JPH0656015A - Slip controller - Google Patents

Abstract

PURPOSE:To unify a power steering (P/S) controller and an anti-skid brake (ABS) device. CONSTITUTION:Two CPUs 25 26 are provided in a controller 22, and the CPU 25 on one side conducts mainly ABS control, and the CPU 26 on the other side conducts P/S control. In order to secure safety, the CPU 26 on the other side watches the action stage of the CPU 25 on one side, and outputs a signal to stop its action when abnormality decision is made. As a result, by carrying out unification, the circuit scale of the controller 22 can be reduced, and cost reduction becomes possible, too. In addition, as there is a watch function by means of two CPUs 25, 26, the securing of safety is also possible.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a so-called power steering control for assisting a turning force of a steering wheel based on steering torque and wheel speed information, and a so-called anti-skid brake system for adjusting a braking force based on wheel speed information.
Alternatively, the present invention relates to a vehicle slip control device including a traction control.

[0002]

2. Description of the Related Art A conventional anti-skid brake system (ABS) device will be described with reference to FIG.
FIG. 5: is a figure which shows the structure of the conventional anti-skid brake system apparatus.

Conventionally, in an anti-skid brake system device, as disclosed in, for example, SAE890870, etc., a controller that inputs wheel speed information by a wheel speed sensor 40 is a microcomputer (cpu) 42,
It has two of 43 and outputs the control amount for increasing / decreasing the braking pressure to the brake pressure actuator 49.

The front wheel brake system is controlled by the logical product of both cpu 42 and 43, the rear wheel brake system is controlled by the logical sum of both cpu 42 and 43, and the fail-safe relay 48 is controlled by both cpu 42,
It is configured to be driven by the logical product of 43 and the watchdog circuit 44. That is, unless both the cpu 42 and 43 and the watchdog circuit 44 are normal, the fail safe operates to ensure the safety. In particular, it is the mainstream for devices handling brake systems to increase redundancy with 2 cpu.

In addition, conventional power steering (p /
s) The device will be described with reference to FIG. Figure 6
FIG. 7 is a diagram showing a configuration of a conventional power steering device.

In the power steering system, as disclosed in, for example, Japanese Patent Laid-Open No. 2-249762, vehicle information is input by the steering angle / vehicle speed sensors 50 and 51, and a control amount is output to the steering assist force actuator 64. It has 2 cpu 54 and 55, and outputs the control amount signal only when the directions of driving the actuators of both cpu 54 and 55 match. That is, the fail-safe configuration is such that a signal is output only when both cpu 54 and 55 show the same calculation result. Similarly to the above, the steering device uses 2 cpu for safety design.

[0007]

The ABS and the p / s device have a 2 cpu structure for safety reasons, and require vehicle speed or wheel speed as input information. Currently, these devices are individually mounted on the vehicle, and the size, cost, and
If the vehicle harness is individual, it is inferior to that of the integrated one. Furthermore, there is a problem in fail-safe if simply integrated, and it is important to divide the functions into 2 cpu.

The present invention has been made in order to solve the above-mentioned problems, and it is possible to obtain a vehicle slip control device capable of reducing the circuit scale and cost and also ensuring a fail-safe function. With the goal.

[0009]

A vehicle slip control device according to claim 1 of the present invention comprises the following means. [1] Wheel speed detecting means for detecting wheel speed. [2] Steering torque detection means for detecting steering torque during steering. [3] Braking pressure adjusting means that is arranged between the master cylinder and the wheel cylinder and that can increase and decrease the moving pressure. [4] Steering wheel assist force adjusting means for variably assisting the turning force of the steering wheel during steering. [5] Brake pressure control amount calculation means for calculating a control amount of the brake pressure for suppressing the slip of the wheel based on the detected wheel speed information and outputting the calculated control amount to the brake pressure adjusting means. [6] A steering wheel assist force calculating means for calculating the steering wheel assist force based on the detected wheel speed and the detected steering torque information and outputting it to the steering wheel assist force adjusting means. [7] A braking pressure control amount is monitored based on the detected wheel speed information and drive monitor information from the braking pressure adjusting means, and a signal for stopping the operation of the braking pressure adjusting means is detected when an abnormality is detected. Braking pressure monitoring means to output.

