Anti-skid brake control system with capability of eliminating influence of noise in derivation of wheel acceleration data

Claim 2

An anti-skid brake control system for an automotive vehicle comprising: a fluid circuit including a fluid pressure source and a wheel cylinder for generating a braking force for decelerating a wheel; a pressure control valve means disposed in said fluid circuit for controlling braking pressure to be generated in said wheel cylinder, said pressure control valve means operating to increase said braking pressure in said wheel cylinder in a first mode position and to decrease said braking pressure in said wheel cylinder in a second mode position; a first sensor means for monitoring a rotation speed of said wheel for producing a wheel speed indicative signal; a second sensor means for monitoring a road friction indicative parameter for producing a friction indicative signal; first arithmetic means for deriving a first wheel acceleration indicative data, said first arithmetic means being provided a first higher sensitivity with respect to variation of said wheel speed indicative signal value; second arithmetic means for deriving a second wheel acceleration indicative data, said first arithmetic means being provided a second lower sensitivity with respect to variation of said wheel speed indicative signal value; third arithmetic means detecting friction condition on the road surface to select one of said first and second wheel acceleration indicative data for outputting a selected wheel acceleration indicative data; and fourth arithmetic means, receiving said wheel speed indicative data, said selected wheel acceleration, for processing the input data for selecting one of a first mode in which said pressure control valve means is operated in said first mode position and a second mode in which said pressure control valve means is operated to said second mode position.

Claim 3

An anti-skid brake control system as set forth in claim 1, wherein said second sensor means produces said friction indicative signal which has a value varying between a high level representing high friction condition and low level representing low friction condition, and said third arithmetic means selecting said first wheel acceleration indicative data in response to high level friction indicating signal and selecting said second wheel acceleration indicative data in response to low friction indicating signal.

Claim 4

An anti-skid brake control system as set forth in claim 2, wherein said second sensor means comprises a longitudinal acceleration sensor for monitoring longitudinal acceleration exerted on the vehicle body to produce a longitudinal acceleration indicative signal.

Claim 5

An anti-skid brake control system as set forth in claim 3, wherein said second sensor means compares said longitudinal acceleration indicative signal with a predetermined longitudinal acceleration threshold to produce said high level friction indicative signal when said longitudinal acceleration indicative signal is greater than or equal to said longitudinal acceleration threshold and to produce said low level friction indicative signal otherwise.

Claim 6

An anti-skid brake control system as set forth in claim 3, wherein said second sensor means includes an averaging means receiving said longitudinal acceleration indicative signal to derive a running average of said longitudinal acceleration indicative signal values and comparing said running average with a predetermined threshold for producing said high level friction indicative signal when said running average is greater than or equal to said threshold and for producing said low level friction indicative signal when said running average is smaller than said threshold.

Claim 7

An anti-skid brake control system for an automotive vehicle comprising: a fluid circuit including a fluid pressure source and a wheel cylinder for generating a braking force for decelerating a wheel; a pressure control valve means disposed in said fluid circuit for controlling braking pressure to be generated in said wheel cylinder, said pressure control valve means operating to increase said braking pressure in said wheel cylinder in a first mode position, to decrease said braking pressure in said wheel cylinder in a second mode position, and to hold said braking pressure in said wheel cylinder constant in a third mode; a first sensor means for monitoring a rotation speed of said wheel for producing a wheel speed indicative signal; a second sensor means for monitoring a road friction indicative parameter for producing a friction indicative signal; first arithmetic means for deriving a first wheel acceleration indicative data, said first arithmetic means being provided a first higher sensitivity with respect to variation of said wheel speed indicative signal value; second arithmetic means for deriving a second wheel acceleration indicative data, said first arithmetic means being provided a second lower sensitivity with respect to variation of said wheel speed indicative signal value; third arithmetic means detecting friction condition on the road surface to select one of said first and second wheel acceleration indicative data for outputting a selected wheel acceleration indicative data; and fourth arithmetic means, receiving said wheel speed indicative data, said selected wheel acceleration indicative data and a vehicle body speed representative data processing the input data for selecting one of a first mode in which said pressure control valve means is operated in said first mode position, a second mode in which said pressure control valve means is operated to said second mode position and a third mode in which said pressure control valve is operated to said third mode.

