• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    <P> Regulation of the brake pressure by measuring the peripheral speed of at least two wheels of a vehicle, where appropriate by determining reference speeds corresponding to the peripheral speeds as a function of the speed of the vehicle, and training to from the maximum reference speeds of an overall reference speed for the control channels assigned to the wheel brake circuits. </ P> <P> The circuit delivering the reference speed, the speed of the driving wheel or the speed signal of the non-driving axle is disconnected during operation without regulation, then reconnected when a control signal of the sliding of the driving wheel and / or after a predetermined time. </ P>
    公开号:SU1245256A3
    申请号:SU782605448
    申请日:1978-04-18
    公开日:1986-07-15
    发明作者:Рунау Герхард；Гудат Вольфганг；Паннбаккер Гельмут；Линдеманн Клаус；Вейзе Лутц；Роде Конрад
    申请人:Вабко Вестингхаус Гмбх (Фирма)；
    IPC主号:
    专利说明:

    one
    The invention relates to automotive engineering, in particular to devices for adjusting brake pressure, in automobiles equipped with anti-lock adjusting devices.
    The purpose of the invention is to secure reliability.
    Figure 1 is a schematic diagram of the device; Fig. 2 shows graphs of the characteristics of current and reference velocities and the sequence in time of the emerging slip signals.
    A device for adjusting the brake pressure (Fig. 1) is mounted on a vehicle on which the right front (slave) wheel 1 is equipped with an angular velocity sensor 2, and the left rear (driving) wheel is equipped with an angular velocity sensor 3. The sensor 2 is connected to the driver 4 signal of the current speed of the right front wheel and the driver 5 of the signal of the reference speed of the right, front wheel. The sensor 3 is connected to the driver 6 signal of the current speed of the left rear wheel and the driver 7 of the signal of the reference speed of the left rear wheel. The outputs of the formers 5 and 7 are connected to a maximum speed reference value selection circuit 8, which is a maximum comparator. The contours of the right front and left rear wheels are connected to one other logical node 9. The circuit for the left rear wheel has switches 10 and 11 and a switch 12, controlled by the output signals of the logical node.
    Logic node 9 contains elements 13-16, element RSH 17 and triggers 18 and 19, which are associated with one another and with the control loops of the right front and left rear wheels.
    In addition, an AND element 20 is provided that connects the output signal of the logic node 9 and the control signal coming from the not shown test circuit via channel 21.
    Element I 13 is controlled by the output signal of the imaging unit 4 and the AVR spacing control signal AVR of the right front wheel; and 8. Element 14 is controlled by a trigger signal 18 from its output b and an acceleration signal from the left rear wheel through channel 23. Inverted input to element 15 and 15, in addition, a trigger signal 18 is output. The setting input S of trigger 18 is connected to the output of element I 13, and the reversing input of trigger R 18 to 18 is connected with the output of generator 4. Element 16 through two non-inverted inputs and one inverted input connects the control signal to slip the front right angle 20
    25
    thirty
    15 scaffolding |: via channel 22, the speed signal from the forming body 4 for the right front wheel and signaling the beginning of the brake pressure control through the channel 24 signal t, the output of the li element 16 is connected to the trigger input of the trigger 19, the reversing input of which is controlled by the regulating signal , a slip of the left rear wheel through channel 25. The output and trigger 19, depending on the design, is connected either to the switch 10, or to the switch 11, or to the switch 12.
    Channels 26 and 27 are designed to transmit, respectively, the control signal on the rotating left rear wheel t f) and the speed signal of the right front wheel V.
    In the quiescent state, on the ft outputs of flip-flops 18 and 19 lies the Up signal, and on the a-outputs, the Bottom signal. The quiescent state corresponds to the reset state, so that there are identical output conditions in the state of the drive in the presence of the right front wheel control signal Vyj and the slip control signal V, the left rear wheel.
    B
    Suppose the car is in motion and the driving rear wheels turn. The arising conditions are shown in Fig. 2, with the condition that the speed of the car and the speed of the driven wheels, V wheels, remain constant.
