JPS6038248A - Antiskid control device - Google Patents

Abstract

PURPOSE:To a fact that there is a fear of failures in performing any normal antiskid control informable to people on board, by detecting a state of nonoperation in an engine, while lighting an alarm lamp showing the state of an antiskid control system during this detection. CONSTITUTION:When an engine normally operates as well as an antiskid control part 11 and an actuator driving control part 12 are normally operating, if the engine comes to a stop due to occurrence of an engine stall and so on, an output signal out of an alternator (ALT) passes away. With this constituion, a transistor Q1 of an engine operation stop detecting part 22 is turned off and thereby its collector output comes to an H level. Therefore, an H level signal is impressed on the base of a transistor Q2 via an OR gate G, turning on the trnsistor Q2, and an alarm lamp 24 is lighted, thereby informing people on board of the forbidance of antiskid control.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an anti-skid control system that controls brake fluid pressure for wheels based on wheel speed and wheel acceleration/deceleration conditions.

Conventionally, this type of anti-skid control system
For example, JP-A No. 51-89096, JP-A No. 49-324
The one shown in No. 94 is known. This is the first
As shown in the figure, the anti-skid control device 2 sequentially calculates the wheel speed and wheel acceleration/deceleration based on the detection signal from the wheel speed sensor 1, and during sudden braking, for example, the wheel acceleration/deceleration reaches the set deceleration. At that time, the slip ratio λ is calculated from the vehicle speed that is simulated from the wheel speed at that time and the calculated wheel speed, and the predetermined brake fluid is calculated by comparing this slip ratio λ and the calculated wheel acceleration/deceleration. For example, a pressure increase mode, a pressure decrease mode, or a holding mode is selected from the pressure setting pattern, and a control signal corresponding to the selected mode is output. Then, in response to this control signal, the actuator drive circuit 3 receives an inflow valve 4, which is operated by an electromagnetic solenoid provided in the brake hydraulic pressure system, if it is a pressure increase command.
Energization to the outflow valve 5 is completely cut off so that the hydraulic pressure in the mask cylinder is transmitted to the foil cylinder, and if it is a pressure reduction command, an Ev multiplication signal AV signal is output, and the flow to the inflow valve 4 and outflow valve 5 is transmitted. It is activated by energization to reduce the fluid pressure in the foil cylinder, and if it is a holding command, outputs an Ev multiplication signal, energizes the inflow valve 4, de-energizes the outflow valve 5, and reduces the fluid pressure in the foil cylinder. The hydraulic pressure is maintained. Furthermore,
Above E'V (M I when outputting g or AV double signal
The L(ff-) outputs and drives the /C pump motor 6, which efficiently recovers the hydraulic pressure in the foil cylinder.

By the way, 1. In such an anti-skid control system, an inflow valve 4 and an outflow valve 5 are provided for each brake hydraulic pressure system. If anti-skid control is to be applied, the system will be equipped with six electromagnetic solenoids and a pump motor 6, and a large inrush current will be generated due to activation of the pump motor 6 at the start of anti-skid control. The power consumption is quite large. For this reason,
For example, if the engine stops operating due to an engine stall while the vehicle is running, the alternator will no longer charge the battery, so if anti-skid control is performed at this time, the current from the battery will be reduced. Much of the energy is consumed by the so-called actuators of the inflow valve 4, outflow valve 5, and pump motor 6 of the anti-skid control system, and the voltage supplied to the control system decreases due to the drop in Vantelly voltage, making it difficult to perform normal control. There was a risk that it would not work.

The present invention was conceived in view of the above points, and is an anti-skid control system that notifies the occupants of the possibility that the IL normal anti-skid control may no longer be performed when the engine operation is stopped. is intended to provide.

In order to achieve all of these objectives, the present invention detects the non-operating state of the engine of the vehicle, and at the time of detection, all warning lamps are turned on.

Hereinafter, embodiments of the present invention will be explained based on the drawings.

FIG. 2 is a circuit block diagram showing one embodiment of the present invention.

First, to explain the configuration, 1 is a wheel speed sensor, and 10 is a system circuit section. Similar to the system shown in FIG. 1, this system circuit section 10 detects the wheel speed and an anti-skid control unit 11 that calculates wheel acceleration/deceleration and outputs a brake fluid pressure control unit +j based on the calculated wheel speed and wheel acceleration/deceleration during sudden braking;
An actuator drive control unit 12 that controls power supply from a battery 16 to an actuator 14 provided in the brake hydraulic system based on a control signal from the anti-skid control unit 11.
and this system circuit section 1.
0 is further provided with an engine stop detection section 22, which has a □ transistor Qlsi, which applies an output signal from the alternator (ALT) to the base of the transistor Q1, and applies the output signal from the alternator (ALT) to the collector. It is connected to the power supply terminal (2) via a resistor R', and its emitter is grounded. Then, this detection signal is set as the collector output failure detection signal of the transistor Ql, and this detection signal is inputted to the OR gate G together with another failage signal Sf', and the output signal of this OR□ gate G is applied to the base of the transistor Q2. Power is supplied from the battery 16 to an alarm lamp 24 for informing the driver of the status of an anti-skid device provided on the instrument panel. In addition, 20 is a three-terminal regulator,
Battery voltage VII'fd input from the battery 16 via the ignition switch 18: constant voltage Vcc
This constant voltage Vcc'i is converted into the power terminal ■ of the anti-skid control section 11, the power terminal ■ of the actuator drive control section 12, and the power terminal ■ of the engine stop detection section 22.
We are trying to supply it to .

Next, the entire operation will be explained.

