JPH0649450B2 - Pseudo signal output device for anti-skidding evaluation - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention is an anti-skid evaluation pseudo signal output device, and is a rotational speed of wheels during sudden braking of a vehicle (hereinafter simply referred to as wheel speed). The present invention relates to a pseudo signal output device for anti-skid evaluation, which outputs a pseudo signal corresponding to.

[Prior Art] When the brake pedal is operated to increase the braking force while the vehicle is traveling, the wheels lock and the tires slip on the road surface. If the front wheels are locked, the vehicle may go straight even if it is steered. On the other hand, if the rear wheels are locked, the side effect may be lost and the tail swing (so-called skid) may occur. When applying the brake, it may be extremely disadvantageous for safety. Therefore, various anti-skid control devices (also called anti-lock control, etc.) have been proposed in recent years for the purpose of suppressing the deterioration of maneuverability and the occurrence of skid phenomenon due to the locking of the wheels and improving the safety during braking. It has been equipped.

In such an anti-skid control device, for example, the slip ratio is known from the rotation speed of the wheels and the virtual vehicle body speed, and the brake pressure is reduced, the pressure is increased, or the holding control is performed so that the slip ratio falls within a certain limit. The braking force applied to the wheels by the driver's brake operation is appropriately controlled.

When testing this type of device, a test car was actually run.

[Problems to be Solved by the Invention] However, the conventional tests described above have the following problems.

Since it was necessary to actually drive the car, a large-scale test facility and a great deal of labor were required. Especially when the test is conducted under various conditions such as the type of tire and the type of vehicle body, it takes a lot of time to set the conditions.

This was a safety issue because the driver had to actually run the car and brake suddenly.

Therefore, the present invention has been made for the purpose of solving the above-mentioned problems, and is configured as a simulator that does not actually drive a vehicle, does not require large-scale test equipment and a great deal of labor, and is a safe anti-skid evaluation. The purpose of the present invention is to provide a pseudo signal output device.

Structure of the Invention [Means for Solving Problems] In order to achieve the above object, the present invention has the following structures as means for solving the problems. That is, the present invention is the first
As shown in the figure, a pressure adjusting means M for adjusting the brake pressure from a hydraulic cylinder S that generates a brake pressure according to the depression of a brake pedal and applying the brake pressure to the hydraulic brake device B of each wheel M1.
2 and a control means M3 for controlling the pressure adjusting means M2 based on the wheel speed, and an anti-skid evaluation pseudo signal output device for an anti-skid device, wherein the brake pressure of the hydraulic brake device B is The brake pressure detecting means M6 for detecting, and from the time when the brake pressure is applied to the wheel M1 at the start of the evaluation, it should be generated in the wheel M1 based on the brake pressure detected by the brake pressure detecting means M6. Braking torque calculating means M4 for calculating braking torque data
And a pseudo signal generating means M5 for generating a pseudo signal corresponding to the wheel speed based on the braking torque data calculated by the braking torque calculating means M4 and inputting the pseudo signal to the control means M3. The main feature is a pseudo signal output device for evaluating antiskid.

Here, either or both of the front wheels and the rear wheels may be used as the wheel M1, and the wheel speed corresponding to the rotation speed of each wheel may be detected to control the brake pressure of each wheel. It is also possible to configure the brake pressure control only for the wheels.

The pressure adjusting means M2 adjusts the brake pressure applied to the wheels M1 by the driver's operation of the brake pedal, and has a configuration capable of increasing / decreasing pressure or holding operation in the brake pressure path. For example, it is already well known that an auxiliary pressure source is prepared, the pressure adjusting means is configured as a 2-position or 3-position valve, and is realized as a switching valve for reducing / increasing the brake pressure or reducing / holding / increasing the brake pressure. Are known.