A vehicle slip control device according to a second aspect of the present invention includes the following means. [1] Wheel speed detecting means for detecting wheel speed. [2] Steering torque detection means for detecting steering torque during steering. [3] Braking pressure adjusting means that is arranged between the master cylinder and the wheel cylinder and that can increase and decrease the moving pressure. [4] Steering wheel assist force adjusting means for variably assisting the turning force of the steering wheel during steering. [5] Brake pressure control amount calculation means for calculating a control amount of the brake pressure for suppressing the slip of the wheel based on the detected wheel speed information and outputting the calculated control amount to the brake pressure adjusting means. [6] A steering wheel assist force calculating means for calculating the steering wheel assist force based on the detected wheel speed and the detected steering torque information and outputting it to the steering wheel assist force adjusting means. [7] The braking pressure control amount is monitored based on the detected wheel speed information and the drive monitor information from the braking pressure adjusting means, and when an abnormality is detected, an abnormality signal is output to the braking pressure control amount calculating means. Braking pressure monitoring means.

[0011]

In the present invention, the main function of one cpu is ABS and the main function of the other cpu is p / s, and the control circuits of both are integrated. Further, one of the cpu outputs an ABS actuator control signal and the other of the p / s cp
If this is monitored on the u side and an abnormality is detected during this monitoring,
It has means for forcibly stopping the actuator control signal or actuator drive, or means for outputting an abnormal signal to one cpu. In this way, the other cpu judges whether the output signal of one cpu is normal, and the safety is ensured by the abnormal signal, whereby the power steering control and the slip control can be integrated.

[0012]

【Example】

Example 1. Embodiment 1 of the present invention will be described with reference to FIG. 1 is a block diagram showing a first embodiment of the present invention.

Referring to FIG. 1, in the first embodiment, the wheel speed detecting means 1a and 1b, the steering torque detecting means 2 for detecting the steering torque at the time of steering, and the master cylinder and the wheel cylinder are arranged to brake. A braking pressure adjusting means 3 capable of increasing / decreasing the pressure and a steering wheel assisting force adjusting means 4 for variably assisting the rotational force of the steering wheel during steering are provided.

A braking pressure control amount calculation means 5 for calculating a braking pressure control amount for suppressing wheel slip based on the wheel speed information and outputting it to the braking pressure adjusting means 3, the steering torque and the wheels. A steering wheel assisting force calculating means 6 for calculating the steering wheel assisting force based on the speed information and outputting the steering wheel assisting force to the steering wheel assisting force adjusting means 4.

Further, the braking pressure control amount is monitored based on the wheel speed information and the drive monitor information 8 from the braking pressure adjusting means 3, and when an abnormality is detected during the monitoring of the braking pressure, the operation of the braking pressure adjusting means 3 is started. And a braking pressure monitoring means 7 for outputting a signal 9 for stopping.

Next, the specific structure of the first embodiment will be described with reference to FIG. FIG. 2 shows a first embodiment of the present invention.
It is a figure which shows the concrete structure of.

In FIG. 2, 10 is a handle, and 11 is a torque sensor for detecting the steering torque from the twist of the handle shaft. Reference numeral 12 is a gear mechanism that assists the rotation of the shaft with a motor 13 or hydraulic pressure. 14a, 1
Reference numeral 4b is a steered wheel, and reference numerals 15a and 15b are wheel speed sensors arranged on the steered wheels.

Reference numeral 16 is a brake pedal, and 17 is a master cylinder. To simplify the brake system, only the steered wheels 14a and 14b will be described. The brake actuator is a solenoid 18a, 18b, 19a, 1
9b, reservoir 20, and motor pump 21. When the brake pedal 16 is depressed, the flow of the brake pressure flows into the wheel cylinder through the normally open valves of the solenoids 18a and 18b. On the other hand, during pressure reduction control, solenoid 1
8a and 18b are closed by the drive signal of the control device 22,
On the other hand, the solenoids 19a and 19b are opened and the reservoir 20
The brake fluid flows to the low pressure. In the holding mode, only the solenoids 18a and 18b are driven and the solenoid 19
a and 19b are non-driving (normally closed). Next, in the pressure boosting mode, the solenoids 18a, 18b, 19a and 19b are not driven, and when the motor pump 21 is driven, the pressure boosted by the pump flows into the wheel cylinders.