Claim 8

An anti-skid brake control system for an automotive vehicle comprising: a fluid circuit including a fluid pressure source and a wheel cylinder for generating a braking force for decelerating a wheel; a pressure control valve means disposed in said fluid circuit for controlling braking pressure to be generated in said wheel cylinder, said pressure control valve means operating to increase said braking pressure in said wheel cylinder in a first mode position, to decrease said braking pressure in said wheel cylinder in a second mode position, and to hold said braking pressure in said wheel cylinder constant in a third mode; a first sensor means for monitoring a rotation speed of said wheel for producing a wheel speed indicative signal; a second sensor means for monitoring a road friction indicative parameter for producing a friction indicative signal; first arithmetic means for deriving a first wheel acceleration indicative data, said first arithmetic means being provided a first higher sensitivity with respect to variation of said wheel speed indicative signal value; second arithmetic means for deriving a second wheel acceleration indicative data, said first arithmetic means being provided a second lower sensitivity with respect to variation of said wheel speed indicative signal value; third arithmetic means detecting friction condition on the road surface to select one of said first and second wheel acceleration indicative data for outputting a selected wheel acceleration indicative data; and fourth arithmetic means, receiving said wheel speed indicative data, said selected wheel acceleration indicative data and a vehicle body speed representative data processing the input data for selecting one of a first mode in which said pressure control valve means is operated in said first mode position, a second mode in which said pressure control valve means is operated to said second mode position and a third mode in which said pressure control valve is operated to said third mode.

Claim 9

. An anti-skid brake control system as set forth in claim 6, wherein said fourth arithmetic means derives anti-skid control signal for said pressure control valve unit for operating the latter in one of said first, second and third modes to order said third mode in response to the selected wheel acceleration smaller than or equal to a predetermined deceleration threshold, to order said second mode in response the wheel slippage greater than or equal to a predetermined wheel slippage threshold, to order said third mode when wheel acceleration is greater than or equal to a predetermined acceleration threshold, and to order said first mode when wheel slippage is smaller than said wheel slippage threshold and said wheel acceleration is smaller than said wheel acceleration threshold and greater than said wheel deceleration threshold.

Claim 10

An anti-skid brake control system as set forth in claim 6, wherein said fourth arithmetic means derives anti-skid control signal selecting one of for each of the first, second and third mode for operating said pressure control valve to corresponding one of said first, second and third positions according to the following sequence, said second means deriving said anti-skid brake control signal to order said third mode in response to decreasing of the wheel acceleration across to a predetermined deceleration threshold, to order said second mode in response increasing of the wheel slippage across a predetermined wheel slippage threshold, to order said third mode in response to increasing of said wheel acceleration across a predetermined acceleration threshold, and to order said first mode in response to decreasing of said wheel slippage across said vehicle body speed representative data.

Claim 11

An anti-skid brake control system as set forth in claim 8, wherein said second sensor means produces said friction indicative signal which has a value varying between a high level representing high friction condition and low level representing low friction condition, and said third arithmetic means selecting said first wheel acceleration indicative data in response to high level friction indicating signal and selecting said second wheel acceleration indicative data in response to low friction indicating signal.

Claim 12

An anti-skid brake control system as set forth in claim 9, wherein said second sensor means comprises a longitudinal acceleration sensor for monitoring longitudinal acceleration exerted on the vehicle body to produce a longitudinal acceleration indicative signal.

Claim 13

An anti-skid brake control system as set forth in claim 10, wherein said fourth means includes means for integrating said longitudinal acceleration for generating an integrated value data and means for latching said wheel speed indicative data at initial stage of respective skid control cycle, and means for deriving said vehicle speed representative data on the basis of said latched wheel speed indicative data and said integrated value.