The control means M3 controls the brake pressure adjustment of the pressure adjusting means M2 based on the wheel speed, and may be realized by an electronic circuit, or it may be a logic using a microcomputer that has become widespread in recent years. It can also be configured as an arithmetic circuit. In the latter case, according to a predetermined procedure stored in a predetermined storage means (ROM or the like), an external signal input, an internal logical operation, an external signal output, etc. are repeated. By this, this control means is realized.

The braking torque calculating means M4 calculates braking torque data expected to occur in the vehicle M1 based on the brake pressure. That is, the brake pressure is detected by the brake pressure sensor, and the braking torque data that is expected to be generated in the wheel is calculated from the detected brake pressure.

The pseudo signal generating means M5 is the braking torque calculating means M4.
A pseudo signal corresponding to the wheel speed is generated based on the data calculated by, and a preset wheel load W, a braking friction coefficient μ between the wheel and the road surface (hereinafter simply referred to as a friction coefficient), Wheel radius R, wheel moment of inertia I
It is calculated by combining with data such as. In addition, these preset data are resistance values in an electronic circuit,
This is due to the combination of capacitance values and the like, and in the case of using a microcomputer, storage means (ROM,
It is stored in RAM). When the above microcomputer is used, it is possible to easily change the constant with an input means such as a keyboard.

[Operation] The operation of the anti-skid evaluation pseudo signal output device of the present invention having the above configuration will be described.

Considering the torque balance around the axle, the wheel M1
Let Vω be the rotational speed of the vehicle, the temporal change rate ω of the rotational speed, the braking torque TB by the brake, and the road surface reaction force Wi · μ.
i · R has a relationship of (I / R) (− ωi) + Wi · μi · R = TB (i = FR, FL, RR, RL) (1). Here, I is the inertial weight (inertia) of the wheel M1, R is the effective radius of the wheel M1, μi is the coefficient of friction between the road surface and the wheel M1, and Wi is the vehicle body weight applied to the wheel M1 (hereinafter simply referred to as the vehicle body weight). . The variables with the above subscript i are the right front wheel FR, the left front wheel FL, the right rear wheel RR,
The value of the left rear wheel RL is different depending on each wheel, and it is necessary to use the value of the corresponding wheel.

When the formula (1) is modified to obtain the wheel speed Vω using the vehicle speed (hereinafter simply referred to as the vehicle initial speed) VS at the start of braking, the wheel speed Vω is (I = FR, FL, RR, RL). Therefore, the vehicle body weight Wi, the friction coefficient μi,
The wheel speed Vω can be easily known from the wheel radius R, the wheel inertial weight I, the braking torque TBi, and the vehicle body initial speed VS.

Therefore, if the braking torque TBi is obtained by the braking torque calculation means and all other variables are set in advance as constants,
The wheel speed Vω can be calculated. That is, in the anti-skid evaluation pseudo signal output device of the present invention, the braking torque calculation means M4 detects the braking torque data generated on the wheel at the time of braking, and the pseudo signal generation means M5 detects the relation of the above equation (2). A similar signal corresponding to the rotation speed signal of the wheel M1 is generated. The braking torque TBi has a relationship of TBi = KT · PB _i (3) (KT: brake pressure-braking torque conversion coefficient PB _i : brake pressure), and the anti-skid evaluation pseudo signal output device of the present invention is The braking torque TB _i is calculated from the brake pressure PBi detected by the brake pressure detecting means M6.

Therefore, the anti-skid evaluation pseudo signal output device of the present invention inputs the pseudo signal to the control means M3 in place of the actual wheel speed to adjust the pressure adjusting means M2.

[Embodiment] Next, an anti-skid evaluation pseudo-signal output device of the present invention will be described with reference to the drawings with reference to an embodiment.

FIG. 2 is a system diagram schematically showing the overall configuration of an anti-skid control device and an anti-skid evaluation pseudo signal output device equipped in a rear-wheel drive vehicle.