Further, 22 is a control unit (cu), which is an input circuit 23a for the wheel speed sensors 15a and 15b, an input circuit 23b for the steering torque sensor 11, an output circuit 24a for adjusting the brake pressure, and a steering wheel assist force adjusting function. Output circuit 24b, cpu2 for anti-skid brake
5, a power steering cpu 26, an input circuit 27 for monitoring a brake pressure output signal, a means 28 for monitoring brake control, and an AND gate 29 for inhibiting the operation of the brake output circuit 24a. The brake control monitoring means 28 is built in the cpu 26.

The brake control monitoring means 28 includes the output circuit 2
4a monitors the brake pressure at present for any one of pressure reduction, holding, and pressure increase, and determines whether or not the state is correct based on the wheel speed information. When it is determined from the wheel speed information that the output circuit 24a is in a pressure increasing state when it is necessary to reduce the pressure, or conversely when it is determined that the output circuit 24a is in the pressure reducing state when the pressure is to be increased,
A low signal is output to the AND gate 29 in order to make the output circuit 24a non-driving. Further, the disconnection of the actuator and the short circuit of the output circuit 24a can easily be included in this monitoring function. This makes cpu2
5 or the failure of the output circuit 24a is monitored and the safety of the vehicle is ensured by the prohibition signal.

The first embodiment of the present invention, as described above,
The object is to integrate a power steering (P / S) control device and an ante skid brake (ABS) or traction control device. Therefore, the control device 22 has two microcomputers (cpu), one of which is c
The pu 25 mainly performs ABS control, and the other cpu 26 performs p / s control. One cpu to ensure safety
The other cpu 26 monitors the drive state of 25 and outputs a signal to stop the drive when an abnormality is determined. as a result,
The scale of the control device 22 can be reduced, and the cost can be reduced. In addition, since it has a monitoring function of 2 cpu, it is possible to ensure safety.

Example 2. FIG. 3 shows a part of the control device 22 according to the second embodiment of the present invention. If the brake control monitoring means 28 determines that there is an abnormality, the power supply relay 3 is shown.
By interrupting 0, the operation of the brake actuator is forcibly stopped.

Example 3. Further, in FIG. 4, when the brake control monitoring means 28 determines that there is an abnormality, the abnormality signal 3 is sent to the cpu 25.
1 is output to reset cpu25 or cp
The operation of the actuator is stopped by stopping the operation of the cpu 25 itself by turning off the power supply of u25.

[0024]

As described above, according to the present invention, the p / s control and the ABS are integrated, the scale of the control circuit can be reduced, the cost can be reduced, and the one cpu can be formed by the 2 cpu configuration. By controlling the output with and monitoring it with the other cpu, it is possible to secure the fuel-safe function.

[Brief description of drawings]

FIG. 1 is a block diagram showing a first embodiment of the present invention.

FIG. 2 is a diagram showing a specific configuration of the first embodiment of the present invention.

FIG. 3 is a diagram showing a second embodiment of the present invention.

FIG. 4 is a diagram showing Embodiment 3 of the present invention.

FIG. 5 is a diagram showing a conventional ABS device.

FIG. 6 is a diagram showing a conventional p / s control device.

[Explanation of symbols]

 11 Steering torque sensor 15a, 15b Wheel speed sensor 22 Control device 25 cpu1 26 cpu2

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[Procedure amendment]

[Submission date] April 21, 1993

[Procedure Amendment 1]

[Document name to be amended] Statement

[Correction target item name] Full text

[Correction method] Change

[Correction content]

[Document name] Statement

Title: Slip control device

[Claims]

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a so-called anti-skid brake system (hereinafter referred to as "ABS") device for adjusting a braking force based on wheel speed information, a traction control device, steering torque information and wheel speed. The present invention relates to a slip control device including a so-called power steering (P / S) control device that assists a rotational force of a steering wheel based on information.