Claim 14

An anti-skid brake control system as set forth in claim 11, wherein said second sensor means compares said longitudinal acceleration indicative signal with a predetermined longitudinal acceleration threshold to produce said high level friction indicative signal when said longitudinal acceleration indicative signal is greater than or equal to said longitudinal acceleration threshold and to produce said low level friction indicative signal otherwise.

Claim 15

An anti-skid brake control system as set forth in claim 11, wherein said second sensor means includes an averaging means receiving said longitudinal acceleration indicative signal to derive a running average of said longitudinal acceleration indicative signal values and comparing said running average with a predetermined threshold for producing said high level friction indicative signal when said running average is greater than or equal to said threshold and for producing said low level friction indicative signal when said running average is smaller than said threshold.

Claim 16

An anti-skid brake control system for an automotive vehicle comprising: a fluid circuit including a fluid pressure source and a wheel cylinder for generating a braking force for decelerating a wheel; at least first, second and third pressure control valve means disposed in said hydraulic circuit for controlling braking pressures generated in respectively associated one of first, second and third wheel cylinders, each of said first, second and third pressure control valve means operating to increase said braking pressure in the associated one of said first, second and third wheel cylinders in a first mode, to decrease said braking pressure in said wheel cylinder in a second mode and to hold the braking pressure in said wheel cylinder at a constant value in a third mode; a first sensor means for monitoring rotation speed of said first vehicular wheel to which said first wheel cylinder is associated to produce a first wheel speed indicative signal; a second sensor means for monitoring rotation speed of said second vehicular wheel to which said second wheel cylinder is associated to produce a second wheel speed indicative signal; a third sensor means for monitoring rotation speed of said third vehicular wheel to which said third wheel cylinder is associated to produce a third wheel speed indicative signal; a fourth sensor means for monitoring a longitudinal acceleration exerted on a vehicle body for producing a longitudinal acceleration indicative signal; first arithmetic means for deriving a first wheel acceleration indicative data with respect to respective of said first, second and third wheels on the basis of respectively corresponding one of said first, second and third wheel speed indicative signals, said first arithmetic means being provided a first higher sensitivity with respect to variation of said wheel speed indicative signal value; second arithmetic means for deriving a second wheel acceleration indicative data with respect to respective of said first, second and third wheels on the basis of respectively corresponding one of said first, second and third wheel speed indicative signals, said first arithmetic means being provided a second lower sensitivity with respect to variation of said wheel speed indicative signal value; third arithmetic means for selecting one of said first, second and third wheel speed indicative signals having the greatest value, integrating said longitudinal acceleration indicative signal values and deriving a vehicle body speed representative data on the basis of said selected wheel speed indicative signal value and the integrated value; fourth arithmetic means processing said longitudinal acceleration indicative signal for detecting friction condition on the road surface so as to select one of said first and second wheel acceleration indicative data for outputting a selected wheel acceleration indicative data; and fourth arithmetic means, receiving said wheel speed indicative data, said selected wheel acceleration indicative data and said vehicle body speed representative data processing the input data for selecting one of a first mode in which said pressure control valve means is operated in said first mode position, a second mode in which said pressure control valve means is operated to said second mode position and a third mode in which said pressure control valve is operated to said third mode.