    With the increase, the speeds of the left rear wheel track are increased.
    nt
    speeds VRj ,, as well as the total reference speed due to the formation of a maximum in scheme 8. When 3S occurs
    40
    45
    50
    forests coming through channel 22. The signal of the regulating signal was slid by the remote control (besides, it is controlled by the element AND 15 and the element OR 17. Triggings on the right front wheel
    the time t or the acceleration control signal on the spinner 18 has inputs R and S and codes
    452562
    i; and 8. Element 14 is controlled by a trigger signal 18 from its output b and an acceleration signal from the left rear wheel through channel 23. Inverted input to element 15 and 15, in addition, a trigger signal 18 is output. The setting input S of trigger 18 is connected to the output of element 13 and the reversing input of trigger r 18 to 18 is connected to the output of element 4. element 16 through two non-inverted inputs and one inverted input connects the control signal to slip the front right wheel
    scaffolding |: through channel 22, the speed signal from the formation of the body 4 for the right front wheel and signaling the beginning of brake pressure control through channel 24 is the signal t, the output of the li element 16 is connected to the trigger input of the trigger 19, the reversing input of which is controlled by the regulating signal a slip of the left rear wheel through channel 25. The output of the flip-flop 19, depending on the design, is connected either to the switch 10, or to the switch 11, or to the switch 12.
    Channels 26 and 27 are designed to transmit, respectively, the control signal on the rotating left rear wheel t f) and the speed signal of the right front wheel V.
    In the quiescent state, on the ft outputs of flip-flops 18 and 19 lies the Up signal, and on the a-outputs, the Bottom signal. The quiescent state corresponds to the reset state, so that there are identical output conditions in the state of the drive in the presence of the right front wheel control signal Vyj and the slip control signal V, the left rear wheel.
    B
    Suppose the car is in motion and the driving rear wheels turn. The arising conditions are shown in Fig. 2, with the condition that the speed of the car and the speed of the driven wheels, V wheels, remain constant.
    With the increase, the speeds of the left rear wheel track are increased.
    nt
    speeds VRj ,, as well as the total reference speed due to the formation of a maximum in scheme 8. When
    a regulating signal slip on the right front wheel to
    the time t or the acceleration control signal on the rotating body3
    with the left rear wheel + fe on one of the non-inverted inputs of the element And 16 lies the signal of speed V, and on the other non-inverted input through the element OR 17 - or a signal. or +6, and at the inverted input of the element AND 16 lies the Top signal, since no control has yet occurred and the corresponding signal t is zero. Element I 16 turns on and triggers trigger 19, as a result of which, a Top signal appears at the output of this trigger, which opens switch 10 and turns off the loop to form the left rear wheel’s reference speed, so that only the the speed of the right front wheel. The reference speed of the rear wheel is zero. At the same time, the control signal is locked by AND 20, so that during the test, the electronic anti-lock device does not prematurely turn off.
    For example, if the left rear wheel slows down by time tj, for example, when gas is removed or braking, a signal - &amp; comes from the left rear wheel - which causes the start-up signal t (indicating the beginning of the brake pressure regulation), which locks the AND 16 through the inverted input. At the same time, the support speed of the front right wheel V. and the total reference speed flows in a predetermined manner iT both the front right and left rear wheels slip.
    As soon as the slip signal D appears by the time t, the trigger 19 triggers and the switch .10 closes, so that the support contour of the left rear wheel to form a common reference speed switches back to circuit 8. This characteristic is shown in curve 2, starting with time t .. At the same time, the control signal is unlocked by dropping an element of AND 20. First, the total reference speed due to the formation of a maximum is formed from the reference speed of the right front wheel, until t the reference speed is left of the rear wheel exceeds the first reference speed of the right front wheel, as well as common reference speed, starting from this point the support is varying its speed
    45256 4
    intensity at the formation of a maximum from one level of regulation to another. If you replace switch 10 with switch 11 1, switch 12, then you get a different time characteristic of the reference speed — after each switch-on. In the case of switch 10, the reference speed increases in steps,
    10 as shown in FIG. 2 for moment t. If, on the other hand, switch 11 is selected, then slow pressure build-up is obtained due to the practical implementation of J5 (Slow formation of the reference speed from the available speed value, and here, just like switch 11, there is a full path from zero to the actual value.
