Anti-skid brake control system with feature of derivation of precise projected vehicle body speed data utilizing longitudinal acceleration exerted on vehicular body

Abstract: An anti-skid brake control system comprises a limiter which provides upper limit of variation of wheel speed indicative data. The limited wheel speed indicative data is derived with respect to each wheels. One of the greatest limited wheel speed indicative data is selected as vehicle body speed indicative initial data. The anti-skid brake control system derives a projected vehicle body speed indicative data by adding an integrated value of a longitudinal acceleration to the aforementioned vehicle body speed indicative initial data. The integrated value is provided a predetermined offset value for compensating error caused in a longitudinal acceleration sensor.

Description: BACKGROUND OF THE INVENTION Field of the Invention The present invention relates generally to an anti-skid brake control system for preventing vehicular wheels from skidding during braking operation and whereby optimizing vehicular efficiency and maintain satisfactory stability. More specifically, the invention relates to a novel technology for deriving a vehicular body speed data for performing anti-skid brake control depending upon wheel slippage. Description of Background Art It is known that the vehicular brake performance becomes optimum when wheel slippage is maintained 10 to 20%. In order to maintain the wheel slippage in the aforementioned optimum range, braking pressure is adjusted over one or more skid control cycles for cyclically increasing and decreasing braking pressure for decelerating rotation speed of vehicular wheel. In general, skid control cycle is controlled based on wheel slippage and wheel acceleration. The wheel acceleration can be derived on the basis of wheel speed. On the other hand, wheel slippage is generally derived on the basis of the wheel speed and a vehicle speed. Therefore, in order to precisely control the skid control cycle, it is essential to determine the vehicle speed. In the anti-skid brake control technology, it is usual to derive the vehicle speed data on the basis of wheel speed. In the alternative, vehicle speed data is derived based on a longitudinal acceleration exerted on vehicular body. In the later case, vehicle speed data can be derived by subtracting integrated value of the longitudinal acceleration from an initial wheel speed upon initiation of braking operation. Such anti-skid brake control technology has been disclosed in Japanese Patent First (unexamined) Publication (Tokkai) Showa 57-11149. In such conventional anti-skid brake control system, the vehicle body speed data is derived based on a wheel speed latched upon variation of wheel speed toward locking and integrated longitudinal acceleration value integrated from latching timing of said wheel speed. When integration of the longitudinal acceleration extends relatively long period, error contained in a longitudinal acceleration indicative signal due to secular variation of gain of a longitudinal acceleration sensor, DC offset of the longitudinal acceleration sensor and so forth, or due to vehicular driving condition such as hill climbing state, influences for controlling the skid control cycle. The influence of the error contained in the longitudinal acceleration indicative signal will become greater as expanding the integration period. The influence of the error in the longitudinal acceleration indicative signal will thus degrade accuracy or precision of brake control. US-A-3635530 according to the precharacterizing part of claim 1 discloses an anti-skid brake control system for a vehicle having braking pressure valves controlled by associated control means. Wheel speed sensors are provided for sensing wheel speed of the wheels. A vehicle deceleration transducer detects the deceleration of the vehicle which signals are supplied to an integrator means which estimates the vehicle speed. A controlling means controls the degree of wheel slip by varying the braking activation force applied to wheel cylinders of the corresponding wheels in accordance with the wheels speeds and the vehicle body speed. SUMMARY OF THE INVENTION Therefore, it is an object of the present invention to provide an anti-skid brake control system which can provide satisfactorily high precision in projecting vehicle body speed data. Another object of the invention is to provide an anti-skid brake control system which can minimize influence of error in monitoring a longitudinal acceleration. In order to accomplish the afore-mentioned objects, an anti-skid brake control system, according to the present invention, comprises a hydraulic system for varying braking activation force applied to each of the wheels of the vehicle in response to a control signal; wheel speed sensors for sensing wheel speed of the wheels; a longitudinal acceleration sensor for sensing a longitudinal acceleration of the vehicle; and an anti-skid brake controller comprising a vehicle body speed estimating means for estimating a vehicle body speed by integrating the longitudinal acceleration, and a controlling means for controlling the degree of wheel slip of at least one wheel of the vehicle by producing the control signal in accordance with wheel speed and the vehicle body speed. The inventive anti-skid brake control system is characterized in that the vehicle body speed estimating means comprises a first means for determining an integrator input by adding a predetermined constant value to the longitudinal acceleration, and determining the estimated vehicle body speed by integrating the integrator input. BRIEF DESCRIPTION OF THE DRAWINGS The present invention will be understood more fully from the detailed description given herebelow and from the accompanying drawings of the preferred embodiment of the invention, which, however, should not be taken to limit the invention to the specific embodiment but are for explanation and understanding only. In the drawings: Fig. 1 is a diagram of the preferred embodiment of an anti-skid brake control system according to the present invention; Fig. 2 is a schematic diagram of a pressure control valve employed in the preferred embodiment of the anti-skid brake control system of Fig. 1; Fig. 3 is a flowchart of a routine for selecting arithmetic operation mode for deriving a vehicle body speed representative data; Fig. 4 is a flowchart of a