• 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:
    An anti-skid braking system for a vehicle comprising a supply of fluid for actuating a plurality of wheel brakes (1,2,3,4), a skid control unit (14,15) interposed between the fluid supply and the brakes, sensors (9,10,11,12) to detect the skidding of a plurality of wheels and actuating means (13) responsive to skid signals from the sensors and adapted to actuate the skid control unit (14,15) to relieve the fluid pressure at the brake of the wheel at impending lock by means of a plurality of successive brake release periods (y). In order to reduce yawing, when an impending skid condition is detected at one wheel, the skid control unit is arranged to induce shorter brake release periods (x) in one or more of the brakes of the wheels not at impending lock.
    公开号:SU1743345A3
    申请号:SU884355941
    申请日:1988-05-12
    公开日:1992-06-23
    发明作者:Бриарлик Малькольм；Ян Филлипс Марк；Дэвид Прескотт Роберт；Форд Росс Колин
    申请人:Лукас Индастриз Паблик Лимитед Компани (Фирма)；
    IPC主号:
    专利说明:

    This invention relates to anti-lock braking systems for automobiles.
    The purpose of the invention is to increase driving stability and reduce stopping distances.
    Figure 1 shows a diagram of a two-axle vehicle equipped with an anti-brim / pneumatic pneumatic braking system controlled by accelerator valves; 2 is a system diagram for one of the two axes; fig. 3 is a characteristic diagram; figure 4 - check valve, section; Fig. 5 illustrates an alternative characteristic diagram; 6 shows the control circuit controller algorithm.
    In the anti-lock air brake system, brakes 1 4 are installed on each of the two front wheels 5 and 6 on the first axle of the car and on the two rear wheels 7 and 8 on the second axle of the car, respectively. Each wheel is equipped with a respective rotational speed sensor 9-12, and the output signals from the sensors are fed to the electronic wheel lock micro-controller 13, which differentiates the signals and feeds the currents to drive the front and rear relay modulators 14 and 15 pressure.
    Each modulator 14 and 15 controls the supply of working pneumatic pressure to the accelerating valves 16 and 17 for each respective wheel from the valve 18 (FIG. 2) pedal-driven. Each accelerating valve 16 and 17 simultaneously controls the air supply under pressure from reservoir 19 and 20 to brakes 1-4
    The control pressure from the valve 18 is fed into the inlet channel 21 and through the normally open shut-off valve 22. driven by a solenoid 23, to the two accelerating valves 16 and 17 through the channels 24 and 25, respectively. In each channel 24 and 25 between the shut-off valve 22 and the corresponding accelerating valve 16. check valves 26 and 27 and solenoid valves are installed
    Shut-off valves 28, 28 with a normally closed outlet.
    Each acceleration valve 16 and 17 contains a piston 30 mounted in the bore 31 and actuated (in response to control pressures) to control the main valve 32 between the reservoir 20 with a respective brake 3, 4 and the central exhaust channel 33.
    Between each solenoid valves 28. 29 and check valves 26, 27, memory chambers 34.35 are connected to channels 2 25. Check valves 36, 37, and 38 39 are installed between the solenoid valves 28, 29 and the chambers 34, 35 and between the seaming chambers 34, 35 and the channels 24 25.
    Between the two check valves 26, 38 and 27, 3 check valves are installed
    40 and 41, respectively, in the channels 42 and 43, leading from the inlet channel 21 to each respective channel 24, 25 on the outlet side of the check valve 22.
    Each valve 40, 41 contains a seat
    44 in the form of a truncated cone and a valve element in the form of a ball 45 installed with the possibility of bringing it into contact with the saddle 44. The movement of the ball 45 in the direction from the saddle is limited by three circumferentially distributed inwardly directed radial projections 46, and in the saddle 44 there is a groove 4 / allowing some limited air flow past the ball 45 when it is in contact with the seat 44.
    All valves 22, 40, 41, 36, 37, 38, 39, 28,
    ° 9, 16 and 17 and other elements on each axis
    placed and formed in a common building.