Claim 17

An anti-skid brake control system for an automotive vehicle comprising: a fluid circuit including a fluid pressure source and a wheel cylinder for generating a braking force for decelerating a wheel; at least first, second and third pressure control valve means disposed in said hydraulic circuit for controlling braking pressures generated in respectively associated one of first, second and third wheel cylinders, each of said first, second and third pressure control valve means operating to increase said braking pressure in the associated one of said first, second and third wheel cylinders in a first mode, to decrease said braking pressure in said wheel cylinder in a second mode and to hold the braking pressure in said wheel cylinder at a constant value in a third mode; a first sensor means for monitoring rotation speed of said first vehicular wheel to which said first wheel cylinder is associated to produce a first wheel speed indicative signal; a second sensor means for monitoring rotation speed of said second vehicular wheel to which said second wheel cylinder is associated to produce a second wheel speed indicative signal; a third sensor means for monitoring rotation speed of said third vehicular wheel to which said third wheel cylinder is associated to produce a third wheel speed indicative signal; a fourth sensor means for monitoring a longitudinal acceleration exerted on a vehicle body for producing a longitudinal acceleration indicative signal; first arithmetic means for deriving a first wheel acceleration indicative data with respect to respective of said first, second and third wheels on the basis of respectively corresponding one of said first, second and third wheel speed indicative signals, said first arithmetic means being provided a first higher sensitivity with respect to variation of said wheel speed indicative signal value; second arithmetic means for deriving a second wheel acceleration indicative data with respect to respective of said first, second and third wheels on the basis of respectively corresponding one of said first, second and third wheel speed indicative signals, said first arithmetic means being provided a second lower sensitivity with respect to variation of said wheel speed indicative signal value; third arithmetic means for selecting one of said first, second and third wheel speed indicative signals having the greatest value, integrating said longitudinal acceleration indicative signal values and deriving a vehicle body speed representative data on the basis of said selected wheel speed indicative signal value and the integrated value; fourth arithmetic means processing said longitudinal acceleration indicative signal for detecting friction condition on the road surface so as to select one of said first and second wheel acceleration indicative data for outputting a selected wheel acceleration indicative data; and fourth arithmetic means, receiving said wheel speed indicative data, said selected wheel acceleration indicative data and said vehicle body speed representative data processing the input data for selecting one of a first mode in which said pressure control valve means is operated in said first mode position, a second mode in which said pressure control valve means is operated to said second mode position and a third mode in which said pressure control valve is operated to said third mode.

Claim 18

An anti-skid brake control system as set forth in claim 14, wherein said fifth arithmetic means derives anti-skid control signal for said pressure control valve unit for operating the latter in one of said first, second and third modes to order said third mode in response to the selected wheel acceleration smaller than or equal to a predetermined deceleration threshold, to order said second mode in response the wheel slippage greater than or equal to a predetermined wheel slippage threshold, to order said third mode when wheel acceleration is greater than or equal to a predetermined acceleration threshold, and to order said first mode when wheel slippage is smaller than said wheel slippage threshold and said wheel acceleration is smaller than said wheel acceleration threshold and greater than said wheel deceleration threshold.

Claim 19

An anti-skid brake control system as set forth in claim 14, wherein said fifth arithmetic means derives anti-skid control signal selecting one of for each of the first, second and third mode for operating said pressure control valve to corresponding one of said first, second and third positions according to the following sequence, said fifth arithmetic means deriving said anti-skid brake control signal to order said third mode in response to decreasing of the wheel acceleration across to a predetermined deceleration threshold, to order said second mode in response increasing of the wheel slippage across a predetermined wheel slippage threshold, to order said third mode in response to increasing of said wheel acceleration across a predetermined acceleration threshold, and to order said first mode in response to decreasing of said wheel slippage across said vehicle body speed representative data.

Claim 20

An anti-skid brake control system as set forth in claim 15, wherein said fourth sensor means produces said longitudinal acceleration indicative signal serving as friction indicative signal which has a value varying between a high level representing high friction condition and low level representing low friction condition, and said third arithmetic means selecting said first wheel acceleration indicative data in response to high level friction indicating signal and selecting said second wheel acceleration indicative data in response to low friction indicating signal.

Claim 21

An anti-skid brake control system as set forth in claim 17, wherein said third arithmetic means compares said longitudinal acceleration indicative signal with a predetermined longitudinal acceleration threshold to produce said high level friction indicative signal when said longitudinal acceleration indicative signal is greater than or equal to said longitudinal acceleration threshold and to produce said low level friction indicative signal otherwise.

Claim 22

An anti-skid brake control system as set forth in claim 17, wherein said third arithmetic means includes an averaging means receiving said longitudinal acceleration indicative signal to derive a running average of said longitudinal acceleration indicative signal values and comparing said running average with a predetermined threshold for producing said high level friction indicative signal when said running average is greater than or equal to said threshold and for producing said low level friction indicative signal when said running average is smaller than said threshold.