[0002]

2. Description of the Related Art A conventional ABS device will be described with reference to FIG. FIG. 5 shows, for example, four people from Hirofumi Kumamoto (Sumitomo Electric Industries) “Electronic Control Unit of the S
umitomo Electronic Antilock System) "Society of Au
tomotive Engineers, Inc. 1989 (SAE89087
It is a figure which shows the outline of a structure of the conventional ABS apparatus shown by 0) by a part block. In the figure, a conventional ABS device has four wheel speed sensors 40 for detecting wheel speeds.
And a wheel speed calculating means 41 for calculating the wheel speed by counting the pulses from the wheel speed sensor 40.
And two CPUs (microcomputers) # 0, # 1, 42, 43 connected to the wheel speed calculation means 41, and CP
A watchdog circuit 44 connected to the U 42 and 43 to monitor the operation of the CPU, and AND gates 45 and 46 connected to the CPU 42, 43 and the watchdog circuit 44.
Similarly, the CPUs 42 and 43 and the watchdog circuit 4
4 is connected to the logical sum gate 47 and the logical product gate 45.
And a brake pressure actuator 49 connected to the AND gate 46 and the OR gate 47.

As described above, the conventional ABS device has two
It has CPUs 42 and 43, and the wheel speed sensor 40 inputs wheel speed information to output a control amount for increasing / decreasing the braking pressure to the brake pressure actuator 49.

That is, the brake pressure actuator 49
The front wheel brake system is controlled by the logical product of both CPUs 42 and 43 and the watchdog circuit 44, which is the output of the logical product gate 46. Further, the rear wheel brake system of the brake pressure actuator 49 is connected to both Cs which are the outputs of the OR gate 47.
It is controlled by the logical sum of the PUs 42, 43 and the watchdog circuit 44. Furthermore, the fail-safe relay 48 is
It is configured to be driven by the logical product of both the CPUs 42 and 43 and the watchdog circuit 44 which is the output of the logical product gate 45. The function of the watchdog circuit 44 is the CPU 4
2 and the operation of the CPU 43 are monitored and a normal or abnormal signal is output. That is, unless both the CPUs 42 and 43 and the watchdog circuit 44 are normal, the fail safe operates to ensure safety. In this way, the ABS device that handles the brake system has two CPs.
The mainstream is to increase redundancy with U.
The same applies to the traction control device.

Next, a conventional power steering control device will be described with reference to FIG. FIG. 6 is a block diagram showing an outline of the configuration of a conventional power steering control device disclosed in, for example, Japanese Patent Laid-Open No. 2-249762. Referring to FIG. 1, a conventional power steering control device includes a steering angle sensor 5 for detecting a steering angle of a steering wheel.
0, a vehicle speed sensor 51 for detecting the ground speed of the vehicle, and an input interface 52 connected to the steering angle sensor 50.
An input interface 53 connected to the vehicle speed sensor 51, a main CPU 54 connected to the input interfaces 52 and 53, and an input interface 5 similarly.
Sub CPU 55 connected to 2 and 53, and main CP
Four AND gates 56, 57, 58, 59 connected to the U54 and the sub CPU 55, and AND gates 56, 5
Drive circuits 60, 6 connected to each of 7, 58, 59
1, 62, 63, and a handle assist force actuator 64 such as a motor having one end connected to the drive circuits 60 and 61 and the other end connected to the drive circuits 62 and 63.

The conventional power steering control device inputs the steering angle of the steering wheel and the ground speed information of the vehicle by the steering angle sensor 50 and the vehicle speed sensor 51, and outputs a control signal to the steering wheel assist force actuator 64 according to the steering direction and the vehicle speed. Output a current signal). Also, two CPUs 54
, 55 and using the AND gates 56-59 both C
PU 54, 55 steering wheel assist force actuator 6
The control signal is output only when the driving directions of 4 coincide. That is, the fail-safe configuration is such that the control signals are output only when the CPUs 54 and 55 show the same calculation result. As described above, the power steering control device uses two CPUs for safety design, like the ABS device described above.

