JP4947997B2 - Braking force control system - Google Patents

Description

  The present invention relates to a braking force control system that operates when a braking force is applied to a wheel of a vehicle such as an automobile.

  Braking force control systems installed in vehicles such as automobiles are applied to devices that prevent wheel locks when braking force is applied to wheels and anti-skid devices that stabilize vehicle behavior when the vehicle turns. Is done.

  In such a braking force control system, the brake mechanism that applies the braking force to the wheels has shifted from a hydraulic piping type to an electrical by-wire type. A plurality of various arithmetic devices may be mounted on the vehicle as the brake mechanism becomes by-wire. In that case, it is required to reduce the communication delay due to the transmission time between the arithmetic devices. For example, since wheel slip control represented by anti-skid control requires high responsiveness from the viewpoint of ensuring braking performance and maneuverability, it is required to reduce communication delay as much as possible.

  Therefore, a brake mechanism that applies braking force to the wheels of the vehicle, a wheel speed detection sensor that detects wheel speed information of the wheels, and an arithmetic device that drives and controls the brake mechanism are distributed and mounted for each wheel. It has been proposed to reduce the control delay by shortening the communication wiring between the arithmetic devices by mounting a slip control function for preventing the lock on each arithmetic device (for example, see Patent Document 1).

JP-A-8-324411

  However, in the method of Patent Document 1 and the like, each arithmetic device mounted for each wheel does not recognize wheel speed information of wheels other than its own control target wheel, so that the wheel speed information of the control target wheel is valid. Therefore, the braking performance of the vehicle may be degraded. For example, when an abnormality occurs in the wheel speed detection sensor of the braking target wheel, if the wheel slip control is executed based on the detection value of the sensor, the behavior of the vehicle may become unstable.

  An object of the present invention is to realize a braking force control system suitable for further improving the braking performance and braking reliability of a vehicle.

In order to solve the above-described problems, a braking force control system according to the present invention includes a braking unit that applies braking force to a vehicle wheel and a wheel speed detection unit that acquires wheel speed information of the wheel for each wheel. The control calculation means for driving the brake means based on the detection value of the wheel speed detection means is provided for each wheel, and the control calculation means are connected to each other via the communication means. Speed information based on the detected value of the wheel speed detection means corresponding to the other wheels than the control target wheel is acquired, and the vehicle body speed of the vehicle is calculated based on the acquired speed information of the other wheels. and transmit and receive to each other by the communication means a vehicle speed thus calculated, the system of the own controlled wheel based on a vehicle speed of said vehicle calculated by the other processing unit has been received by said communication means Characterized in that it is configured with a function for driving and controlling means.

  That is, the speed information based on the detection value of the wheel speed detection means is shared between the control calculation means. Therefore, the control calculation means can drive and control the braking means even based on the speed information of the wheels other than the control target wheel. Thereby, for example, even when an abnormality occurs in the own wheel speed detection means, the control calculation means can control the braking of the wheel to be controlled using the speed information related to the other wheels. Increases performance and braking reliability.

  In this case, the speed information is wheel speed information corresponding to the detection value of the wheel speed detecting means, and vehicle speed information calculated from the wheel speed information.

  Further, according to one aspect of the present invention, the one control calculation unit is configured to transmit speed information based on a detection value of the wheel speed detection unit corresponding to its own control target wheel or speed information acquired from the communication unit. The vehicle body speed of the vehicle is calculated based on at least one. Thus, each control calculation means connected to the communication means can grasp the vehicle body speed of the vehicle based on the speed information acquired from the communication means even when an abnormality occurs in its own wheel speed detection means. Increases performance and braking reliability.

  Further, according to one aspect of the present invention, the one control calculation means includes speed information based on a detection value of the wheel speed detection means corresponding to its own control target wheel and speed information acquired from the communication line. Based on this, an abnormality of the wheel speed detecting means is determined. That is, each control calculation means connected to the communication means detects the abnormality of its own wheel speed detection means by comparing the speed information of its own control target wheel with the speed information of other wheels. Thereby, each control calculation means can prevent the malfunction of the braking means due to the abnormality of its own wheel speed detection means, and when the malfunction of the braking means occurs, the malfunction is quickly judged and the braking means Drive control can be stopped.

