A change in lateral force or lateral acceleration of the vehicle is calculated based on the detected value, and the change in lateral force is calculated based on the change in lateral force or the lateral acceleration , the vehicle body speed, and the steering angle.
In other words, it is determined whether or not the lateral acceleration has exceeded the turning area. When the lateral acceleration has exceeded the turning area, the brake steering force of each wheel and / or the opening of the engine throttle valve according to the change in the lateral force or the lateral acceleration. In addition to controlling the degree, the steering angle of the steering wheel is suppressed or corrected, and a warning is issued to persons inside and outside the vehicle.

[0005]

According to the first aspect of the present invention, when the change in lateral force or lateral acceleration exceeds the turning area, the braking force is controlled and the steering wheel is steered according to the change in lateral force or lateral acceleration. Since the angle is suppressed or corrected and an alarm is generated, excessive slip and side slip are prevented when the vehicle turns while running the vehicle or when the vehicle starts to slip or spin on a split road surface or the like. Not only is secured, but it is also double safe because people inside and outside the vehicle can recognize that the running state of the vehicle is in danger. Moreover, the lateral force sensor with strain gauges, embedded and fixed in the hole formed to correspond to the stress center axis near the axle or axle, the lateral force detecting directly acting on the wheel in the lateral force sensor, the Based on lateral force detection value
To calculate the change in lateral force or lateral acceleration of the vehicle
Use of lateral force change or lateral acceleration, body speed and steering angle
To determine whether or not it has exceeded the turning area.
Because there is no need to measure the lining torque,
, Heavy, expensive and slow-response six-component force measuring device
No need to be used and therefore accurate and responsive
Fast detection can be performed, and quick and appropriate control according to road surface conditions and the like can be realized. According to the second aspect of the present invention, when the change in the lateral force or the lateral acceleration exceeds the turning area, the brake steering force of each wheel and / or the engine throttle valve is changed according to the change in the lateral force or the lateral acceleration. Since the opening is controlled, the steering angle of the steering wheel is suppressed or corrected, and an alarm is issued, excessive slip and side slip are prevented when the vehicle turns due to the start of the vehicle and subsequent acceleration and steering. Not only is steering performance ensured, but it is also double safe because people inside and outside the vehicle can recognize that the running state of the vehicle is in a dangerous state.
Moreover, the lateral force sensor with strain gauges, embedded and fixed in the hole formed to correspond to the stress center axis near the axle or axle, the lateral force detecting directly acting on the wheel in the lateral force sensor, the Changes in the lateral force of the vehicle based on the detected lateral force
Or lateral acceleration is calculated, and the lateral force changes or
Crosses the turning area using the lateral acceleration, the vehicle speed, and the steering angle.
The self-aligning torque.
It is not necessary to measure the weight in large-size and heavy
There is no need to use an expensive and slow-response
Therefore, detection with high accuracy and quick response can be performed, and quick and appropriate control according to road surface conditions and the like can be realized. In this specification, the turning area means a lateral force or a lateral acceleration within a predetermined deviation range from a predetermined lateral force or a lateral acceleration according to the vehicle speed and the steering operation.

[0006]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The embodiment shown here is an example of the embodiment, and the claims are not limited to the embodiment shown here. FIG. 1 is a block diagram showing the overall configuration of an embodiment of a steering safety device for turning a vehicle according to the present invention. In this embodiment, an oil pressure type brake mechanism is provided. The control device 1 outputs an output of a wheel speed sensor 3 for detecting a wheel speed related to the wheel 2 (the rotational peripheral speed of the wheel is expressed as Vw) and a lateral force (F).
s) to detect the output of the lateral force sensor 4 and the handle 5
Steering angle related to (the rotation angle of the steering wheel is described as θ)
And the output of a steering angle sensor 6 for detecting the steering angle, a brake actuator 8 for operating a brake device 7, a throttle valve drive actuator 10 for driving a throttle valve of an engine 9, a steering drive actuator 11 for correcting and driving a steering angle of a steering wheel, Also, it controls the alarm 12 that emits an alarm sound. Wheel speed sensor 3, lateral force sensor 4, brake device 7 relating to wheel 2
Is installed for each wheel. The control device 1 reads the detection values of the wheel speed sensor 3 and the lateral force sensor 4 of each wheel 2, and controls the brake device 7 of each vehicle radiation 2 via the brake actuator 8. For the lateral force sensor, for example, a known strain gauge such as a metal resistance wire strain gauge or a semiconductor strain gauge disclosed in Japanese Patent Application No. 3-130840 by the same applicant is used, and the strain gauge is installed on the axle or near the axle. hand,
Ru der to detect the stress acting directly on the four-wheel.