routine for deriving a wheel acceleration and a wheel slippage; Fig. 5 is s flowchart of a routine for deriving operation mode of anti-skid control; Fig. 6 is a timing chart showing process of anti-skid control to be performed through the process as shown in Fig. 5; Fig. 7 is an illustration showing schedule of skid control cycle in the anti-skid control. DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawings, particularly to Fig. 1, the preferred embodiment of an anti-skid brake control system, according to the present invention, is applied to a four-wheel drive type automotive vehicle, in which driving torque generated by an automotive engine is distributed to respective of four wheels. A brake system employed in the shown vehicle will be generally represented by the reference numeral 2. The brake system includes a brake pedal 6, a master cylinder 8 mechanically associated with the brake pedal 6 for building up braking pressure in response to manual input of braking force through the brake pedal, and wheel cylinders 10FL, 10FR, 10RL and 10RR of vehicular brakes for applying braking pressure for respective front-left, front-right, rear-left and rear-right wheels 9FL, 9FR, 9RL and 9RR. The anti-skid brake control system includes wheel speed sensors 12FL, 12FR, 12RL and 12RR respectively monitoring rotation speed of front-left, front-right, rear-left and rear-right wheels 9FL, 9FR, 9RL and 9RR to produce wheel speed indicative signals v₁, v₂, v₃ and v₄. A longitudinal acceleration sensor 13 is also provided for monitoring longitudinal acceleration exerted on a vehicular body and produces a longitudinal acceleration indicative signal Gx. The wheel speed sensors 12FL, 12FR, 12RL and 12RR and the longitudinal acceleration sensor 13 are connected to a control unit 14. The control unit 14 processes the input wheel speed indicative signals v₁, v₂, v₃ and v₄ and the longitudinal acceleration indicative signal Gx to produce anti-skid brake control signals for controlling pressure control valves 16FL, 16FR, 16RL and 16RR, each of which controls braking pressure in the corresponding one of wheel cylinder 10FL, 10FR, 10RL and 10RR. Each of the wheel speed sensor 12FL, 12FR, 12RL and 12RR comprises a rotor having a plurality of notches on the periphery at a regular interval corresponding a predetermined rotational angle, and an electromagnetic pick-up which forms proximity switch. The wheel speed sensor thus produce alternating current having a frequency corresponding to the wheel speed. The longitudinal acceleration sensor 13 is provided on an appropriate orientation of the vehicle body to monitor the longitudinal acceleration to produce the longitudinal acceleration indicative signal in analog direct current form. The longitudinal acceleration sensor 13 is designed to produce positive value longitudinal acceleration indicative signal Gx in response to the backward acceleration or deceleration and to produce negative value longitudinal acceleration indicative signal -Gx in response to the forward acceleration or acceleration. The control unit 14 has wheel speed derivation circuits 18FL, 18FR, 18RL and 18RR. Each wheel speed derivation circuit 18FL, 18FR, 18RL and 18RR has a frequency-voltage (F/V) converter for generating a voltage signal representative of the frequency of corresponding one of the alternating current form wheel speed indicative signal v₁, v₂, v₃ and v₄ and whereby represents the wheel speed. Process of derivation of the wheel speed indicative voltage signal has been disclosed in the following United States Patents, all owned by the common assignee to the present invention. U. S. Patent 4,408,290, issued on October 4, 1983 U. S. Patent 4,674,049, issued on June 16, 1987 U. S. Patent 4,704,684, issued on November 3, 1987 U. S. Patent 4,663,715, issued on May 5, 1987 U. S. Patent 4,663,716, issued on May 5, 1987 U. S. Patent 4,660,146, issued on April 21, 1987 U. S. Patent 4,665,491, issued on May 12, 1987 U. S. Patent 4,780,818, issued on October 25, 1988 U. S. Patent 4,674,050, issued on June 16, 1987 U. S. Patent 4,680,714, issued on July 14, 1987 U. S. Patent 4,682,295, issued on July 21, 1987 U. S. Patent 4,680,713, issued on July 145, 1987 U. S. Patent 4,669,046, issued on May 26, 1987 U. S. Patent 4,669,045, issued on May 26, 1987 U. S. Patent 4,679,146, issued on July 7, 1987 U. S. Patent 4,656,588, issued on April 7, 1987 U. S. Patent 4,718,013, issued on January 5, 1988 U. S. Patent 4,569,560, issued on February 11, 1986 U. S. Patent 4,662,686, issued on May 5, 1987 U. S. Patent 4,667,176, issued on May 19, 1987 U. S. Patent 4,597,052 issued on June 24, 1986 U. S. Patent 4,637,663, issued on January 20, 1987 U. S. Patent 4,683,537, issued on July 28, 1987 The disclosure of the above-identified United States Patents will be herein incorporated by reference for the sake of disclosure. The wheel speed derivation circuits 18FL, 18FR, 18RL and 18RR produces wheel speed indicative voltage signal Vw₁, Vw₂, Vw₃ and Vw₄ having voltage level corresponding to the frequency of the wheel speed indicative signals v₁, v₂, v₃ and v₄ and representative of the corresponding wheel speed. The wheel speed derivation circuits 18FL, 18FR, 18RL and 18RR are respectively connected to analog-to-digital (A/D) converters 20A, 20B, 20C and 20D. The A/D converters 18FL, 18FR, 18RL and 18RR performs analog-to-digital conversion to produce wheel speed indicative data in digital form. The A/D converters 18FL, 18FR, 18RL and 18RR are connected to a microprocessor 22 which comprises an input/output interface 33, an arithmetic circuit 34 and a memory unit 35 input the wheel speed indicative data Vw₁, Vw₂, Vw₃ and Vw₄. The control unit 14 also has wheel speed filters 24FL, 24FR, 24RL and 24RR. These wheel speed filters 24FL, 24FR, 24RL and 24RR are respectively connected to the wheel speed derivation circuits 18FL, 18FR, 18RL and 18RR to receive therefrom the wheel speed indicative voltage signal Vw₁, Vw₂, Vw₃ and Vw₄. The wheel speed filters 24FL, 24FR, 24RL and 24RR serve as digital secondary lag filter. The wheel speed filters 24FL, 24FR, 24RL and 24RR comprise A/D converters at the input side and D/A converters at the output side, and limit the reduction rate of the the wheel speed at a predetermined reduction rate -k₁. The wheel speed filters 24FL, 24FR, 24RL and 24RR also limit increasing rate of the wheel speed at a predetermined increasing rate k₂. These wheel speed filters 