In the figure, 1 to 4 represent respective wheels of a vehicle, 1 is a right front wheel, 2 is a left front wheel, 3 is a right rear wheel, and 4 is a left rear wheel. Reference numerals 5 to 8 denote hydraulic braking devices, the hydraulic braking device 5 for the right front wheel 1, the hydraulic braking device 6 for the left front wheel 2, the hydraulic braking device 7 for the right rear wheel 3,
The hydraulic brake device 8 is provided on each of the left rear wheels 4. These hydraulic brake devices 5 to 8 receive the hydraulic pressure from the hydraulic cylinder 10 that generates the brake pressure in response to the depression operation of the brake pedal 9, and thus the wheels 1 to 4
Works to give a braking force to. Further, 11 to 14 are brake pressure sensors, respectively.
Is for the right front wheel 1, the brake pressure sensor 12 is for the left front wheel 2, and the brake pressure sensor 13 is for the right rear wheel 3
4 detects the brake pressure of the left rear wheel 4. On the other hand, the hydraulic pressure from the hydraulic cylinder 10 is controlled by an electronic control circuit 15, which will be described later, by actuators 16 to 19 corresponding to pressure adjusting means so that anti-skid of each wheel can be realized and a high control force can be obtained. It is configured to be appropriately decompressed / maintained / increased. Among the actuators 16 to 19, 16 is a right front wheel actuator corresponding to the hydraulic brake device 5 for the right front wheel 1, 17 is a left front wheel actuator corresponding to the hydraulic brake device 6 for the left front wheel 2, and 18
Is a right rear wheel actuator corresponding to the hydraulic brake device 7 of the right rear wheel 3, and 19 is a left rear wheel actuator corresponding to the hydraulic brake device 8 of the left rear wheel 4.

Numerals 20 to 23 are hydraulic lines for guiding the adjusted hydraulic pressure from the actuators 16 to 19 to the hydraulic braking devices 5 to 8, and 20 of these is a hydraulic braking device for the right front wheel actuator 16 and the right front wheel 1. 5, 21 is a hydraulic line provided between the left front wheel actuator 17 and the hydraulic brake device 6 of the left front wheel 2, and 22 is a right rear wheel actuator 18 and the right rear wheel. 3, a hydraulic line provided between the hydraulic brake device 7 and the hydraulic brake device 7, and 23 represents a hydraulic line provided between the left rear wheel actuator 19 and the hydraulic brake device 8 of the left rear wheel 4.

The right front wheel actuator 16, the left front wheel actuator 17, the right rear wheel actuator 18, and the left rear wheel actuator 19 are each provided with an electromagnetic solenoid valve 24 for switching the hydraulic pressure between a pressure increasing mode, a pressure maintaining mode and a pressure reducing mode. The hydraulic pressures output from 16 to 19 are transmitted to the brake wheel cylinders of the hydraulic brake devices 5 to 8 via the hydraulic pressure lines to brake the wheels 1 to 4.

The electronic control circuit 15 is equivalent to a control means, is operated by being supplied with power from the battery 25, and receives various input signals relating to the braking state of the vehicle, for example, a stop switch 26 for detecting a braking operation of the brake pedal 19. Signals, etc., and various control devices based on these signals,
Here, the control signal is output to the actuators 16 to 19 which control the brake pressure. The electronic control circuit 15 includes actuators 16 to 1
The indicator lamp 27 for notifying the driver that an abnormality has occurred in the system is also controlled when a failure such as disconnection occurs in any of 9 or when the brake hydraulic pressure sensors 11 to 14 are disconnected or short-circuited. .

Reference numeral 28 denotes an anti-skid evaluation pseudo signal output device according to an embodiment of the present invention, which inputs brake pressure signals and the like from the brake pressure sensors 11 to 14, and based on these signals, the right front wheel 1 and the left front wheel 2 , The right rear wheel 3, and the left rear wheel 4 are output to the microcomputer 15 as pseudo signals corresponding to their respective rotational speeds. In addition, the evaluation result output device 29 measures the travel distance until the brake pedal 9 is depressed and stopped.
Output to.

Next, the configurations of the electronic control circuit 15 and the anti-skid evaluation pseudo signal output device 28 will be described in detail.