  Further, according to one aspect of the present invention, the one control calculation means prevents a braking force command generated in response to a driver's braking request or a braking request input from the outside, and locking of the wheel. A priority is determined by comparing with a braking force command for keeping the wheel in a slip state, and the braking means of the wheel to be controlled is driven and controlled according to the braking force command having a high priority.

  ADVANTAGE OF THE INVENTION According to this invention, the more suitable braking force control system which improves the braking performance and braking reliability of a wheel is realizable.

  An embodiment of a braking force control system to which the present invention is applied will be described with reference to the drawings. FIG. 1 is a diagram illustrating a configuration of a braking force control system according to the present embodiment.

  As shown in FIG. 1, the braking force control system includes front braking devices 12a and 12b and rear braking devices 12c and 12d as braking means for applying braking force to the wheels 10a to 10d of an automobile, and rotation of the wheels 10a to 10d. Wheel speed sensors 14a to 14d as wheel speed detecting means for detecting the speed are mounted for each of the wheels 10a to 10d. Further, the detected values of the front braking force control arithmetic unit 16 (hereinafter referred to as the front arithmetic unit 16) for driving and controlling the front braking devices 12a and 12b based on the detection values of the wheel speed sensors 14a and 14b and the detected values of the wheel speed sensors 14c and 14d. A rear braking force control arithmetic device 18 (hereinafter referred to as a rear arithmetic device 18) that controls driving of the rear braking devices 12c and 12d is provided.

  Here, the front arithmetic device 16 and the rear arithmetic device 18 of the present embodiment are connected to each other via a communication line 20. And the front arithmetic unit 16 acquires speed information (for example, wheel speed, vehicle body speed) based on the detected value of the wheel speed sensors 14c and 14d under the rear arithmetic unit 18 from the communication line 20, and the acquired speed information. The front brake devices 12a and 12b are driven and controlled based on the above. Similarly, the rear calculation device 18 acquires speed information based on the detection values of the wheel speed sensors 14a and 14b under the front calculation device 16 from the communication line 20, and the rear braking devices 12c and 12d based on the acquired speed information. Has a function of controlling the driving of the motor.

  That is, the speed information based on the detected values of the wheel speed sensors 14 a and 14 b is shared between the front arithmetic device 16 and the rear arithmetic device 18. Therefore, the front arithmetic unit 16 can drive and control the front braking devices 12a and 12b even based on the speed information of the wheels 10c and 10d other than the wheels 10a and 10b. Similarly, the rear calculation device 18 can drive and control the rear braking devices 12c and 12b based on the speed information of the wheels 10a and 10b other than the wheels 10c and 10d. Thereby, for example, even when an abnormality occurs in the wheel speed sensor 14a, the front arithmetic device 16 can control braking of the wheels 10a and 10b using speed information regarding the wheels 10c and 10d. Braking performance and braking reliability are increased.

  In more detail, the braking force control system of this embodiment will be described. As shown in FIG. 1, the braking force control system includes a front braking device 12a that applies braking force to the wheel 10a and a wheel speed sensor 14a that detects the rotational speed of the wheel 10a in the vicinity of the wheel 10a. . Similarly, a front braking device 12b and a wheel speed sensor 14b are mounted in the vicinity of the wheel 10b, a rear braking device 12c and a wheel speed sensor 14c are mounted in the vicinity of the wheel 10c, and in the vicinity of the wheel 10d. A rear braking device 12d and a wheel speed sensor 14d are mounted.

  The wheel speed sensors 14 a and 14 b detect the rotational speeds of the wheels 10 a and 10 b and output them to the front arithmetic device 16. The wheel speed sensors 14c and 14d detect the rotational speeds of the wheels 10c and 10d and output them to the rear arithmetic unit 18.

  The front braking device 12a includes a brake actuator 22, a brake disk 24, a brake pad 26, and the like. The brake actuator 22 includes a motor, a pump, and a solenoid valve, and increases the hydraulic pressure in the wheel cylinder according to the drive signal. When the hydraulic pressure in the wheel cylinder increases, the brake pad 26 is pressed against the brake disc 24. As a result, a braking force for braking the rotation of the wheel 10a is generated.