24FL, 24FR, 24RL and 24RR are designed for removing noise component superimposed in the wheel speed indicative signals v₁, v₂, v₃ and v₄, which noise components are created by uneveness of the road surface, electric spike generated in the electric system. The wheel speed filters 24FL, 24FR, 24RL and 24RR produce digital form limited wheel speed indicative data Vw₁', Vw₂', Vw₃', and Vw₄' which have modified wheel speed indicative digital values so that the variation rate of the wheel speed indicative data are maintained within the predetermined range defined by the reduction limit -k₁ and increasing limit k₂. The output terminals of the wheel speed filters 24FL, 24FR, 24RL and 24RR are connected to a select-HIGH switch 25. The select-HIGH switch 25 selects one of limited wheel speed indicative data Vw₁', Vw₂', Vw₃′ and Vw₄′ which has the greatest value amount the four inputs. The select-HIGH switch 25 thus outputs the selected one of the limited wheel speed indicative data Vw₁′, Vw₂′, Vw₃′ and Vw₄′ as a maximum wheel speed data Vw max . The select-HIGH switch 25 is connected to an integration circuit 26 and to the input/output interface 33 of the microprocessor 22. The longitudinal acceleration sensor 13 is connected to an absolute value circuit 29 to produce an absolute value signal indicative of the magnitude of acceleration exerted on the vehicular body. The absolute value circuit 29 is connected to a summing junction 28 to feed the absolute value signal. The summing junction 28 is also connected to an offset value generator circuit 27. The offset value generator circuit 27 is designed for generating an offset value A which is determined for compensating error contained in the longitudinal acceleration indicative signal Gx, which error is caused by secular variation of the longitudinal acceleration sensor 13 or inclination of the road. The offset value generator circuit 27 output a positive value offset value A in constant value. Therefore, the output of the summing junction 28 becomes | Gx | + A. The output of the summing junction (| Gx | + A) is input to the integration circuit 26. The integration circuit 26 is connected to the microprocessor 22. The integration circuit 26 is responsive to a HIGH reset signal RST output the microprocessor 22 to be reset. As long as the reset signal RST is maintained at LOW level, the integration circuit 26 latches the maximum wheel speed data Vw max as an initial value in response to trailing edge of the HIGH level reset signal RST, integrates the output (| Gx | + A) of the summing junction 28, and calculate a sum value of the latched maximum wheel speed data Vw max and the integrated value ∫( | Gx | + A) dt . The sum value derived in the integration circuit 26 serves as a vehicle body speed representative analog signal V ref . The vehicle body speed representative analog signal V ref of the integration circuit 26 is fed to an A/D converter 31. The A/D converter 31 converts the vehicle body speed representative analog signal V ref into a digital form vehicle body speed representative data V ref and input the digital vehicle body speed representative data to the input/output interface 33 of the microprocessor 22. The arithmetic circuit 34 of the microprocessor 22 is designed to execute programs stored in the memory unit 35, the process of which programs will be discussed herebelow with reference to Figs. 3 to 5. The arithmetic circuit 34 is also operates to output anti-skid brake control signals for the pressure control valves 16FL, 16FR, 16RL and 16RR, and the reset signal RST for controlling operation of the integration circuit 26. The output ports for feeding the anti-skid brake control signals are connected to amplifiers 36A, 36B, 36C and 36D. The anti-skid brake control signals for each pressure control valve 16FL, 16FR, 16RL and 16RR, comprises an induction control signal EV (hereafter referred to as "EV signal"), a drain control signal AV (hereafter referred to as "AV signal") and a drain pump control signal MR (hereafter referred to as "MR signal). The EV, AV and MR signals output from the microprocessor 22 are digital or binary signal representative of control values therefor. The amplifiers 36A, 36B, 36C and 36D are designed to amplifies the EV, AV and MR signals and outputs current signals having levels respectively corresponding to the digital form EV, AV and MR signals. As shown in Fig. 2, the pressure control valve unit 16 which reference numeral commonly represents the pressure control valve units 16FL, 16FR, 16RL and 16RR, comprises an induction control valve 42 which will be hereafter referred to as "EV valve", a drain control valve 44, which will be hereafter referred to as "AV signal" and a drain pump 48 and a pressure accumulator 46. The pressure control valve 16 has an inlet port 43 connected to the master cylinder 8 to receive the working fluid pressure built up in the latter and an outlet port 45 connected the wheel cylinder 10 which reference numeral generally represents the wheel cylinders 10FL, 10FR, 10RL and 10RR. The EV valve 42 is interposed between the inlet port 43 and the outlet port 45 for controlling introduction of the pressurized working fluid to the wheel cylinder 10. The AV valve 44 is connected to the outlet of the EV valve 42, the outlet port 45 at the inlet side and to the pressure accumulator 46 and the drain pump 48. The discharge outlet drain pump 48 is connected to the inlet port 43 via a one-way check valve 50 for returning part of working fluid in the pressure control valve unit 16 to the fluid reservoir (not shown) and designed for supplying pressurized working fluid. With the construction set forth above, the pressure control valve unit 22 essentially operates in three mutually different operational modes. Name, the pressure control valve unit 22 operates in an APPLICATION mode for increasing braking pressure in the wheel cylinder 10, a RELEASE mode for decreasing braking pressure in the wheel cylinder, and a HOLD mode to maintain the braking pressure constant. In the APPLICATION mode position, the EV valve 42 is maintained in open position to establish fluid communication between the master cylinder 8 and the wheel cylinder 10 and the AV valve 44 is maintained closed position for blocking fluid communication between the wheel cylinder 10 and the pressure accumulator 46. At the same time, the drain pump 48 may be held inoperative state. In the RELEASE mode position of the pressure