The anti-skid evaluation pseudo signal output device 28 is the third
The circuit configuration is as shown in the figure, and 11 to 14 in the figure are brake pressure sensors, and the signals of the brake pressure sensors are input to the microcomputers 100 to 103, respectively. The microcomputers 100 to 103 are well-known CPUs 100a, 10
1a, 102a, 103a, and ROM 100b, 10
1b, 102b, 103b, and RAM 100c, 10
1c, 102c, 103c, and I / O circuit 100d,
101d, 102d, 103d etc. are provided. Reference numerals 104 and 105 denote initial speed setting devices for inputting the initial speed of the vehicle before braking with a volume or the like.
Input to 1 respectively. In addition, 2 of 104 and 105
Input of 0 to 200 km / h is possible with one initial speed setting device. Reference numerals 106 and 107 are road surface condition input devices for inputting road surface conditions at the time of braking, and are input to the microcomputer 102 by selecting asphalt, resin road, concrete, wet asphalt with a switch. Reference numeral 107 denotes a tire type input device for inputting the type of tire, which is input to the microcomputer 103 by selecting a normal tire, a radial tire, a snow tire, etc. with a switch. 10
8 to 111 are various data for the microcomputer 1
00 is a data transfer circuit that transfers the data to each of the units. Reference numerals 112 to 115 are pseudo signal generating circuits for generating pseudo signals corresponding to the rotation speeds of the wheels 1 to 4, respectively, and digital signals based on the rotation speed pseudo signals for each minute time Δt calculated by the microcomputers 100 to 103. Is generated. The pseudo signal generating circuit 112 outputs a pseudo signal of the rotation speed of the right front wheel,
The pseudo signal generation circuit 113 generates a pseudo signal of the rotation speed of the left front wheel, the pseudo signal generation circuit 114 generates a pseudo signal of the rotation speed of the right rear wheel, and the pseudo signal generation circuit 115 generates a pseudo signal of the rotation speed of the left rear wheel. To do. 116 is a power supply circuit, which is the battery 2
The power supply voltage supplied from 5 is supplied as a constant voltage to the entire apparatus. Reference numeral 29 denotes an evaluation result output device, which displays the travel distance calculated by the microcomputer 103 from the start of braking.

Subsequently, the electronic control circuit 15 has a circuit configuration as shown in FIG. In the figure, a pseudo signal generation circuit 11
2 to 115 pulse signals are used by the microcomputer 2
Enter 00. Reference numeral 201 denotes a buffer circuit electrically connected to the stop switch 26, and reference numeral 202 denotes a power supply circuit for supplying the power supply voltage supplied from the battery 25 as a constant voltage to the entire apparatus when the ignition switch 25a is turned on. The microcomputer 200 includes a well-known CPU 200a, ROM 200b, RAM 200c, I
The I / O circuit 200d and the like are provided. Reference numerals 203 to 209 denote drive circuits that output according to control signals from the microcomputer 35. Of these, 203 is a right front wheel actuator drive circuit for driving an electromagnetic solenoid valve of the right front wheel actuator 16, and 204 is a left side. The left front wheel actuator drive circuit for driving the electromagnetic solenoid valve of the front wheel actuator 17, 205 is the right rear wheel actuator drive circuit for driving the electromagnetic solenoid valve of the right rear wheel actuator 18, and 206 is the electromagnetic wave of the left rear wheel actuator 19. A left rear wheel actuator drive circuit for driving a solenoid valve, 207 is a main relay 20 having a normally open contact 208a.
8 is a main relay drive circuit for energizing the coil 208b of No. 8 to turn on the normally open contact 208a, and 209 is an indicator lamp drive circuit for lighting the indicator lamp 27. The main relay 208 is
In the unlikely event that the electronic control circuit 15 or the like fails, the drive circuit 20
Each actuator 16 to 19 by 3 to 206
It is for canceling the operation of and not performing anti-skid control.