  In addition, although the hydraulic type was illustrated as the front braking device 12a, an electric brake in which the brake pad is pressed against the brake disk according to the driving of the motor may be applied, or the rotational force of the motor without using the brake pad. A regenerative brake that generates a braking force may be applied. Further, the front braking device 12a may include a braking force detection means (for example, a hall pressure sensor or a thrust sensor) that measures or estimates the braking force of the wheel 10a generated in response to driving of the brake actuator 22. The braking force detection means here outputs a sensor signal as a detection value to the front arithmetic device 16. Although the front brake device 12a has been described as a representative, the same applies to the front brake device 12b and the rear brake devices 12c and 12d.

  Such front braking devices 12a, 12b and wheel speed sensors 14a, 14b belong to the control group of the front arithmetic device 16, and the rear braking devices 12c, 12d and wheel speed sensors 14c, 14d belong to the control group of the rear arithmetic device 18. ing.

  The front arithmetic device 16 has means for acquiring output signals from the wheel speed sensors 14 a and 14 b, and exchanges information between the rear arithmetic devices 18 via the communication line 20. Similarly, the rear arithmetic unit 18 has means for acquiring output signals from the wheel speed sensors 14 c and 14 d, and exchanges information between the front arithmetic units 16 via the communication line 20. In short, the wheel speed information of the wheels 10a and 10b inputted to the front arithmetic device 16 from the wheel speed sensors 14a and 14b, and the wheel speed information of the wheels 10c and 10d inputted to the rear arithmetic device 18 from the wheel speed sensors 14c and 14d. Is shared by the front arithmetic device 16 and the rear arithmetic device 18 via the communication line 20.

  In addition to the output signal acquisition means of the wheel speed sensors 14 a and 14 b and the communication line 20, the front arithmetic device 16 has external signal acquisition means. The external signal acquisition means captures the output signal of the brake input means and the output signal of the vehicle state detection sensor 28. The same applies to the rear arithmetic unit 18.

  The brake input means includes a brake pedal 30, a stroke simulator 32, and a stroke sensor 34. The brake pedal 30 is operated based on the driver's intention and is connected to the stroke simulator 32. The stroke simulator 32 generates a reaction force for notifying the driver of the depression amount of the brake pedal 30. The stroke sensor 34 detects the depression amount of the brake pedal 30 and outputs it to the front arithmetic device 16 and the rear arithmetic device 18. In addition, you may apply the thing of the system which transmits the depression amount of the brake pedal 30 by hydraulic pressure.

  The vehicle state detection sensor 28 includes a steering angle sensor, a yaw rate sensor, a longitudinal acceleration sensor, and a lateral acceleration sensor, and outputs a detection value of each sensor to the front arithmetic device 16 and the rear arithmetic device 18. The detection value of the vehicle state detection sensor 28 is appropriately referred to as vehicle behavior information. Moreover, although the form of the vehicle state detection sensor 28 was illustrated in FIG. 1, it is not restricted to the form.

  Such a front arithmetic device 16 is based on the wheel speed information of the wheels 10a, 10b acquired from the wheel speed sensors 14a, 14b and the wheel speed information of the wheels 10c, 10d acquired via the communication line 20. Is calculated. Similarly, the rear arithmetic unit 18 is also based on the wheel speed information of the wheels 10c and 10d acquired from the wheel speed sensors 14c and 14d and the wheel speed information of the wheels 10a and 10b acquired via the communication line 20. Is calculated. Thus, the vehicle body speed created by each of the front arithmetic device 16 and the rear arithmetic device 18 is shared via the communication line 20. As a result, the front arithmetic device 16 can detect the front braking devices 12a and 12b based on the accurate vehicle body speed held by the front arithmetic device 16 even when the wheel speed sensors 14a and 14b are abnormal or when the rear arithmetic device 18 is abnormal. Can be controlled. Similarly, the rear computing device 18 is configured to operate the rear braking devices 12c, 12d based on the accurate vehicle body speed held by the rear computing device 18 even when an abnormality occurs in the wheel speed sensors 14c, 14d or an abnormality occurs in the front computing device 16. Can be controlled. Information shared via the communication line 20 includes information on the driving state of the front braking devices 12a and 12b or the rear braking devices 12c and 12d, braking force information generated in the wheels 10a to 10d, and detection by the stroke sensor 34. It may be a signal, a detection signal of the vehicle state detection sensor 28, or the like.