control valve unita 16, the EV valve 42 is held closed to block fluid communication between the inlet port to the outlet port and whereby blocking pressure supply from the master cylinder 8 to the wheel cylinder 10. At the same time, the AV valve 44 is maintained at open position to establish fluid communication between the outlet port 45, and the pressure accumulator 46 and the drain pump 48 so that the pressurized fluid in the wheel cylinder 10 can be drained to the pressure accumulator 46 or to the fluid reservoir via the drain pump 48 and the one-way check valve 50. In order to drain part of the working fluid from the wheel cylinder to the fluid reservoir, the drain pump 48 is driven in this RELEASE mode. On the other hand, in the HOLD mode position, both of the EV valve 42 and the AV valve 44 are held closed for completely disconnecting the wheel cylinder 10 from the inlet port 43 and the pressure accumulator 46. The EV valve 42 is held open position in response to LOW level EV signal and shifted to closed position in response to the HIGH level EV signal. On the other hand, the AV valve 44 is maintained at closed position as long as the AV signal is held LOW level and is opened by the HIGH level AV signal. The drain pump 48 is driven by the HIGH level MR signal. The pressure control valve unit 16 is generated operated in the aforementioned three mode positions over skid control cycles. In general, skid control cycle is scheduled as follows: 1) the pressure control valve unit 16 is maintained at the APPLICATION mode position upon initiation of the braking operation which is triggered by depression of the brake pedal 6, 2) by application of the braking force to the brake pedal, working fluid pressure is built up in the master cylinder 8, since the pressure control valve unit 16 is held at the APPLICATION mode position, the braking pressure in the wheel cylinder 10 is increased linearly in proportion to increasing of the working fluid pressure to decelerate the wheel speed; 3) by increasing of the braking pressure, wheel deceleration -α (negative value of wheel acceleration) increases and becomes greater than a predetermined deceleration threshold -α ref , the control unit 22 is responsive to the wheel deceleration increased across the deceleration threshold to initiate skid control cycle, upon which the skid control cycle enters into HOLD mode cycle period to place the pressure control valve unit 16 at the HOLD mode position to maintain the increased level of braking pressure constant; 4) by holding the increase level of braking pressure in the HOLD mode position of the pressure control valve unit 16, wheel is decelerated to increase wheel slippage across a predetermined wheel slippage threshold, the control unit 22 is responsive to increasing of the wheel slippage increasing across the wheel slippage threshold to terminal the HOLD mode cycle period and trigger RELEASE mode cycle period, in which the pressure control valve unit 16 is placed in the RELEASE mode position to decrease braking pressure in the wheel cylinder 10; 5) by maintaining the pressure control valve unit 16 in the RELEASE mode position, braking pressure is reduced and thus wheel is accelerated to result in increasing of wheel acceleration +α, across a predetermined wheel acceleration threshold +α ref , the control unit 22 is responsive to increasing of the wheel acceleration +α across the wheel acceleration threshold +α ref to terminate the RELEASE mode cycle period and trigger a HOLD mode cycle period to switch the position of the pressure control valve unit 16 from the RELEASE mode position to the HOLD mode position in order to hold the braking pressure at the lowered level; 6) by maintaining the pressure control valve unit 16 at the HOLD mode, wheel speed is resumed and increased across the vehicle body speed and subsequently return to the speed corresponding to the vehicle body speed, the control unit 22 is responsive to the wheel speed once increased across the vehicle body speed and subsequently return to the vehicle body speed to terminate HOLD mode cycle period and trigger APPLICATION mode cycle period; skid cycles 3) to 6) are repeated while anti-skid control is active. The followings are discussion of the practical process of anti-skid brake control operation performed by the preferred embodiment of the anti-skid brake control system set forth above. The shown embodiment of the anti-skid brake control system is triggered in response to turning ON of the ignition switch to initiate power supply. Then, wheel speed sensors 12FL, 12FR, 12RL, 12RR start monitoring of rotation speed of respectively corresponding wheels 9FL, 9FR, 9RL and 9RR. The wheel speed sensors 12FL, 12FR, 12RL and 12RR thus continuously produce the wheel speed indicative signals v₁, v₂, v₃ and v₄. The alternating current form wheel speed indicative signals v₁, v₂, v₃ and v₄ are cyclically or periodically converted into digital wheel speed indicative data Vw₁, Vw₂, Vw₃ and Vw₄ to be input to the micprocessor 22. Simultaneously, the wheel speed indicative voltage signals Vw₁, Vw₂, Vw₃ and Vw₄ are fed to the wheel speed filters 24FL, 24FR, 24RL and 24RR. The wheel speed filters 24FL, 24FR, 24RL and 24RR derive wheel speed variation data with a predetermined period, e.g 5 msec, to compare with acceleration limit value k₂, e.g. 0.8 km/h and deceleration limit value -k₁, e.g. -1 km/h. When the wheel speed variation data is smaller than the deceleration limit value -k₁ or greater than the acceleration limit k₂, the instantaneous wheel speed indicative voltage signal level is modified to maintain the variation within the given range defined by the acceleration limit value k₂ and the deceleration limit value -k₁. The wheel speed filters 24FL, 24FR, 24RL and 24RR thus produces the limited wheel speed indicative signals Vw₁', Vw₂', Vw₃' and Vw₄'. On the other hand, when the difference is maintained with the given range, the wheel speed indicative voltage signals Vw₁, Vw₂, Vw₃ and Vw₄ are output as the limited wheel speed indicative signals Vw₁', Vw₂', Vw₃', and Vw₄'. The select-HIGH switch 25 selects one of the greatest wheel speed indicative signal among the four limited wheel speed indicative signals Vw₁', Vw₂', Vw₃' and Vw₄' as the maximum wheel speed indicative data Vw max . On the other hand, the longitudinal acceleration indicative signal Gx of the longitudinal acceleration sensor 13 is converted into an absolute value signal | Gx | in the absolute value circuit 29 and summed with the offset value A of the offset value generator circuit 27 at the summing junction 28. The longitudinal acceleration indicative signal containing the offset value is thus input to the integrator circuit 26. The integrator circuit 26 is periodically or cyclically reset by the HIGH level reset signal. Therefore, as long as the reset signal RST is held HIGH level, the initial vehicle body speed representative value V ref is cyclically or periodically reset to update the stored initial value with the maximum wheel speed indicative value Vw max . The routines shown in Figs. 3 to 5 are triggered every predetermined timing, e.g. every 20 msec while the vehicular braking state is maintained. It should be noted that the routines shown in Figs. 3 to 5 are executed with respect to each wheels independently of each other. The routines for respective wheels may be executed every four cycles of execution cycles. In the alternative, respective execution cycles of the routines for respective wheels may be performed at different phases so as to enable independent brake control at equal interval, e.g. 20 msec. In the process illustrated in Fig. 3, at a step 1002 performed immediately after starting execution, the vehicle body speed representative data V ref is read out and temporarily stored in a temporary register in the memory unit 34. Then, the maximum wheel speed indicative data Vw max is read out at a step 1004 and temporarily stored in the temporary register. Similarly, at a step 1006, the wheel speed indicative data Vw n (n = 1, 2, 3, 4). The wheel speed indicative data Vw n read out is stored in the temporary register. At a step 1008, a wheel acceleration α is calculated on the basis of the instantaneous wheel speed indicative data with precedingly read wheel speed data. It is of course possible to derive the wheel acceleration on the basis of the wheel speed difference between the instantaneous wheel speed indicative data value and the wheel speed indicative data value read at immediately preceding execution cycle, and a known execution interval. However, it is also possible to derive the wheel acceleration more precise manner as disclosed in the foregoing United States Patents Nos. U. S. Patent 4,392,202, issued on July 5, 1983 U. S. Patent 4,384,330, issued on May 23, 1984 Furthermore, it is also possible to derive the wheel acceleration by differentiating the wheel speed indicative data as disclosed in the United States Patents listed herebelow. U. S. Patent 4,430,714, issued on February 7, 1984 All of the above-identified United States Patents are owned by the common assignee to the present invention. The disclosure of these United States Patents are herein incorporated by reference for the sake of disclosure. At a step 1010, a skid cycle indicative flag F1 is checked whether is is set or not. The skid cycle indicative flag F1 indicates the state of derivation of a vehicle speed representative data V ref . Namely, the skid cycle indicative flag F1 is set when the vehicle speed representative data V ref is derived utilizing the integrated value of the longitudinal acceleration indicative data (| Gx | + A). When the skid cycle indicative flag F1 is not set as checked at the step 1010, the wheel acceleration α is compared with the deceleration threshold -α ref at a step 1012. If the wheel acceleration is smaller than or equal to the deceleration threshold -α ref , in other words the wheel deceleration is greater than the deceleration threshold, as checked at the step 1012, then the LOW level reset signal RST is output at a step 1014 to the integration circuit 26. By the LOW level reset signal RST, the integration circuit 26 is enable to sum the latched maximum wheel speed indicative data Vw max with the integrated value of the longitudinal acceleration indicative data (| Gx | + A). Thereafter, the skid cycle indicative flag F1 is set at a step 1016. On the other hand, when the wheel acceleration α is greater than the deceleration threshold -α ref as checked at the step 1012, the vehicle body speed indicative data V ref is compared with the maximum wheel speed indicative data Vw max at a step 1018. If the vehicle body speed representative data V ref is smaller than or equal to the maximum wheel speed indicative data Vw ref as checked at the step 1018, then the HIGH level reset signal RST is output at the step 1020 for resetting the stored value in the integration circuit 26 and for latching the instantaneous maximum wheel speed indicative data Vw max . Thereafter, the skid cycle indicative flag F1 is reset at a step 1022. On the other hand, when the skid cycle indicative flag F1 is set as checked at the step 1010, then process jumps the step 1012 and directly goes to the step 1018. Also, when the vehicle body speed representative data V ref is greater than the maximum wheel speed indicative data Vw max as checked at the step 1018, then process directly goes END. Fig. 4 illustrates another routine for deriving the wheel acceleration α and the wheel slippage Si. The shown routine is also executed at a given interval, e.g. 20 msec. In the shown routine, the vehicle body speed representative data V ref is read out at a step 1102. At a step 1104, the instantaneous wheel speed indicative data Vw n is read out. The read vehicle body representative data V ref and the instantaneous wheel speed indicative data Vw n are temporarily stored in the temporary register. At a step 1106, the wheel acceleration α is derived on the basis of the wheel speed indicative data Vw n . Then, wheel slippage Si is calculated by the following equation: Si = {(V ref - Vw n )/ V ref } x 100 (%) at a step 1108. After deriving the wheel slippage Si, the process returns to the background job. Fig. 5 shows a skid cycle control routine for controlling the skid control cycle generally according to the schedule set forth in the general discussion of the process of anti-skid brake control. The skid cycle control routine of Fig. 5 with the discussed herebelow with additionally reference to Figs. 6 and 7. It should be noted in the timing chart of Fig. 6, the lines showing the wheel speed Vw n , the maximum wheel speed Vw max , the vehicle body speed V ref are illustrated in a phase shifted manner so as to show respective speed variation clearly. It is assumed that the vehicle is traveling steadily before braking operation and anti-skid control being not