[0007]

The above-described conventional ABS device and power steering control device are composed of two CPUs for safety reasons, and the ABS device is used as input information for the wheel speed and power. The steering control device requires vehicle speed and steering angle. At present, these devices are individually mounted in a vehicle, so that there is a problem that a control circuit such as a CPU occupies a large area and is costly. Further, there is a problem that the wiring of the vehicle harness (signal line) is complicated. Furthermore, there is a problem in fail-safe when simply integrated.

The present invention has been made in order to solve the above-mentioned problems, and an object thereof is to obtain a slip control device which can reduce the circuit scale and cost and can also secure a fail-safe function. And

[0009]

A slip control device according to a first aspect of the present invention includes the following means. [1] Wheel speed detection means for detecting the speed of the wheels. [2] Steering torque detecting means for detecting the steering torque when steering the steering wheel. [3] Braking pressure adjusting means for adjusting the braking pressure of the wheels. [4] Steering wheel assist force adjusting means for assisting the turning force of the steering wheel during steering. [5] First control means for calculating a control amount of the braking pressure based on the speed of the wheel and outputting the calculated control amount to the braking pressure adjusting means. [6] The assist force of the steering wheel is calculated based on the wheel speed and the steering torque and output to the steering wheel assist force adjusting means, and based on the wheel speed and the output of the braking pressure adjusting means. Second control means for outputting a signal for stopping the operation of the braking pressure adjusting means when an abnormality is detected by monitoring the control amount of the braking pressure.

A slip control device according to a second aspect of the present invention comprises the following means. [1] Wheel speed detection means for detecting the speed of the wheels. [2] Steering torque detecting means for detecting the steering torque when steering the steering wheel. [3] Braking pressure adjusting means for adjusting the braking pressure of the wheels. [4] Steering wheel assist force adjusting means for assisting the turning force of the steering wheel during steering. [5] First control means for calculating a control amount of the braking pressure based on the speed of the wheel and outputting the calculated control amount to the braking pressure adjusting means. [6] The assist force of the steering wheel is calculated based on the wheel speed and the steering torque and output to the steering wheel assist force adjusting means, and based on the wheel speed and the output of the braking pressure adjusting means. Second control means for outputting an abnormality signal to the first control means when an abnormality is detected by monitoring the control amount of the braking pressure.

[0011]

In the slip control device according to the first aspect of the present invention, the wheel speed detecting means detects the wheel speed, and the steering torque detecting means detects the steering torque during steering of the steering wheel. Further, the braking pressure adjusting means adjusts the braking pressure of the wheel, and the steering wheel assisting force adjusting means assists the rotational force of the steering wheel during steering. Then, the control amount of the braking pressure is calculated by the first control means based on the speed of the wheel and is output to the braking pressure adjusting means. Further, the second control means calculates the assist force of the steering wheel based on the speed of the wheel and the steering torque, and outputs the assist force to the steering wheel assist force adjusting means, and the speed of the wheel and the braking pressure adjusting means. The control amount of the braking pressure is monitored on the basis of the output of the above, and when an abnormality is detected, a signal for stopping the operation of the braking pressure adjusting means is output. In the slip control device according to the second aspect of the present invention, the wheel speed detection means detects the wheel speed, and the steering torque detection means detects the steering torque during steering of the steering wheel. Further, the braking pressure adjusting means adjusts the braking pressure of the wheel, and the steering wheel assisting force adjusting means assists the rotational force of the steering wheel during steering. Then, the control amount of the braking pressure is calculated by the first control means based on the speed of the wheel and is output to the braking pressure adjusting means. Further, the second control means calculates the assist force of the steering wheel based on the speed of the wheel and the steering torque, and outputs the assist force to the steering wheel assist force adjusting means, and the speed of the wheel and the braking pressure adjusting means. When the abnormality is detected by monitoring the control amount of the braking pressure based on the output of, the abnormality signal is output to the first control means.

[0012]

EXAMPLES Example 1. The configuration of the first embodiment of the present invention will be described with reference to FIG. 1 is a block diagram showing a first embodiment of the present invention.