Next, the processing and operation of the anti-skid evaluation pseudo signal output device 28 and the electronic control circuit 15 configured as described above will be described.

The anti-skid evaluation pseudo-signal output device 28 is also a pseudo-signal output device that also functions as an anti-skid evaluation (display of braking distance), and is configured to perform the processing shown in the flowchart showing the outline of the evaluation routine of FIG. It includes a portion corresponding to the braking torque detecting means and the pseudo signal generating means.

The evaluation routine shown in FIG. 5 is performed by the microcomputer 103 that performs processing relating to the left rear wheel, and the CPU 103a of the microcomputer 103 uses the ROM 1
The execution of the arithmetic processing is started according to the program preset in 03a.

This evaluation routine is started in step 300. First, in step 300, the process of initializing the software areas such as variables used in this evaluation routine is performed. Zero clear such as slip ratio S = 0, friction coefficient μ = 0, wheel radius R, wheel inertia moment I, wheel static load W
O _RL , wheel hydraulic pressure-braking torque conversion coefficient KT, center of gravity position H / L, vehicle body weight WB, gravity acceleration g, etc. are set by a software program. In the following step 301, it is determined whether or not the tester has instructed the start of this evaluation routine, and it is determined whether or not the start button has been pressed. If the start button has not been pressed, the processing of step 301 is repeated many times and waits for the input of the start button.

If the start is determined in step 301, the process proceeds to step 302. In step 302, a process of reading a signal from the tire type input device 107 is performed.

In the following step 302a, the tire type data read in step 302 is output to the other microcomputers 100 to 102, and the microcomputer 1
The data of the vehicle body initial speed VS and the road surface condition are read from 00 to 102.

In the following step 303, a function map used in step 310, which will be described later, showing the relationship between the friction coefficient μ _RL and the slip ratio S is selected. That is, one of the function maps determined by the tire type data read in step 302 and the vehicle body initial velocity VS and road surface condition data received from the microcomputers 100 to 120 in step 302a is selected. . An example of the above-mentioned function map is shown in FIG. 6. This function map shows the μ-S characteristic which changes with the road surface condition and the vehicle body initial speed VS when the tire type is normal and constant.

In the following step 304, it is determined whether or not the tire type data read in the above step 302 is changed by comparing with the previous time. When it is determined that the tire type data is changed, an alarm is turned on in step 305 and data is sent to the experimenter. When the change is notified and the experimenter confirms the change in the following step 306, the process proceeds to step 307. Meanwhile, step 3
If it is determined in 04 that the data has not been changed, the process directly moves to step 307.

In the following step 307, the left rear wheel brake pressure sensor 14
The process of reading the signal is performed. Incidentally, in this step 307, a process of A / D converting the read brake hydraulic pressure signal into a digital signal is also performed.

In the following step 308, a process of calculating the wheel speed Vω _RL is executed. By substituting the equation (3) into the equation (2), the rotation speed Vω _RL becomes The relationship is introduced. The wheel radius R, the wheel inertia moment I, and the wheel hydraulic pressure-braking torque conversion coefficient KT are values set in step 301, each wheel load W _RL is a value calculated in step 314 described later, and the friction coefficient μ _RL is a value calculated in step 310 described later,
Since PB _RL is the value read in step 307, the rotational speed Vω _RL of the left rear wheel 4 can be calculated. It should be noted that W _RL and μ _RL are calculated in steps of steps 307 to 315 of this time that have not yet been executed, and the above values are calculated using the values at the time of the previous steps of step 307 to step 315. However, since the time change Δt during that time is very short, the variation value of each data is small and the value of Vω _RL is sufficiently accurate.
Can be calculated.

In the following step 309, the wheel speed Vω _RL calculated in step 308 is output to the pseudo signal generating circuit 115.