First, when the ignition switch 18 is turned on, a constant voltage Vcc is supplied from the three-terminal regulator 20 to the power terminals (2), (2), and (4) of each part. Then, the transistor Q1 of the engine stop detection section 22 maintains the off state, and the collector output of the transistor Q4 becomes H level.
The level signal is passed through the OR gate G' to the transistor Q2.
Since the voltage is applied to the base of the transistor Q2 and the transistor Q2 is turned on, the alarm rung 24 receives power from the battery 16 and lights up, and a bulb burnout check is performed.

Next, when you start the engine using the key switch,
Accordingly, the alternator (ALT) is activated 1-1, and its output signal is applied to the base of the transistor Ql of the engine operation stop detection section 22, and the transistor Ql is turned on and the collector output becomes L level. Therefore, the transistor Q2 is turned off, the power supply to the υ alarm amplifier 24 is cut off, and the alarm lamp 24 is turned off.

Furthermore, while driving while the engine continues to operate, the alternator (
ALT) is operating, and the other 7 oil safe signals Sf
The warning lamp 24 remains off unless otherwise specified to make the occupants aware of the normal operation of the system. At this time, since the battery 16 has sufficient capacity for the charging action of the alternator (ALT), even if power is supplied to the actuator 14 by anti-skid control, the three-terminal regulator 20 The output constant voltage Vcc is also stabilized, and the anti-skid control section 11 and the actuator drive control section 12 maintain normal operation.

While the engine is operating normally in this way, if the engine stops due to an engine stall, the output signal from the alternator (AL'l') disappears, and the transistor Ql of the engine stop detection section 22 is in the off state, and the collector output of the transistor Ql becomes H.
level. Then, this H level signal is applied to the base of the transistor Q2 via the OR gate G and the transistor Q2 is turned on, so that the warning lamp 24 lights up to notify the occupant that anti-skid control is prohibited.

In addition, fail-safe in the system (even if No. Sf occurs, the fail-safe signal is or game) (l
I from being applied to the base of transistor Q2 through
The f-signal lamp is blinking.

According to such an anti-skid control system, when the engine stops due to an abnormality while driving, the warning lamp 24 lights up, and the occupant, who recognizes that the engine has stopped, uses the battery capacity when braking. It is possible to perform a normal pumping brake operation from the beginning without performing braking by anti-skid control, which tends to be inaccurate due to a drop in the brake.

In addition, in this embodiment, when the vehicle is started, the warning rung 24 lights up immediately when the ignition switch 18 is turned on, so it is possible to prevent abnormality from being detected during driving due to a disconnection of the fail 24. It can be prevented.

This function of checking for disconnection of the warning lamp 24 before the vehicle starts can be achieved by other means, but here is an example! r - Shown in FIG.

This becomes possible by changing the configuration of the engine stop detection section 22 of the system circuit ff\10 in FIG. 2.

In FIG. 3, 22a is a comparator made of an operational amplifier, etc., and the power supply V applied to the power supply terminal ■ is applied to the inverting input terminal of the comparator.
A reference voltage obtained by dividing cc by resistors R1 and R2 is input, and its non-inverting input terminal receives the power supply voltage Vc from the power supply terminal ■.
The charge IkL voltage generated by charging the capacitor C via the resistor R3 is inputted. On the other hand, the power supply voltage Vcc from the power supply terminal
The power supply voltage of the battery power supply is applied to the base of the transistor Q3 through the ignition switch 4 and the start contact 26 of the ignition/switch, and the resistor R5i. So, SR with a detective logic structure-
The comparator 2 is connected to the cell 1 terminal S of the flip-flop 22b.
The output signal of 2a and the collector output of transistor Q3 are respectively input to the reset terminal R, and the output signal Q of this 5R-7 rig hoop 22b is applied to the base of transistor Q2 via GTh shown in FIG. It is supposed to be done.

Note that the SR-flip-flop 22b is supplied with the power Vcc from the power terminal @.

When the engine stop detection section 22 is completely configured in this manner, when the ignition switch 1B is turned on when the vehicle is started, the capacitor C is charged with the voltage Vcc from the power supply terminal (1) which is co-supplied from the three-terminal regulator 20. , until the 10 input voltage of the comparator 22a reaches the 1 input terminal value, the output of the comparator 22a becomes L level, and 5R-
7 lip-flop 221) is set, and its output signal Q turns on the fi clamp 4. Therefore, by confirming that the alarm lamp 24 is lit, it is possible to check for disconnection of the alarm lamp 24.

-t- and turn the ignition switch to start contact 2
6 and starts the engine, transistor Q3 is turned on, SR-flip 70 knob 22b is reset, and alarm rung 24 is turned off.

As explained above, according to the present invention, the anti-skid control system detects the engine pressure MIh', and at the time of this detection, lights up a warning lamp indicating the state of the anti-skid control system. Therefore, when the engine stops operating, the occupants can recognize that the system cannot operate normally, and when braking, the anti-skid control, which tends to be inaccurate due to a decrease in battery capacity, is not applied. Another advantage is that normal pumping brake operations can be performed from the beginning.

[Brief explanation of the drawing]

Fig. 1 is a block diagram showing an example of an anti-skid control system, Fig. 2 is a circuit block diagram showing an embodiment of the present invention, and Fig. 3 is another embodiment of the engine stop detection section in Fig. 2. FIG. 1... Wheel speed sensor 10... System circuit section 11
...Anti-skid control section 14...Actuator 22--Engine stop detection section 24...Warning lamp Patent applicant: Nissan Motor Co., Ltd. Patent attorney Haru Tsuchihashi.

Claims (1)

[Claims] In an anti-skid control system that controls brake hydraulic pressure of wheels by switching and controlling actuators of a brake hydraulic pressure system based on the state of wheel speed and wheel acceleration/deceleration,
An anti-skid control system comprising: means for detecting engine stoppage of a vehicle; and an alarm lamp that lights up when the means detects engine stoppage.