Referring to FIG. 1, the first embodiment includes wheel speed detecting means 1a, ..., 1b for detecting wheel speeds, and steering torque detecting means 2 for detecting steering torque during steering of a steering wheel.
A braking pressure adjusting means 3 arranged between a master cylinder and a wheel cylinder (both not shown) capable of increasing / decreasing the braking pressure, and a steering wheel for variably assisting the rotational force of the steering wheel during steering. The assist force adjusting means 4 is provided.

In the first embodiment, the braking pressure control amount calculating means 5 for calculating the control amount of the braking pressure for suppressing the slip of the wheel from the speed information of the wheel and outputting it to the braking pressure adjusting means 3. The steering wheel assist force calculating means 6 outputs the steering wheel assist force based on the steering torque and the wheel speed information to the steering wheel assist force adjusting means 4.

Further, in the first embodiment, the control amount of the braking pressure is monitored by the wheel speed information and the drive monitor information 8 from the braking pressure adjusting means 3, and if an abnormality is detected during the monitoring, the braking pressure is controlled. The braking pressure monitoring means 7 is provided for outputting a signal 9 for stopping the operation of the adjusting means 3.

By the way, the first aspect according to claim 1 of the present invention
The control means corresponds to the braking pressure control amount calculation means 5 in the first embodiment of the present invention described above, and the second control means according to claim 1 of the present invention is the steering wheel assist force calculation means 6 in the first embodiment. And a braking pressure monitoring means 7. Next, a specific configuration of the first embodiment will be described with reference to FIG. FIG. 2 is a diagram showing a specific configuration of the first embodiment of the present invention.

In FIG. 2, the first embodiment has a handle 10
A steering torque sensor 11 that detects a steering torque from a twist of a handle shaft that supports the steering shaft and outputs an analog signal corresponding to the steering torque, a gear mechanism 12 that assists the rotation of the handle shaft by a motor 13, and a steering wheel 14.
a, 14b for wheel speed sensors 15a, 15b, which output pulse signals corresponding to wheel speeds, and a brake arranged between the master cylinder 17 connected to the brake pedal 16 and the steered wheels 14a, 14b. The actuator, the input side of which is connected to the steering torque sensor 11 and the wheel speed sensors 15a and 15b, and the output side of which is the motor 13
And a control device 22 connected to the brake actuator. For simplification, only the steered wheels 14a and 14b are shown in the brake system.

The above-mentioned brake actuator stores solenoid valves 18a and 18b having normally-open valves provided in the middle of a pipe through which brake fluid flows, solenoid valves 19a and 19b similarly having normally-closed valves, and brake fluid. It is composed of a reservoir 20 and a motor pump 21 for supplying brake fluid. The solenoid valve 1
Each of 8a, 18b, 19a, 19b includes a valve that adjusts the flow of the brake fluid and a solenoid that opens and closes the valve. Further, the control device 22 controls the wheel speed sensors 15a, 1
5b, the input circuit 23b connected to the steering torque sensor 11, the ABS control CPUs 1 and 25 connected to the input circuit 23a, and the power steering connected to the input circuits 23a and 23b. CPUs 2 and 26 for control and solenoid valve 18 on the output side
An output circuit 24a for brake pressure adjustment connected to each of the solenoids a, 18b, 19a, 19b by four signal lines, and a steering assist force connected to the CPU 26 on the input side and to the motor 13 on the output side. An output circuit 24b for adjustment, an input side connected to the output circuit 24a and an output side connected to the CPU 26, an input circuit 27 for monitoring a brake pressure control signal, and a brake control monitoring means 28 for monitoring the brake control of the CPU 25. When,
The input side is connected to the CPU 25 and the brake control monitoring means 28, the output side is connected to the output circuit 24a, and the AND gate 29 can inhibit the operation of the output circuit 24a. The brake control monitoring means 28 is C
CPU2 is a program built in PU26
5 has a control function similar to the ABS control function of 5. By the way, the wheel speed detecting means 1a, ..., 1b in FIG.
Is the wheel speed sensor 15a, 15b and the input circuit 2 of FIG.
3a, and the steering torque detecting means 2 in FIG. 1 corresponds to the steering torque sensor 11 and the input circuit 23b in FIG.
The braking pressure adjusting means 3 in FIG. 1 corresponds to the AND gate 29, the output circuit 24a and the brake actuator in FIG. 2, and the steering wheel assist force adjusting means 4 in FIG.
It corresponds to the output circuit 24b, the motor 13 and the gear mechanism 12 of FIG. Further, the braking pressure control amount calculation means 5 and the steering wheel assist force calculation means 6 of FIG. 1 correspond to the CPU 25 and the CPU 26 of FIG. 2, respectively, and the braking pressure monitoring means 7 of FIG.
Is an input circuit 27 and a brake control monitoring means 28 of FIG.
Equivalent to.