In addition, as a method for calculating the vehicle body speed based on the plurality of wheel speed information, a select high method that selects and creates the wheel speed with the highest speed may be applied, or other methods may be applied. . Further, when the wheel speed information is exchanged between the front arithmetic device 16 and the rear arithmetic device 18 via the communication line 20, the wheel speed information obtained from the communication line 20 includes a time delay due to the transmission time. Therefore, the temporal accuracy is inferior to the wheel speed information obtained from the wheel speed sensors 14a to 14d. However, if the delay time caused by the transmission time is 0.02 seconds, for example, the vehicle speed error corresponding to this delay time is, for example, 1 km / hour for a vehicle that is decelerating at 14 m / s ² , for example. That is, when the vehicle speed is created from a plurality of wheels, the error due to the transmission time is within an allowable range.

  With reference to FIG. 2, the braking force control method of this embodiment will be described in more detail. FIG. 2 is a flowchart showing the control logic of the front arithmetic device 16 of FIG. In addition, although the example which controls the braking force provided to the wheel 10a with the front arithmetic unit 16 is demonstrated, it is the same when controlling the braking force applied to the wheel 10b. The same applies when the braking force applied to the wheels 10c, 10d is controlled by the rear arithmetic unit 18.

  First, the front arithmetic device 16 acquires wheel speed information related to the wheel 10a from the wheel speed sensor 14a, and acquires wheel speed information related to the wheels 10c and 10d from the rear braking device 12b via the communication line 20, and acquires the plurality of acquired speeds. The abnormality determination is executed based on the wheel speed information (S10). More specifically, when no signal is detected from the wheel speed sensor 14a, the front arithmetic unit 16 determines whether the wheel 10a is locked based on the wheel speed information related to the wheels 10c and 10d, or is broken or an abnormality is detected in the wheel speed sensor 14a. It is determined whether or not The wheel lock means that the rotational movement of the wheel stops while the vehicle is traveling.

  For example, the front arithmetic unit 16 determines that the wheel speed sensor 14a is abnormal when it cannot acquire a signal from the wheel speed sensor 14a even though the brake control is not performed during traveling of the vehicle. Further, if only the signal of the wheel speed sensor 14a of the wheel 10a in the brake control state is not detected and the state continues for a predetermined time, it is determined that the wheel speed sensor 14a is abnormal.

  For example, when vehicle behavior information is input from the vehicle state detection sensor 28 to the front arithmetic device 16, the front arithmetic device 16 changes the longitudinal acceleration, lateral acceleration, and yaw rate of the vehicle in addition to the wheel speed information. Based on the above, it is determined that the wheel speed sensor 14a is abnormal. Further, when only the signal of the wheel speed sensor 14a of the wheel 10a in the brake control state is not detected and changes in the longitudinal acceleration, lateral acceleration, and yaw rate of the vehicle are different from the case where the wheel 10a is actually locked, the wheel speed It may be determined that the sensor 14a is abnormal. The abnormality determination method for the wheel speed sensor 14a is not limited to the method exemplified in this embodiment, and any method that can determine abnormality of the wheel speed sensor 14a based on a plurality of wheel speed information or vehicle behavior information may be used.

  After the determination process of S10, the front arithmetic unit 16 calculates the vehicle body speed based on the wheel speed information acquired from the wheel speed sensors 14a and 14b and the wheel speed information acquired from the communication line 20 (S11). When vehicle behavior information is input from the vehicle state detection sensor 28 to the front arithmetic device 16, the front arithmetic device 16 adds the vehicle body acceleration obtained from the longitudinal acceleration and lateral acceleration of the vehicle in addition to the wheel speed information. The vehicle body speed may be calculated based on the information.