active. Unless brake is applied, wheel slippage Si is generally maintained zero. Therefore, in the skid cycle control schedule as shown in Fig. 7, the entering point to enter the vehicle braking state is a. At this condition, the routine of Fig. 5 is triggered to be periodically executed in response to depression of the brake pedal. Immediately after starting execution, the wheel slippage Si is compared with a predetermined wheel slippage threshold S₀ at a step 1202. The wheel slippage threshold S₀ may be set at about the optimum wheel slippage range where an optimum vehicle braking efficiency can be obtained. In the shown embodiment, the wheel slippage threshold S₀ is set at 15%. As seen from the timing chart in Fig. 6, the shown embodiment performs APPLICATION mode operation in mutually different two way modes. As shown in the period t₀ and t₁, the braking pressure increases linearly according to increasing of the fluid pressure built up in the master cylinder 8. Such operational mode will be hereafter referred to as "NORMAL APPLICATION mode". In other operational mode as illustrated in the period t₁′ to t₂, t₂′ to t₃, t₃′ to t₄, t₄′ ... in Fig. 6, the pressure control valve 16 is operated alternatively to the APPLICATION mode position and HOLD mode position for increasing the braking pressure in stepwise fashion. This operation mode will be hereafter referred to as "CONTROLLED APPLICATION mode". The CONTROLLED APPLICATION mode is introduced in order to lower increasing speed of the braking pressure in the wheel cylinder so that the braking pressure is held at a level close to a pressure where the optimum wheel slippage is obtained and hereafter referred to as "lock pressure", for an expanded period. At the initial stage of the braking operation, wheel slippage Si is held smaller than that wheel slippage threshold S₀. Therefore, the answer at the step 1202 at the initial braking state becomes negative. Then, at a step 1204, check is performed whether a RELEASE mode timer value L of a RELEASE mode timer (not shown but facilitated in the arithmetic circuit 34 of the microprocessor 22) is greater than zero or not. At this time, the RELEASE mode timer value L is maintained at zero, the answer at the step 1204 also becomes negative. Then, at a step 1206, judgement is made that the condition satisfies a predetermined skid control terminating condition. In the practical embodiment, the skid control terminating conditions are set as follows: when the vehicle body speed indicative data V ref is smaller than or equal to a vehicle body stopping state indicative reference value V ref0 ; when number of occurrence of switching of the pressure control valve mode position in the CONTROLLED APPLICATION mode becomes greater than or equal to a predetermined value N₀; and when the brake switch is turned OFF. When the skid control terminating condition is satisfied as checked at the step 1206, the RELEASE mode timer value L is cleared and a skid control state indicative period flag AS is reset at a step 1208. At a step 1210, Thereafter, process goes END. If the skid control terminating condition as checked at the step 1206 is not satisfied, the RELEASE mode timer value L is again checked at a step 1212. When the RELEASE mode timer value L is smaller than or equal to zero as checked at the step 1212, the wheel acceleration α is compared with a predetermined acceleration threshold +α₁ at a step 1214. If the acceleration as checked at the step 1214 is greater than or equal to the wheel acceleration threshold +α₁, it means that the wheel is not yet decelerated after initiation of increasing of the braking pressure or wheel is acceleration during RELEASE mode cycle period. Therefore, in order to discriminate the instantaneous status of the braking condition, check is performed whether the skid control state indicative flag AS is set at a step 1216. When the skid control state indicative flag AS is not set as checked at a step 1216, then process goes to the process through the step 1210 for setting the operation mode to the NORMAL APPLICATION mode. On the other hand, when the skid control state indicative flag AS is set as checked at the step 1216, then judgement is made that it is the timing to switch the skid control cycle from the RELEASE mode cycle period to the HOLD mode cycle period because the wheel acceleration α is held greater than the wheel acceleration threshold +α₁ and the operational mode is held in the RELEASE mode. Then, HOLD mode cycle period is commanded at a step 1218. After commanding the HOLD mode cycle period, the process goes END. On the other hand, when the wheel acceleration α as compared with the wheel acceleration threshold +α₁ at the step 1214, is smaller than the acceleration threshold +α₁, then the wheel acceleration α is checked with a predetermined wheel deceleration threshold -α₂ at a step 1220. When the wheel acceleration α as checked at the step 1220 is smaller than the wheel deceleration threshold -α₂, it means that the braking condition requires anti-skid control. Then, at a step 1222, the HOLD mode cycle period is commanded for placing the pressure control valve 16 at the HOLD mode position, at a step 1224. If the wheel acceleration α as compared with the wheel deceleration threshold -α₂ at the step 1220 is greater than the wheel deceleration threshold, the skid control state indicative flag AS is checked at a step 1226. If the skid control mode indicative flag AS is not set as checked at the step 1226, process goes to the step 1208. On the other hand, when the skid control state indicative flag AS is not set as checked at the step 1226, the CONTROLLED APPLICATION mode cycle period is commanded at a step 1226. On the other hand, when wheel slippage Si as checked at the step 1202 is greater than or equal to the wheel slippage threshold S₀, then the wheel acceleration α is compared with the wheel acceleration threshold +α₁ at a step 1230. When the wheel acceleration α as checked at the step 1230 is greater than or equal to the wheel acceleration threshold +α₁, judgement can be made that the condition does not satisfy to perform the RELEASE mode skid control cycle period operation. Therefore, the RELEASE mode timer value L is cleared at a step 1232. On the other hand, when the wheel acceleration α as checked at the step 1230 is smaller than the wheel acceleration threshold +α₁, judgement can be made that a condition for performing the RELEASE mode skid control