In the following step 310, the slip ratio S _RL and the friction coefficient μ _RL are calculated. The slip ratio S _RL is (VB: vehicle speed Vω _RL : wheel speed). VB is obtained in step 314, which will be described later, and is obtained in the previous step 314, and Vω _RL is calculated in step 309. On the other hand, for the friction coefficient μ _RL , the friction coefficient μ _RL corresponding to the slip ratio S _RL can be calculated from the function map showing the μ-S characteristic curve of FIG. 6 selected in step 303.

In the following step 311, another microcomputer 1
Data is transferred between 00 and 102. The initial velocity VS from the microcomputers 100 and 101, the road surface condition data from the microcomputer 102, the three wheel loads W _i other than the left rear wheel 4, the friction coefficient μ _i of these wheels, etc. are received, and one of them is received. The tire type data, the wheel load W _RL of the left rear wheel 4, and the friction coefficient μ _{RL of the} wheel are stored in the microcomputers 100 to 102.
Etc. are configured to be sent respectively.

In the following step 312, the process of calculating the vehicle body deceleration B is performed. The vehicle body deceleration B is It can be calculated from the relationship. Right front wheel friction coefficient μ _FR , Right front wheel static load WO _FR , Left front wheel friction coefficient μ _FL ,
The left front wheel stationary load WO _FL , the right rear wheel friction coefficient μ _RR , and the right rear wheel stationary load WO _RR are transferred from any of the microcomputers 100 to 102 in step 311, and the left rear wheel is also used. Friction coefficient μ _RL is step 31
The load on the left rear wheel at rest, WO _RL , the acceleration of gravity g, the weight of the vehicle body WB, and the position of the center of gravity H / L are calculated in Step 3.
Since it is set at 00, the vehicle body deceleration B can be obtained.

In the following step 313, the process of calculating the vehicle body speed VB is performed. The vehicle body speed VB can be calculated from the relationship of VB = B · Δt + VB. That is, step 312
The vehicle body speed can be calculated by multiplying the vehicle body deceleration B obtained in step 1 by the time Δt required for one cycle from step 307 to step 315 and adding it to VB as the vehicle body reduced speed. Note that VB is an initial value, and the initial speed V at the start of braking, which is input in advance by the initial speed setters 104 and 105, is set.
S is set.

In the following step 314, the wheel load W _RL is calculated. The wheel load W _RL can be calculated from the relationship of W _RL = WO _RL + dW / 2, where WO _RL is the left rear wheel load when stationary, dW is the load movement due to vehicle body deceleration, and dW = -WB. It is a value obtained by H / L · B / g.

In the following step 315, it is determined whether or not the vehicle body speed VB is 0. That is, it is determined whether or not the vehicle body has stopped, and if it has stopped, the following step 31
Processing ends in 6. On the other hand, if the car body is still moving,
The process returns to step 307, and the processes from step 307 to step 314 are repeatedly executed. Note that the order of the processes of steps 307 to 314 does not have to be the one shown in the flowchart of FIG. 5, and any order may be used. I mean,
Since the time required during this period is very short, for example, the wheel rotation speed Vω that is a function of the brake fluid pressure PB _RL
Even if the step 308 for calculating _RL is performed earlier than the step 307 for reading the brake fluid pressure signal, the previously read brake fluid pressure signal may be used and a large error does not occur in the calculated Vω _RL .

When the process proceeds to step 316, the travel distance X which is considered to actually travel from the start of braking of the vehicle is calculated,
Is output. That is, the traveling distance X is calculated by integrating the vehicle body speed VB from 0 to the time Δt required to stop the wheels for each minute time Δt, and is output to the evaluation result output device 29.

In the following step 317, it is determined whether or not the stop switch 26 is in the off state, and if the experimenter continues to depress the brake pedal, the determination in step 317 is repeated. On the other hand, when the experimenter releases his / her foot from the brake pedal, the stop switch is turned off, the process proceeds to step 301, and at step 301, the next process is waited for.

Next, the operation of the microcomputers 100 to 102 will be described.