  After calculating the vehicle body speed in the process of S11, the front arithmetic device 16 generates a braking force command value A. The braking force command value A is a command value generated based on a driver's brake generation request or a vehicle behavior control braking force generation request. The driver's brake generation request is calculated based on the output signal of the stroke sensor 34. The braking force generation request for vehicle behavior control is calculated based on the wheel speed information acquired from the wheel speed sensor 14a, the vehicle body speed calculated from the wheel speed information, and the detection signal of the vehicle state detection sensor 28. The vehicle behavior control is control in which the front arithmetic device 16 makes a braking request based on detection signals from the wheel speed sensor 14a, the vehicle state detection sensor 28, and the like, regardless of the driver's braking request. For example, the vehicle behavior control includes side slip prevention control during turning of the vehicle, rear-end collision prevention control by automatic braking, reverse travel prevention control on a hill, and idling prevention control of driving wheels. Further, the braking force command value A may be a command value input from another arithmetic device via the communication line 20 or other communication means.

  After generating the braking force command value A in the process of S12, the front arithmetic device 16 determines whether or not there is a braking force command (S13). More specifically, when the braking force command value A is equal to or less than the threshold value, the front arithmetic device 16 determines that there is no braking command and executes the process of S10 again. On the other hand, when the braking force command value A is larger than the threshold value, the front arithmetic device 16 determines that there is a braking command.

  When it is determined that there is a braking command in the process of S13, the front arithmetic unit 16 determines that the vehicle is in a stopped state when the vehicle body speed is less than or equal to the threshold, and the vehicle is It is determined that the vehicle is running (S14). When it is determined that the vehicle is in a stopped state, the front arithmetic device 16 drives and controls the front braking device 12a based on the braking force command value A to generate a braking force on the wheel 10a (S15). In addition, when the driver | operator's braking request | requirement with respect to a stop vehicle is too large, in order to reduce the load of the front braking device 12a, the front arithmetic unit 16 suppresses it to braking force sufficient to maintain the stop state of a vehicle. The command is output to the front braking device 12a.

  When it is determined in the process of S14 that the vehicle is in the traveling state, the front arithmetic device 16 determines whether or not the anti-skid control is applicable (S16). For example, the front arithmetic unit 16 determines that the anti-skid control is necessary when the wheel 10a has a tendency to lock, and determines that the anti-skid control is unnecessary when the wheel 10a does not have a tendency to lock. The anti-skid control here is a braking force control technique that prevents the wheels from being locked and keeps the wheels in a slip state.

  If it is determined in step S16 that the anti-skid control is necessary, the front arithmetic unit 16 generates a braking force command value B corresponding to the anti-skid control (S17). More specifically, the front arithmetic unit 16 generates the braking force command value B based on the vehicle body speed, the wheel speed of the wheel 10a, the wheel acceleration of the wheel 10a, the braking force applied to the wheel 10a, and the like. For example, the front arithmetic unit 16 generates the braking force command value B based on the difference between the preset target wheel slip amount and the slip amount of the wheel 10a. Further, the braking force command value B may be generated based on the detection signal of the vehicle state detection sensor 28 in addition to the wheel speed information, wheel acceleration, and braking force of the wheel 10a. Further, a means for estimating or detecting the friction coefficient μ of the road surface may be provided, and the braking force command value B may be generated based on the friction coefficient μ. The braking force command value B may be a value that can realize the anti-skid control, and the generation method is not limited to that exemplified in this embodiment.

  When the braking force command value B is generated in the process of S17, the front arithmetic device 16 compares the braking force command value B with the braking force command value A of S12, and drives and controls the front braking device 12a based on the comparison result. A command value to be selected is selected (S18). More specifically, when the braking force command value B is larger than the braking force command value A, the front arithmetic unit 16 determines that the driver's braking request or the braking request for vehicle behavior control is sufficiently small, and the anti-skid The braking force command value A is preferentially selected without applying control. On the other hand, when the braking force command value B is equal to or less than the braking force command value A, it is determined that there is a possibility that the wheel 10a may be locked if the braking request of the driver or the braking request of the vehicle behavior control is followed, and the braking force of the anti-skid control The command value B is selected with priority.