    In that case, if switch 12 is selected, then there is the advantage that when connected, there is already one speed value, and that is named 25 but; driven wheel, so that the reference speed overcomes only a small path to the actual value.
    20
    When standing, i.e. when the front wheel is standing and when the right rear wheel is screwing, the device of FIG. 1 operates as follows. With the front wheel standing, the speed of the front right wheel is zero, i.e. the element AND 16 is locked and the trigger 19 cannot be transferred from the rest state to the installation state, with the switch 10 remaining closed and the total reference speed is generated from the reference speed
    the growth of the left rear wheel.
    At time t, a regulating signal appears, A, d. To prevent the blocked
     The front wheel signal is locked by AND 16 until the speed of the right front wheel becomes higher than zero. In addition, the delay signal -t of the left rear wheel is locked through element 14, since, due to the fact that signal V o, trigger 18 is reset. This also has implications for a defective sensor for the right front wheel and for
    55 cable break. In this case, the speed of the right front wheel would be equal to zero and the -6 signal could not interrupt the test, as is usually foreseen 51245256
    but, so that, thanks to the control ment And 20, in this case, the release signal can be found to be defective.
    sensor or cable breakage and regulation. Thus, the defect detecting circuit can be disconnected in a timely manner not through a magnetic check. Test or control-5 pdn, and already by means of control on the circuit is not turned off, because of the circuit.
     phage. g
    权利要求:
    Claims (1)
    [1]
    DEVICE FOR REGULATING BRAKE PRESSURE IN CARS, equipped with an anti-lock adjusting device, comprising angular velocity sensors of diagonally arranged driven and driving wheels, connected in series through the corresponding signal conditioners of current and reference speeds to the circuit for selecting the maximum value of the reference speed, and a switch installed in a circuit connecting the driver of the signal of the current speed of the rear drive wheel and the specified selection circuit, and the control circuit the switch is connected to the output of the trigger of the logical node, characterized in that, in order to increase reliability, the logical node includes a second trigger, four AND elements and an OR element, while the output of the signal generator of the current speed of the driven wheel is connected to the reverse input of the second trigger and the first input of the first AND element, the output of which is connected to the installation input of the second trigger, · one output of which is connected to the first input of the second AND element, the second input of which is connected to the channel transmitting the signal, etc. optional to the acceleration of the rear drive wheel, the second output of the second trigger is connected to the first input of the third AND element, to the second input of which is connected a channel transmitting a signal proportional to the slipping of the front driven wheel, also connected to the second input of the first AND element and the first input of the OR element, to the second whose input is connected through a delay circuit to a channel transmitting a signal proportional to the acceleration of the rear drive wheel to the third input of the first element And and the first input of the fourth element And p the channel transmitting the signal of the beginning of regulation is connected to the second input of the fourth element AND the output of the OR element is connected, and the output of the signal former of the current 'speed of the front driven wheel is connected to its third input, the output of the fourth element And is connected, · with the installation input of the first trigger, to the reverse input which is connected to a channel transmitting a signal proportional to the slipping of the rear drive wheel.