The microcomputer 100 is configured to perform the processing shown in the flow chart of the right front wheel speed signal output routine of FIG. Steps 400, 401, 404, 406 to 414, 415 in the flowchart of FIG. 7 are steps 300, 301, 303, 307 to 315, 317 in the evaluation routine of FIG.
The explanation is omitted here, but the description relates to the right front wheel instead of the left rear wheel. In step 402, the vehicle body initial speed VS is read from the initial speed setting device 104, and in the following step 403, the read vehicle body initial speed VS is sent to the other microcomputers 101 to 103, while the road surface condition and tire type data are stored in another microcomputer. Computer 1
Received from 01 to 103. In step 405, a signal for confirming the change is read in step 306 in the evaluation routine of FIG. 5, and the process proceeds to step 406 only after receiving the change confirmation signal.
That is, the right front wheel speed Vω _FR is calculated in this processing routine,
It operates so as to output to the pseudo signal generation circuit 112.

On the other hand, the operation of the other microcomputers 101 and 102 conforms to the flowchart of FIG. 7 and the description thereof is omitted, but it relates to the left front wheel and the right rear wheel instead of the right front wheel. The operation of the microcomputer 102 is to read the road surface condition data instead of step 402 in FIG.

Next, the processing and operation of the electronic control circuit 15 will be described.

When the ignition switch 25a is turned on, a constant voltage by the power supply circuit 202 is applied to the microcomputer 200 or the like, and the CPU 2 of the microcomputer 200 is
00a starts execution of control processing according to a program preset in the ROM 200b.

In the control process, first, a process of reading each pseudo wheel speed signal from the pseudo signal generating circuits 112 to 115 of the anti-skid evaluation pseudo signal output device 29 is executed, and the read pseudo wheel speed signals are used to obtain a known signal. Performs anti-skid control processing. This process is well known in the prior art, and is configured to perform the process as shown in the antiskid control routine of FIG. When the processing starts, in step 500, the microcomputer 10
The pseudo wheel speed signal of each wheel output from 0 to 103 is read. In the following step 501, a virtual vehicle body speed is created based on the read wheel speed signal and the slip ratio and the optimum slip ratio are calculated for each wheel.
In the following step 502, the actuators 16 to 19 are operated to reduce the brake pressure so that the slip ratio of each wheel approaches the optimum slip ratio of each wheel.
Control to increase or maintain pressure.

Although one embodiment of the present invention has been described in detail above, according to the anti-skid evaluation pseudo signal output device of this embodiment,
The brake pressure signal applied to each wheel 1 to 4 is measured, and each wheel speed is calculated based on the measured brake pressure data. Then, the electronic control circuit 15 performs anti-skid control processing using the obtained wheel speed signal. Further, the calculated braking distance X is calculated from the calculated wheel speed signal, and the evaluation result output device 29
Is displayed.

It is important to evaluate the anti-skid controller whether or not the wheel speed can be calculated with sufficient real-time processing, but sufficient real-time processing requires consideration of the following points. is there. The above equation (4) expresses the wheel speed which changes every moment,
In order to faithfully represent the change from time 0 to t, there is a problem of how to reduce the minute time dt, in other words, how to calculate W _i · μi · R-KT · PB _i in a short time. On the other hand, since the response time of the existing anti-skid hydraulic actuator is about 5 msec in most cases, it can be considered that the state does not change for 5 msec after the microcomputer outputs the instruction to the actuator. Although the anti-skid evaluation pseudo signal output device of this embodiment is a digital computer, it can output a pseudo signal within 5 msec, and can perform a sufficiently effective real-time simulation. Since the four microcomputers 100 to 103 are used, more reliable and sufficient real-time simulation is possible.