mode cycle period is satisfied. Therefore, at a step 1234, the RELEASE mode timer value L is set at a predetermined initial timer value L₀ which represents a period to maintain RELEASE mode skid control cycle period after the wheel slippage Si is decreased across the wheel slippage threshold S₀. At the same time, the skid control state indicative flag AS. When the RELEASE mode timer value L as checked at the step 1204 is greater than zero (0), then, the RELEASE mode timer value L is decremented by one (1) at a step 1236 and thereafter process moves to the step 1206. When the RELEASE mode timer value L as decremented at the step 1236 is still held greater than zero (0), the answer at the step 1212 becomes positive since the RELEASE mode timer value is greater than zero. Then, process goes to a step 1238. The example of practical operation of anti-skid control performed through the routine of Fig. 5 will be discussed herebelow with reference to Figs. 6 and 7. At the initial stage of braking operation starting at the time t₀, the wheel acceleration α is decreased across the wheel deceleration threshold α ref to switch the reset signal level from HIGH level to LOW level. This results in introduction of the longitudinal acceleration data | Gx + A | for deriving the vehicle body speed representative data V ref by V ref = Vw max + ∫( | Gx | + A) dt through the steps 1012 to 1016. The wheel slippage Si is held smaller than the wheel slippage threshold S₀. Therefore, the answer in the step 1202 is held negative. At this time, since the anti-skid control is not yet initiated, the RELEASE mode timer value L is maintained zero (0). Therefore, the answer at the step 1204 also becomes negative. Since the brake is applied, the answer in the step 1206 is negative to indicate that the condition for satisfying termination of the anti-skid control is not established. Until the wheel acceleration α decreased to be smaller than the wheel deceleration threshold -α₂ is detected at the step 1220, the NORMAL APPLICATION mode is repeatedly commanded at the step 1210 for increasing the braking pressure in linear fashion as illustrated in the period t₀ to t₁. Therefore, at the initial stage of braking operation, the NORMAL APPLICATION mode skid cycle is performed for a period a as indicated in Fig. 6. At a time t₁, the wheel acceleration α decreases across the wheel deceleration threshold -α₂, therefore, the answer in the step 1220 turns into positive. As a result, the HOLD mode skid control cycle period is commanded at the step 1224. Therefore, the anti-skid control system becomes active for performing anti-skid brake control operation. The HOLD mode skid control cycle period is maintained with a period b until the wheel slippage Si is increased across the wheel slippage threshold S₀. When the wheel slippage Si becomes greater than or equal to the wheel slippage threshold S₀, the answer in the step 1202 becomes positive. At the initial stage of the RELEASE mode skid control cycle period, the wheel acceleration α is maintained smaller than the wheel acceleration threshold +α₂. Therefore, the answer in the step 1230 becomes negative. This causes setting of the RELEASE mode timer value L to the initial value L₀ and setting of the skid control state indicative flag AS, at the step 1234. By setting the RELEASE mode timer value L to L₀, the answer in the step 1212 becomes positive to command RELEASE mode skid control cycle period at the step 1238. By decreasing the braking pressure in the RELEASE mode skid control cycle period, the wheel speed is resumed to decrease wheel slippage Si across the wheel slippage threshold S₀. This results in negative answer in the step 1202. As long as the RELEASE mode timer value L is held greater than zero (0), the answer in the step 1204 is held positive and is decreased by one (1) every occurrence of execution of the routine of Fig. 5. As long as the RELEASE mode timer value L is maintained greater than zero (0), the RELEASE mode skid control cycle period is repeatedly commanded for maintaining the pressure control valve 16 at the RELEASE mode position, as illustrated by the period c in Fig. 6. When the RELEASE mode timer value L is decreased to zero at the step 1236 or, in the alternative, when the wheel acceleration α becomes greater than or equal to the wheel acceleration threshold +α₁ to turn the answer in the step 1230 into positive to cause clearing the RELEASE mode timer value L to zero at the step 1232, the answer in the step 1212 becomes negative. At this time, since the wheel acceleration α is greater than or equal to the wheel acceleration threshold +α₁ and the skid control state indicative flag AS is set, the HOLD mode skid control cycle period is commanded at the step 1218. During the HOLD mode skid control cycle period, wheel speed Vw n is continued to increase to result that the maximum wheel speed indicative data Vw max becomes greater than or equal to the vehicle body speed representative data V ref at a time t₁′. This causes the positive answer at the step 1018. Therefore, the reset signal RST is turned into HIGH level at the step 1020, and the skid cycle indicative flag F1 is reset at the step 1022 of the routine of Fig. 3. Since the reset signal RST is maintained at LOW level and the skid cycle cycle indicative flag F1 is held reset state until the wheel acceleration α is again decreased to the wheel deceleration threshold α ref at a time t₂, the vehicle body speed representative data V ref is derived at a corresponding value to the maximum wheel speed indicative data Vw max . The period in which the vehicle body speed representative data V ref is derived to the value corresponding to the maximum wheel speed indicative data Vw max is illustrated as a period a′ in the timing chart of Fig. 6. By maintaining the skid control cycle at the HOLD mode skid control cycle period as set forth, the wheel acceleration α is decreased across the wheel acceleration threshold +α₁. Then, the CONTROLLED APPLICATION mode skid control cycle period is commanded at the step 1228 since the skid control state indicative flag AS is held in set position. Through the process as set forth above, precise brake control becomes possible. Furthermore, according to the present invention, since the longitudinal acceleration indicative data is provided the predetermined offset value for increasing the deceleration at given level, avoidance of no braking state can be assured.