    "" SU ,, ”1245256
    1,124
    类似技术:
    公开号 | 公开日 | 专利标题
    SU1032996A3|1983-07-30|Device for forming general reference speed signal for antiblocking braking system of automobile vehicle
    US4701852A|1987-10-20|Method and device for signaling that gear change is required
    JP4066609B2|2008-03-26|Status display device for vehicle travel control device
    US3601794A|1971-08-24|Vehicle acceleration and deceleration sensing and indicating system utilizing an ac input signal
    US4154487A|1979-05-15|System for controlling the torque transmitted to motor vehicle driving wheels by a differential gear
    US7155329B2|2006-12-26|Vehicle deceleration display system and calculation method
    US4800377A|1989-01-24|Speed reducing signal
    SU1245256A3|1986-07-15|Device for adjusting automobile brake pressure
    US20040043868A1|2004-03-04|Method for operating a motor-driven vehicle
    SE450826B|1987-08-03|DRIVE DRIVER FOR TWA THROUGH AN AXEL EXHAUST DRIVE WHEELS OF A VEHICLE, PREFERRED A PASSENGER CAR
    EP0436368A2|1991-07-10|Road vehicle brake lights
    US4947325A|1990-08-07|Diagnostic system for rotational speed sensors in drive train of four wheels drive vehicle having central differential device
    JPH08509442A|1996-10-08|Circuit configuration for adjusting and evaluating wheel sensor signals
    SE459930B|1989-08-21|DEVICE FOR AUTOMATIC TRANSMISSION OF DIVERSE VEHICLES IN A MOTOR VEHICLE WITH MULTIPLE-DRIVE
    GB2175462A|1986-11-26|Vehicle deceleration indicator
    US4594574A|1986-06-10|Vehicle motion signalling system
    US4549163A|1985-10-22|Slip indicating system for a four-wheel drive vehicle
    GB2213607A|1989-08-16|Propulsion control for vehicles
    US4095551A|1978-06-20|Indicating arrangement for a distance warning installation in motor vehicles
    US6216067B1|2001-04-10|Method and device for generating an error signal in a motor vehicle
    US7002459B1|2006-02-21|Integral vehicle brake indicator
    US4814990A|1989-03-21|Control circuit for motor vehicles
    RU1787835C|1993-01-15|Vehicle engine deceleration control device
    JP2943628B2|1999-08-30|Vehicle speed control unit
    KR910007759Y1|1991-10-05|Apparatus for displaying speed on the vehicle&#39;s backside
    同族专利:
    公开号 | 公开日
    GB1600050A|1981-10-14|
    JPS53134186A|1978-11-22|
    JPH0141535B2|1989-09-06|
    FR2387824A1|1978-11-17|
    FR2387824B1|1983-05-27|
    DE2717457A1|1978-11-02|
    DE2717457C2|1986-06-05|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE2034809A1|1970-07-14|1972-01-20|Daimler Benz Ag|Brake force control for vehicles, in particular motor vehicles|
    FR2168869B1|1972-01-25|1976-07-09|Dba|JP2724705B2|1986-09-20|1998-03-09|トヨタ自動車株式会社|Automatic control method for automotive brakes|
    JP2631474B2|1987-07-16|1997-07-16|住友電気工業株式会社|Anti-lock control device|
    DE3833212A1|1988-09-30|1990-04-05|Bosch Gmbh Robert|ANTI-BLOCKING CONTROL SYSTEM|
    DE3841957A1|1988-12-14|1990-06-28|Bosch Gmbh Robert|ANTI-BLOCKING CONTROL SYSTEM|
    JP2767271B2|1989-02-28|1998-06-18|曙ブレーキ工業株式会社|Vehicle anti-lock control method|
    DE3917976A1|1989-06-02|1990-12-06|Bayerische Motoren Werke Ag|Ascertaining speed of rear drive motor vehicle - detecting angular speeds of both front wheels and at least average speed of both rear wheels|
    JPH0516788A|1991-07-11|1993-01-26|Sumitomo Electric Ind Ltd|Estimated body speed detecting device for vehicle|
    EP0550997A1|1992-01-10|1993-07-14|Lucas Industries Public Limited Company|Method of and apparatus for detecting wheel spin|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE19772717457|DE2717457C2|1977-04-20|1977-04-20|Circuit arrangement for obtaining reference signals for an anti-lock vehicle brake system|
    [返回顶部]