Further, according to the present embodiment, the driver only depresses the brake pedal 9 and, based on the set tire type, road surface condition, vehicle body initial speed VS, etc., a pseudo signal corresponding to the wheel speed of the wheels 1 to 4. The electronic control circuit 15 controls the actuators 16 to 19 based on the pseudo signal to control the brake pressure. Therefore, the antiskid control process can be executed without actually driving the vehicle, and a large amount of equipment and a lot of labor are not required for testing the antiskid device. Further, the same test can be performed when the actuators 16 to 19 are replaced with another one or the antiskid control process is changed to another antiskid control process.
When the traveling distance X required for the vehicle to stop is calculated by integrating the vehicle body speed VB, the antiskid control can be evaluated by observing the traveling distance X.

As a result of the above, this embodiment does not require a large-scale test facility for running the vehicle and a great deal of trouble. In particular, when a test of various conditions such as tire type, road surface state, vehicle body type, vehicle body initial speed during braking, etc. is to be performed, the set value can be easily and quickly changed.

Also, the tester (driver) is excellent in safety.

It has such an excellent effect.

In particular, since the digital computer is used in the present embodiment, it also has an excellent effect peculiar to the present embodiment that the set values of various conditions can be changed very easily.

Although one embodiment of the present invention has been described above, the present invention is not limited to this embodiment, and it goes without saying that the present invention can be implemented in various modes without departing from the scope of the present invention.

EFFECTS OF THE INVENTION As described in detail above, according to the anti-skid control device of the present invention, a large-scale test facility for running a vehicle and a great deal of labor are not required, and a test under various conditions can be easily and quickly performed. Further, it has an extremely excellent effect of being excellent in the safety of the tester. In particular, by using a digital computer, various test conditions can be set more easily and labor can be eliminated.

[Brief description of drawings]

FIG. 1 is a basic configuration diagram of the present invention, and FIG. 2 is a system diagram showing an overall configuration of an anti-skid evaluation pseudo signal output device and an anti-skid control device equipped with the pseudo signal output device according to an embodiment of the present invention. 3 is a block diagram showing the circuit configuration of the anti-skid evaluation pseudo signal output device 28 in FIG. 2, FIG. 4 is a block diagram showing the circuit configuration of the electronic control circuit 15 in FIG. 2, and FIG. FIG. 6 is a flowchart showing an anti-skid evaluation routine executed by the microcomputer 103 shown in FIG. 6, FIG. 6 is a graph showing the relationship between the friction coefficient μ and the slip ratio S, and FIG. 7 is a front right wheel speed executed by the microcomputer 100. FIG. 8 is a flowchart showing a signal output routine, and FIG. 8 is a flowchart showing an antiskid control routine executed by the microcomputer 200. A. M1 ... Wheel M2 ... Pressure adjusting means M3 ... Control means M4 ... Control torque detecting means M5 ... Pseudo signal generating means M6 ... Brake pressure detecting means S, 10 ... Hydraulic cylinders B, 5,7, 6, 8 ...... Hydraulic brake device 1 ...... Right front wheel 2 ...... Left front wheel 3 ...... Right rear wheel 4 ...... Left rear wheel 11, 12, 13, 14 ...... Brake pressure sensor 15 ...... Electronic control circuit 16 , 17, 18, 19 ... Actuator 24 ... Electromagnetic solenoid valve 28 ... Anti-skid evaluation pseudo signal output device 100, 101, 102, 103, 200 ... Microcomputer

Claims (1)

[Claims] Claim: What is claimed is: 1. Pressure adjusting means for adjusting the brake pressure from a hydraulic cylinder that generates a brake pressure in response to depression of a brake pedal, and applying the pressure to a hydraulic brake device of each wheel. A control means for controlling the pressure adjusting means, and an anti-skid evaluation pseudo signal output device for an anti-skid device, comprising: a brake pressure detecting means for detecting a brake pressure of the hydraulic brake device; Braking torque calculation means for calculating braking torque data to be generated in the wheel based on the brake pressure detected by the brake pressure detection means from the time when the brake pressure is applied to the wheel by the braking torque calculation means. A pseudo signal corresponding to the wheel speed is generated based on the braking torque data calculated by the control means, Pseudo signal output device for anti-skid evaluation, characterized in that it and a pseudo signal generating means for inputting.