Claims: An anti-skid brake control system for a vehicle, comprising; a hydraulic system (10FL, 10FR, 10RL, 10RR, 16FL, 16FR, 16RL, 16RR) for varying a brake actuation force applied to each of wheels of the vehicle in response to a control signal (EV, AV, MR); wheel speed sensors (12FL, 12FR, 12RL, 12RR) for sensing wheel speeds (v1, v2, v3, v4) of the wheels; a longitudinal acceleration sensor (13) for sensing a longitudinal acceleration (Gx) of the vehicle; and an anti-skid brake controller (22, 24FL, 24FR, 24RL, 24RR, 25, 26, 27, 28, 29, 31) comprising a vehicle body speed estimating means (24FL, 24FR, 24RL, 24RR, 25, 26, 27, 28, 29, 31) for estimating a vehicle body speed by intergrating the longitudinal acceleration (Gx) and a controlling means (22) for controlling the degree of wheel slip of at least one wheel of the vehicle by producing the said control signal in accordance with the wheel speeds wheel speeds (v1,v2,v3,v4) and the estimated vehicle body speed (Vref); characterized in that the vehicle body speed estimating means (24FL, 24FR, 24RL, 24RR, 25, 26, 27, 28, 29, 31) comprises a first means (26-29) for determining an integrator input (|Gx| + A) by adding a predetermined constant offset value (A) to the longitudinal acceleration (Gx) and determining the estimated vehicle body speed (Vref) by integrating the integrator input (|Gx| +A). An anti-skid brake control system according to claim 1 characterized in that the vehicle body speed estimating means further comprises a second means (24FL, 24FR, 24RL, 24RR, 25,) for determining a filtered wheel speed (Vw1', Vw2', Vw3', Vw4') from each sensed wheel speed (Vw1, Vw2, Vw3, Vw4) by limiting the time rate of change of the sensed wheel speed, and determining an initial value (Vwmax) by selecting the greatest one of the filtered wheel speeds; and the first means (26-29) determines the estimated vehicle speed by algebraically adding the initial value to the result of the integration. An anti-skid brake control system according to one of claims 1 and 2, characterized in that the first means (26-29) comprises an absolute value determining means (29) for determining the absolute value (|Gx|) of the longitudinal acceleration, an adding means (28) for determining the sum of the absolute value of the longitudinal acceleration and the offset value (A), and an integrating means (26) for integrating the sum determined by the adding means, by using the initial value of the second means. An anti-skid brake control system according to one of claims 2 and 3 characterized in that the second means (24Fl, 24FR, 24RL, 24RR, 25) comprises a filtering means (24FL, 24FR, 24RL, 24RR) of a second order lag for determining the filtered wheel speeds. An anti-skid brake control system according to one of claims 1 to 4, characterized in that the hydraulic system comprises pressure control units (16FL, 16FR, 16RL, 16RR) each provided for a wheel (9FL, 9FR, 9RL, 9RR), said pressure control units are operated by the controlling means in an APPLICATION mode for increasing braking pressure, in a HOLD mode for maintaining braking pressure constant, a RELEASE mode for reducing braking pressure and a CONTROLLED APPLICATION mode for increasing the braking pressure in a stepwise fashion. An anti-skid brake control system according to claim 5 characterized in that in a skid control state when the wheels acceleration (α) is greater that or equal to first wheel acceleration threshold (+α1) the HOLD mode is selected, when the wheel acceleration (α) is smaller than the first wheel acceleration threshold (+α1) and smaller than or equal to a second wheel acceleration threshold (-α2) the HOLD mode is selected, and when the wheel acceleration (α) is smaller than the first wheel acceleration threshold (+α1) but greater than the second wheel acceleration threshold (-α2) the CONTROLLED APPLICATION mode is selected. An anti-skid brake control system according to one of claims 1 to 6 characterized in that the controlling means (22) is provided for detecting a predetermined skid control terminating condition, said condition being satisfied when the vehicle body speed indicative data (Vref) is smaller than or equal to a vehicle body stopping state indicative reference value (Vref0), when the number of occurrence of switching of the pressure control valve mode postion in the CONTROLLED APPLICATION mode becomes greater than or equal to a predetermined value (N0), and when the brake switch is turned OFF.

Inventors: FUJISHIRO TAKESHI, HIGASHIMOTO AKIRA, ISHIKAWA YASUKI, YASUNO YOSHIKI, FUJISHIRO, TAKESHI, HIGASHIMOTO, AKIRA, ISHIKAWA, YASUKI, YASUNO, YOSHIKI, HIGASHIMATA, AKIRA
Applicants: NISSAN MOTOR, NISSAN MOTOR CO., LTD.
Application year: 1989
Main classification: B60T8
IPC codes: B60T8