Next, the operation of the first embodiment of the present invention will be described. When the brake pedal 16 is stepped on, the ABS control of the CPU 25 inputs the speed information of the wheels and puts the brake actuator into a pressure reducing mode, a holding mode and a pressure increasing mode at predetermined repeating intervals.
In addition, for simplification, the brake system is a steering wheel 14a,
Only 14b will be described. When the brake pedal 16 is stepped on, the flow of the brake fluid is the solenoid valve 18
It flows into a wheel cylinder through a and 18b. In the pressure reducing mode, the solenoid valves 18a and 18b are set to the CPU 25.
Closed by the control signal of the solenoid valve 19
By opening a and 19b, the brake fluid flows to the reservoir 20 and the pressure becomes low. In the holding mode, only the solenoid valves 18a and 18b are closed, and the solenoid valve 19
a and 19b are not controlled (normally closed). Further, in the pressure increasing mode, the solenoid valves 18a, 18b, 19a, 19
When b is not controlled and the motor pump 21 is driven by the CPU 25, the brake fluid is supplied from the reservoir 20 and the increased pressure flows into the wheel cylinders.

The brake control monitoring means 28 includes the output circuit 2
The control signal of the brake pressure from 4a is currently in the pressure reducing mode,
Monitor either the holding mode or boost mode,
Moreover, it is determined whether or not the state is correct based on the wheel speed information. That is, when it is determined that the control signal is in the pressure increasing mode when the pressure must be reduced from the wheel speed information, or conversely when the pressure is to be increased, it is determined that the control signal is in the pressure reducing mode, the output circuit 24a is turned on. A low signal is output to the AND gate 29 to make it inoperative. further,
The disconnection of the signal lines connected to the solenoid valves 18a, 18b, 19a, 19b and the short circuit of the output circuit 24a can be easily realized to be included in this monitoring function. Thus, the CPU 25 or the output circuit 24a is monitored for malfunctions and the prohibition signal is used to ensure the safety of the vehicle. Further, the power steering control of the CPU 26 is performed by outputting a drive current of the motor 13 according to an analog signal corresponding to the steering torque from the steering torque sensor 11 and the wheel speed information from the wheel speed sensors 15a and 15b. . Since the speed information of the wheels is input, it is possible to cope with the wheels spinning.

The first embodiment of the present invention, as described above,
The purpose is to integrate the ABS device and the power steering control device. That is, two CPUs 25 and 26 are provided in the control device 22, one CPU 25 mainly
BS control is performed, and the other CPU 26 performs power steering control. And to ensure safety, one C
The other CPU 26 monitors the ABS control state of the PU 25, and when it determines that the control is abnormal, it outputs a signal for stopping the control to the AND gate 29. As a result, the circuit scale of the control device 22 can be reduced, and the cost can be reduced. Moreover, since the other CPU 26 has the monitoring function of the control of the one CPU 25, it is possible to ensure the safety. The effect of the above integration can be increased by simultaneously backing up the power steering control of the CPU 25 and the CPU 26.