    In normal non-working position
    (FIG. 2) the three solenoids 23, 48 and 49 are de-energized, with the result that the shut-off valve 22 and the valves 28 and 29 are in the open position. Both accelerator valves 16, 17 are closed to separate the brakes 3 and 4 with
    reservoir 20.
    When the valve 18 is actuated, the control pressure enters the inlet duct 21 and then goes through the open check valve 22, since the return
    valves 40, 41 are closed by this pressure. The control pressure, having passed through the check valves 26 and 27, the channels 24 and 25 and the open valves 28 and 29, acts on the pistons 30 of the accelerator valves 16, 17. In addition, the control pressure enters both memory chambers 34 and 35 through the respective return valves 36, 37. Thus, the entire system is under the same control pressure.
    The pressure acting on the pistons 30 causes both accelerator valves 16, 17 to operate, providing pressurized air from reservoir 20 to the brake actuators to activate both brakes 3, 4 simultaneously. The pressure increases with time, as shown in section A-B of the diagram shown in FIG.
    After the pedal is released at the end of the deceleration cycle, air escapes from the brakes 3, 4 to the atmosphere through the exhaust channels 33 and the control pressure is released through the check valves 40 and 41 and the outlet in the pedal valve 18.
    When the brakes of the wheels 5, 6 are turned on and one wheel passes over the surface with a low clutch coefficient and the wheel 6 moves on the surface with a relatively high coefficient of clutch tu, a so-called situation of separate clutch coefficients arises.
    Sensor 9 generates a signal interpreted by the microcomputer in controller 13 as a signal indicating a state on the verge of use, in response to which controller 13 energizes all three solenoids 23 48. 44. providing closure of shut-off valve 22 and shut-off valves 28 29.
    However, there is some delay between the excitation of the solenoids 48 and 49 and the excitation of the locking solenoid 23. It is needed to provide lock immunity. The controller 13 controls the excitation time of the solenoids 48, 49 and, depending on its duration, assesses whether the excitation was a normal slip state or a condition caused by bad road or interference. In the latter type, the short excitation time of the solenoids is insufficient to cause the locking solenoid 23 to operate. and after the termination of the intermittent excitation, the inhibition continues with the normal intensity imparted to it.
    The controller 13 (FIG. 3) initially excites the solenoids 48, 49 for the same fixed period (t) of time, the duration of which depends on the last and three wheels reaching the speed threshold, indicating that this wheel is no longer on the verge of blocking. At this point, reapply
    the inclusion of both brakes.
    The closure of the check valve 22 stops the direct flow of control pressure from the inlet duct 21 to the ducts 24 and 25, but still has
    0 space limited supply of pressure to the channels 24 and 25 through the grooves 47 in the seats 44 of the check valves 40, 41.
    The closing of the valves 28, 29. provides the separation of the channels 24 and 25 with the accelerator valves 16 and 17, which are closed due to release into the atmosphere through the outlet 50 of the control pressure acting on the pistons 30. In this case, as shown in FIG. pressure drops from point B.
    Due to the presence of check valves 36. 37, the memory chamber 34, 33 captures the stored pressure equal to the control pressure applied to the pistons 30 at the moment of the flat when the sensor 9 has given a slip signal.
    As soon as the microcomputer decodes from the signal from the sensor, that wheel 5 is larger
    0 is not on the verge of sliding, the controller 31 shuts off the excitation current supplied to the solenoids 48, 49, causing the valves 28, 29 to open again, but the solenoid 23 remains excited, which ensures that the shut-off valve is kept in the closed position.
    Opening the valves 28, 29 allows the pressure stored in the storage chambers 34 and 35 to be released through
    0 check valves 38 and 39 bringing it. acting on the pistons 30 as a firing pressure, again causes the accelerator valves 16 and 17 to re-apply the brakes 1 and 2.
    5 Since the prisoners are in cells 34 and
    The 35 volumes must fill the rest of the channels and cavities in the openings 31 of the piston head 30, known as plugging chambers. such volumes are sufficient only
    0 to quickly increase the brake pressure in the first stage to the point D of the fracture (Fig. 3), which is below point B. Thereafter, the brakes are applied again (in the second stage), but already with less than
    5 of the first stage, the rate of increase in pressure by supplying the limited flow of fluid to the accelerating valves 16 and 17 along the grooves 47 in the seats of the check valves 40, 41. This is shown in the diagram (Fig. 3) by line D-E.