  When the braking force command value B is selected in the process of S18, the front calculation device 16 controls the front braking device 12a based on the braking force command value B, thereby controlling the wheel 10a as the braking force target wheel. Power is applied (S19). Further, when the braking force command value A is selected in the process of S18, the front arithmetic device 16 stops the anti-skid control (S20). The process of S20 is also executed when it is determined that the anti-skid control is unnecessary in the process of S16. And the front arithmetic unit 16 gives braking force to the wheel 10a by drivingly controlling the front braking device 12a based on the braking force command value A (S21). Note that after the processing of S15, S19, and S21, the processing of S10 is executed again.

  FIG. 3 is a flowchart showing in detail the anti-skid control determination process in S16 of FIG. When the process of S16 is started, the front arithmetic unit 16 confirms whether the anti-skid control non-permission command is on or off, and determines whether or not the anti-skid control is applicable based on the on / off of the command (S16-1). The anti-skid control non-permission command is a command that prevents the anti-skid control from being performed regardless of whether or not the wheel 10a has a tendency to lock. For example, if it is determined in S10 of FIG. 2 that the wheel speed of the wheel 10a as the braking force control target is abnormal, the anti-skid control non-permission command is turned on. When it is determined that anti-skid control is not possible based on vehicle behavior control calculated from the detection signal of the vehicle state detection sensor 28, the anti-skid control non-permission command may be turned on. Further, when a command indicating that anti-skid control is not possible is sent from another arithmetic device, the anti-skid control non-permission command may be turned on.

  When it is determined in the process of S16-1 that the anti-skid control non-permission command is OFF, the front arithmetic device 16 determines whether or not the wheel 10a is under anti-skid control (S16-2). If the wheel 10a is under anti-skid control, anti-skid control determination is enabled (S16-3). When the wheel 10a is not under anti-skid control, it is determined based on the wheel speed of the wheel 10a whether or not the wheel 10a has a locking tendency (S16-4). For example, when the difference between the vehicle body speed and the wheel speed of the wheel 10a, that is, the wheel slip amount is larger than the threshold value, it is determined that the wheel 10a has a locking tendency, and the process of S16-3 is executed. The slip amount of the wheel 10a here is positive when the vehicle body speed is larger than the wheel speed of the wheel 10a.

  When the wheel slip amount is equal to or smaller than the threshold value in the process of S16-4, it is determined whether or not the wheel 10a has a locking tendency based on the time change of the wheel speed of the wheel 10a, that is, the wheel acceleration (S16-5). For example, when the wheel acceleration is smaller than the threshold, it is determined that the wheel 10a has a locking tendency, and the process of S16-3 is executed. The wheel acceleration here is positive when the wheel speed increases with time. If the wheel acceleration is greater than or equal to the threshold, anti-skid control determination is disabled (S16-6). Note that the process of S16-6 is also executed when it is determined in the process of S16-1 that the anti-skid control non-permission instruction is on.

  As described above, according to the present embodiment, the speed information based on the detection values of the wheel speed sensors 14 a and 14 b is shared between the front arithmetic device 16 and the rear arithmetic device 18. In this way, the front arithmetic device 16 can drive and control the front braking devices 12a and 12b based on the speed information of the wheels 10c and 10d other than the target wheels. Similarly, the rear arithmetic unit 18 can drive and control the rear braking devices 12c and 12b based on the speed information of the wheels 10a and 10b other than the target wheels. Therefore, for example, even when an abnormality occurs in the wheel speed sensor 14a, the front arithmetic device 16 can control the braking of the wheels 10a and 10b based on the speed information related to the wheels 10c and 10d. Increases nature.

  FIG. 4 is a diagram showing another embodiment of the braking force control system to which the present invention is applied. As shown in FIG. 4, the braking force control system of the present embodiment is different from the configuration of FIG. 1 in which one rear arithmetic device 18 is provided in that two rear arithmetic devices 18 and 19 are provided. The rear calculation device 18 acquires wheel speed information of the wheel 10c from the wheel speed sensor 14c, and applies braking force to the wheel 10c by driving and controlling the rear braking device 12c based on the acquired wheel speed information. The rear calculation device 19 acquires wheel speed information of the wheel 10d from the wheel speed sensor 14d, and applies a braking force to the wheel 10d by driving and controlling the rear braking device 12d based on the acquired wheel speed information. The rear arithmetic device 18 and the rear arithmetic device 19 are connected to the front arithmetic device 16 via the communication line 20. The wheel speed information or the vehicle body speed information is shared between the front arithmetic device 16 and the rear arithmetic devices 18 and 19 in the same manner as in the embodiment of FIG. In short, the number of front arithmetic devices 16 and rear arithmetic devices 18 in FIG. 1 can be increased as necessary.