[0007] The control device 1 is composed of an electronic circuit including a micro-processor, a memory, and an input / output interface, and operates according to a program written in the memory in advance. Therefore, describing the flow of the program is sufficient as an explanation of the operation of the apparatus. A preferred specific example of the program flow of the control device 1 is described in FIG. The control device 1 periodically executes a routine (process) described in the flow shown in FIG. This period is, for example, about 1 msec to 5 msec. The routine is started from step 100. In step 101, the wheel speed (Vw) of each wheel 2 is read. Next, in step 102, the vehicle speed (the traveling speed of the vehicle and expressed as Vs) is calculated. Then step 1
Go to 03 and read the steering angle (θ). Next, in step 104, the target value of the lateral acceleration is obtained from Vs and θ (the lateral acceleration when there is almost no lateral slip is expressed as Gsc).
Is calculated. Next, in step 105, the lateral force (Fs) of each wheel 2 is read. Subsequently, in step 106, the lateral acceleration of the vehicle body (the lateral acceleration of the vehicle body is expressed as Gs) is calculated from Fs of each wheel. Next, step 10
At 7, it is determined whether or not the absolute value of Gs has deviated from the absolute value of Gsc by a predetermined reference value (g0) or more (ie, has not deviated from the turning area). g0 is a positive constant and the value is, for example, 0.1 g (g is a gravitational constant). If the judgment content is not satisfied (if the judgment result is No), the routine proceeds to step 113 and this routine is ended. If the judgment content is satisfied (if the judgment result is Yes), the process proceeds to step 108, and if the brake is already operated, the operation of the brake is stopped or the braking force (force for braking the wheel) is reduced. Command to the brake actuator 8. Next, in step 109, if the lateral acceleration is in the left direction of the vehicle, the brake actuator 8 is instructed to increase the braking force of the right wheel to the braking force of the left wheel. In the case of the right direction, the brake actuator 8 is instructed to make the braking force of the left wheel stronger than the braking force of the right wheel. Subsequently, the routine proceeds to step 110, where the throttle valve drive actuator 10 is instructed to reduce the opening of the throttle valve of the engine to suppress the power of the engine. Next, in step 111, the steering drive actuator 11 is instructed to decrease the steering angle 9. Subsequently, in step 112, the alarm device 12 is instructed to generate an alarm sound. Next, the routine proceeds to step 113, and this routine ends. In steps 108 to 112, only one or a plurality of them may be executed.

The control device 1 also serves as an ABS or TCS control device.
This routine is executed after the execution of this routine. If the determination is not satisfied in step 107, the instruction of the braking force in ABS or TCS and the instruction of the opening of the throttle valve are not changed. Step 10
If the judgment is satisfied in step 7, ABS or TCS
The instruction of the braking force and the instruction of the opening degree of the throttle valve in step (1) are changed as in steps (108) to (110). That is, in the braking force and the opening degree of the throttle valve, the instruction in this routine is AB.
It takes precedence over the instruction in S or TCS. As a result, it is possible to prevent the lateral slip of the wheels and secure the steering performance more preferentially than the braking performance (performance capable of stopping in a short distance) or the acceleration performance (performance capable of accelerating in a short time). .

[0009]

[Brief description of the drawings]

FIG. 1 is a block diagram of an overall configuration of a steering safety device for turning a vehicle according to an embodiment of the present invention.

FIG. 2 is a control device 1 configured by a computer circuit.
4 is a flowchart of the program in FIG.

[Explanation of symbols]

 Reference Signs List 1 control device 2 wheel 3 wheel speed sensor 4 lateral force sensor 5 handle 6 steering angle sensor 7 brake device 8 brake actuator 9 engine 10 throttle valve drive actuator 11 steering drive actuator 12 alarm

Continuation of the front page (56) References JP-A-59-223569 JP, A) JP-A-1-297357 (JP, A) JP-A-63-57374 (JP, A) JP-A-3-279064 (JP, A) JP-A-64-60475 (JP, A) JP-A-3-579 (JP, A) JP-A-4-300710 (JP, A) JP-A-2-68204 (JP, A) 38422 (JP, B2) (58) Field surveyed (Int. Cl. ⁶ , DB name) B60T 8/58

Claims (2)

(57) [Claims] 1. An anti-lock brake device that responds to emergency braking during running of a vehicle, wherein a lateral force sensor having a strain gauge is embedded in a hole formed in the axle or in the vicinity of the axle so as to coincide with a stress center axis. Fixed, the lateral force sensor directly detects the lateral force acting on the wheel,
As to calculate the change or the lateral acceleration of the lateral force of the vehicle based on the lateral force detection value, a change or the lateral acceleration of the lateral force
Changes in the lateral force based on the vehicle speed and the steering angle or
It is determined whether the lateral acceleration has exceeded the turning area, and when the lateral acceleration has exceeded the turning area , the braking force is controlled and the steering angle of the steering wheel is suppressed or corrected according to the change in the lateral force or the lateral acceleration, and An anti-lock brake device for a vehicle, wherein a warning is issued to persons inside and outside the vehicle. 2. A traction control device that responds to emergency acceleration during starting and running of a vehicle, wherein a lateral force sensor having a strain gauge is formed at or near an axle so as to coincide with a stress center axis. Buried and fixed in the hole, the lateral force sensor directly detects the lateral force acting on the wheel,
As to calculate the change or the lateral acceleration of the lateral force of the vehicle based on the lateral force detection value, a change or the lateral acceleration of the lateral force
Changes in the lateral force based on the vehicle speed and the steering angle or
It is determined whether or not the lateral acceleration has exceeded the turning area. When the lateral acceleration has exceeded the turning area, the brake steering force of each wheel and / or the opening of the engine throttle valve according to the change in the lateral force or the lateral acceleration are determined. A traction control device for a vehicle, wherein the traction control device controls the steering angle of the steering wheel while controlling or correcting the steering angle, and generates an alarm to persons inside and outside the vehicle.