    The brakes 1, 2 again brake and the corresponding wheels 5 and 6, but if the wheel 5 is still on the low grip surface and the wheel 6 on the high grip surface, then the sensor 9 will very quickly detect the wheel after re-braking. 5 is again on the verge of use and will indicate this to the controller 13. The controller 13 again excites both solenoids 48 and 49 simultaneously, providing pressure relief in brakes 1 and 2. However, unlike the first excitation, the time period for this excitation of solenoids 48 and 49 is not the same in. Since the sensor 10 of the wheel 6 does not indicate that the wheel 6 is on the verge of sliding, the solenoid 49 is excited only for a short period X1. determined by the software in the controller 13, according to which it is received shorter than the period of the previous excitation of the solenoid 49 and than the period Y1 to which another solenoid 48 connected to the wheel 5 is excited. The period Y1 depends on the signal from the sensor 9 indicating that the wheels 5 are no longer on the verge of blocking. Depending on the length of the period X1, the pressure increase may be two-stage (rising from the storage chamber 35 and then gradually increasing via the check valve 41) or one-step. In the example shown, the increase is two-step, since the period X1 is large enough to reduce the pressure below the inflection point in the diagram. It should be noted that for the wheel 5. located on a surface with a low adhesion coefficient, the repeated supply of pressure is always two stages, since the period Y for which the solenoid 48 is energized must provide the possibility of reducing the pressure to a very low value in order to prevent the appearance of the wheel. Thus, the braking of the wheel 6 again begins a little earlier than the wheels 5.
    Re-braking of wheel 5 by de-energizing solenoid 48 can only be started when wheel 5 is no longer in danger of slipping. The sensors 9 and 10 do not follow the slip state of the respective wheels 5, 6. When the sensor 9 detects an impending slip, solenoids are immediately excited, thereby reducing the braking pressure in the brakes 1.2. Since the sensor 10 indicates that the wheel 6 is not on the verge of sliding, the controller 13 energizes the solenoid 49 associated with the brake 2 for a period X2, which is shorter than the period X1 and also shorter than the period Y2,
    representing the time the solenoid -C is excited,
    The pressure in brake 1 is always reduced to a level at which the two-stage re-supply of brake pressure is carried out when the sensor 9 and the controller 13 allow. However, the period X2 is sufficiently short for a one-step re-supply of pressure to brake 2, since the pressure does not fall below the pressure at the inflection point (i.e. the pressure in the memory chamber 35).
    This response (induced) excitation of the solenoids continues as long as necessary, but the value of X cannot be reduced below the minimum setting value stored in controller 13. The result is that the brake pressure in brake 2 gradually rises to point F However, the pressure in brake 2 rises to such an extent that the corresponding wheel 6 may also be on the verge of blocking, as shown by the drop G in the wheel speed diagram 6 in FIG. Imgg / ps H for solenoid 49 starts a little earlier than for solenoid 48, as a result of which the excitation response of solenoid 48 does not occur since controller 13 is designed to provide induced excitation only when the leading edge of the pulsed signal to the solenoid comes from the same chains, which cancels the front of the previous pulse. However, wheel 5 is still not threatened with blockage and, to prevent this, independent excitation of the respective solenoid 48 is carried out.
    In the example, to prevent the wheel from locking B, a single pressure drop in brake 2 is sufficient. But wheel 5 is still threatened with a lock, so the solenoid 48 is again energized. However, when the solenoid 48 is first excited after the H pulse of another solenoid 49, the induced excitation of the solenoid 49 does not occur, since the controller 13 delays the induced excitation of the 1olenoid 49 for a predetermined period stored in the controller 13 after the end of the pulse N. But the subsequent excitation of the solenoid 48. causes an induced solenoid excitation 49, since the predetermined period stored in the controller 13 has already expired.