  FIG. 5 is a diagram showing another embodiment of the braking force control system to which the present invention is applied. As shown in FIG. 5, the braking force control system of this embodiment is different from that of FIG. 1 in that a vehicle control arithmetic device 50 that outputs a braking force command value to the front arithmetic device 16 and the rear arithmetic device 18 is provided. Different. The vehicle control arithmetic device 50 acquires detection signals from the stroke sensor 34 and the vehicle state detection sensor 28, and generates a braking force command value A based on the acquired detection signals. The braking force command value A here corresponds to the braking force command value generated in the process of S12 of FIG. Then, the vehicle control calculation device 50 outputs the braking force command value A to the front calculation device 16 and the rear calculation device 18. The present invention can also be applied to such a form. Further, the front arithmetic device 16 and the rear arithmetic device 18 hold a driver's braking request as an input and communicate with each other. Therefore, even when an abnormality occurs in the vehicle control arithmetic device 50, the braking force control and the anti-skid control based on the driver's braking request can be performed.

It is a figure which shows the structure of one Embodiment of the braking force control system to which this invention is applied. It is a flowchart which shows the control logic of the front arithmetic unit of FIG. It is the flowchart which showed the antiskid control determination process of S16 of FIG. 2 in detail. It is a figure which shows the other form of the braking force control system to which this invention is applied. It is a figure which shows the other form of the braking force control system to which this invention is applied.

Explanation of symbols

10a Wheel 12a Front braking device 14a Wheel speed sensor 16 Front computing device 18 Rear computing device 20 Communication line 28 Vehicle state detection sensor 30 Brake pedal 34 Stroke sensor

Claims (4)

A braking means for applying braking force to the wheels of the vehicle and a wheel speed detecting means for acquiring wheel speed information of the wheels are mounted for each wheel, and the braking means is driven based on a detection value of the wheel speed detecting means. Control arithmetic means for controlling each wheel,
The control calculation means are connected to each other via communication means, and acquire speed information based on detection values of the wheel speed detection means corresponding to the wheels other than the control target wheels from the communication means. Then, the vehicle body speed of the vehicle is calculated based on the acquired speed information of the other wheel, the calculated vehicle body speed is transmitted / received to / from the communication means, and the other control calculation means received by the communication means A braking force control system comprising a function of driving and controlling the braking means of the wheel to be controlled based on the vehicle body speed calculated by the vehicle . Wherein each control arithmetic unit, the detection value of the wheel speed detecting means corresponding to the other wheel obtained from the velocity information and the communication means based on a detection value of the wheel speed detecting means corresponding to the controlled wheel self based on the velocity information based, when said determining abnormality of the wheel speed detecting means corresponding to the controlled wheel self, and there is an abnormality in the wheel speed detecting means corresponding to the controlled wheel of the self, the communication unit 2. The braking force control system according to claim 1, wherein the braking means of the wheel to be controlled is driven and controlled based on the vehicle body speed of the vehicle calculated by the other control calculation means received by the control means . Each of the control calculation means includes speed information based on a detection value of the wheel speed detection means corresponding to its own control target wheel and a detection value of the wheel speed detection means corresponding to another wheel acquired from the communication means. Based on the speed information based on, the abnormality of the wheel speed detection means corresponding to the own control target wheel is determined, and when the wheel speed detection means corresponding to the own control target wheel is abnormal, The braking force control system according to claim 1 , further comprising a function of drivingly controlling the braking means of the wheel to be controlled based on speed information based on a detection value of the wheel speed detecting means .   Each of the control calculation means includes a braking force command generated in response to a driver's braking request or a braking request input from the outside, and a braking force command for preventing the wheel from being locked and keeping the wheel in a slip state. And determining the priority, and driving-controlling the braking means of the wheel to be controlled according to the braking force command having a high priority. Braking force control system.

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