Example 2. FIG. 3 is a diagram showing a part of the control device according to the second embodiment of the present invention. The other configuration is the first embodiment.
Is the same as. In the second embodiment, as in the first embodiment, when the brake control monitoring means 28 determines that there is an abnormality, the brake actuator is shut off by disconnecting the power supply relay 30 connected to the solenoid valves 18a, 18b, 19a, 19b. It is intended to forcibly stop the operation of. The braking pressure adjusting means according to claim 1 of the present invention corresponds to the output circuit 24a, the brake actuator and the power supply relay 30 in the second embodiment, and is otherwise the same as the first embodiment.

Example 3. FIG. 4 is a diagram showing a part of the control device according to the third embodiment of the present invention. The other configuration is the first embodiment.
Is the same as. In the third embodiment, similarly to the first embodiment, when the brake control monitoring means 28 determines that there is an abnormality, the CPU 25 outputs an abnormality signal 31 to the CPU 25, and resets the CPU 25 or turns off the power of the CPU 25, for example.
The operation of the brake actuator is stopped by stopping the operation of 5 itself. The braking pressure adjusting means according to claim 2 of the present invention corresponds to the output circuit 24a and the brake actuator in the third embodiment, and each of the other means according to claim 2 of the present invention corresponds to claim 1.
This is the same as the relationship between the respective means and the first embodiment.

[0024]

As described above, the present invention has the following advantages.
Since S control and power steering control are integrated,
The circuit size can be reduced, the cost can be reduced, and the fuel-safe function can be ensured.

[Brief description of drawings]

FIG. 1 is a block diagram showing a first embodiment of the present invention.

FIG. 2 is a diagram showing a specific configuration of the first embodiment of the present invention.

FIG. 3 is a diagram showing a part of a control device according to a second embodiment of the present invention.

FIG. 4 is a diagram showing a part of a control device according to a third embodiment of the present invention.

FIG. 5 is a diagram showing a conventional ABS device.

FIG. 6 is a diagram showing a conventional power steering control device.

[Description of Reference Signs] 11 Steering Torque Sensor 12 Gear Mechanism 13 Motors 15a, 15b Wheel Speed Sensors 18a, 18b Solenoid Valves 19a, 19b Solenoid Valves 22 Control Device 25 CPU1 26 CPU2 28 Brake Control Monitoring Means

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Shunichi Wada 840 Chiyoda-cho, Himeji City Mitsubishi Electric Corporation Himeji Works

Claims (2)

[Claims] 1. Wheel speed detection means for detecting wheel speed,
Steering torque detecting means for detecting steering torque during steering,
It is arranged between the master cylinder and the wheel cylinder,
Braking pressure adjusting means for increasing / decreasing the moving pressure, steering wheel assisting force adjusting means for variably assisting the rotational force of the steering wheel during steering, and wheel slip suppression based on the detected wheel speed information. Braking pressure control amount calculation means for calculating a control amount of the braking pressure for output to the braking pressure adjusting means, and an assist force of the steering wheel based on the detected wheel speed and detected steering torque information to calculate the steering wheel assist force. The steering wheel assist force calculating means for outputting to the assist force adjusting means, the braking pressure control amount is monitored based on the detected wheel speed information and the driving monitor information from the braking pressure adjusting means, and when an abnormality is detected, the above A slip control device for a wheel, comprising: a braking pressure monitoring means for outputting a signal for stopping the operation of the braking pressure adjusting means. 2. Wheel speed detecting means for detecting wheel speed,
Steering torque detecting means for detecting steering torque during steering,
It is arranged between the master cylinder and the wheel cylinder,
Braking pressure adjusting means for increasing / decreasing the moving pressure, steering wheel assisting force adjusting means for variably assisting the rotational force of the steering wheel during steering, and wheel slip suppression based on the detected wheel speed information. Braking pressure control amount calculation means for calculating a control amount of the braking pressure for output to the braking pressure adjusting means, and an assist force of the steering wheel based on the detected wheel speed and detected steering torque information to calculate the steering wheel assist force. The steering wheel assist force calculating means for outputting to the assist force adjusting means, the braking pressure control amount is monitored based on the detected wheel speed information and the driving monitor information from the braking pressure adjusting means, and when an abnormality is detected, the above A slip control device for a vehicle, comprising: a braking pressure monitoring means for outputting an abnormal signal to a braking pressure control amount computing means.