    If, due to a very poor adhesion, the solenoid 48 is excited for a time longer than a predetermined period (stored in the controller 13), another solenoid 49 is excited for a second period of time so that
    reduce the growing pressure drop between the two brakes at opposite ends of the same axis. This helps to prevent different braking on the axle, which makes driving difficult.
    In addition, in accordance with one of the options, when detecting a threatened lock on one of the wheels, reciprocal excitation of solenoids associated with other brakes on other axles, and not just solenoids associated with brakes on the same axis, can be induced. This will prevent severe abnormal pressure in all brakes.
    In yet another embodiment, the slip detection thresholds are slightly lowered until the first slip signal is detected, which prevents a significant deviation from the pressure in the first brake, where the initial slip state is detected. The lowering of the threshold is delayed to a predetermined point in time, stored in the controller 13 after the start of deceleration. The threshold is even increased at the time of braking in order to prevent false detection of slip. caused by the deformation of the suspension elements with a very sharp braking. This threshold is then reduced either to a normal level or by pulses to a lower level.
    In accordance with another embodiment, the slip detection thresholds are reduced after all wheels have set the desired deceleration lower than the threshold within the specified braking period.
    The induced pulses have a duration gradually decreasing to a predetermined minimum, but this is not necessary, and in other cases all induced excitations after the first may have a constant short period X / (Fig.5), if only the primary excitations YI, Ґ2 ... are longer given value. For example, a value of X4 is set to approximately 32 ms. If the duration of any given basic period Y of release is greater than 32 ms, then all induced excitations X. following the first t are made for a duration of 32 ms. However, if Y turns out to be 32 ms of crusts, then the induced excitations do not remain equal to 32 ms. and is reduced to a value equal to the value of Y for the period while Y remains shorter than 32 ms.
    Figure 6 shows a very general form of microcomputer software in the controller 13.
    This software / run includes resetting of normal-to-default memory modules that are performed when restoring to the original state whenever the energy is supplied to the computer after the shutdown period (usually done with the car's ignition key). After executing such programs, the computer collects (51) information from various wheel speed sensors 9, 10, 11, and 12 and calculates (52) variables related to the wheels and the car, from information from the sensors. For each wheel 53, the software checks 54, whether the wheel is in or close to a slip, either sets (55) or dampens (56) the pressure drop mark, depending on the check (54). Similarly, the software checks (57) whether a pressure drop mark is set for this. If not installed, then prepare (B) for the cancellation of the pressure reduction state. If the label is set, then prepare (59) to implement pressure reduction. When all the wheels are checked) if no choose (61), the next wheel the software checks (61) didn’t require just some kind of pressure wheel (deceleration). If yes, then it causes (62) response (induced) periods of braking of the other wheels.
    The duration of the induced excitations X is usually set equal to a given value (for example, 32 ms). The software checks (63) whether the main excitation has just been turned off (brake release). If it was, then the software checks (64) then whether the main period Y of the braking of the wheel on the verge of blocking was greater than the selected target value (32 ms). If not, the request for induced arousal is immediately canceled (65). As a result, it turns out that if the main period Y of braking exceeds 32 ms, then the induced excitations have a duration of 32 ms. and if the main slackening period is less than 32 ms, then the slackening period of the wheels that are not on the verge of locking is set equal to the slackening period of the wheel that is on the verge of locking. Accordingly, solenoids (48. 49) are then actuated (66) for the respective brakes.
    FIG. 7 shows a general circuit of a microcomputer in the control unit 13, which uses the input from the sensors.
    information, ensures the operation of the solenoids for braking, shown in FIG. 3 or 5.
    权利要求:
    Claims (1)
    [1]
    Claims of an anti-lock braking system for a vehicle comprising a source of pressurized fluid connected to the brake circuits of the wheel brakes, built-in relay pressure modulators in these circuits, each equipped with an electromagnetic drive electrically connected to the corresponding wheel lock controller channel connected by inputs to the outputs of the slip sensors and issuing control pulsed signals through the appropriate channel to the electromagnetic drive of the modulator wheel brake pressure
    five
    In the ngm mode, the interlock mode is suitable for disinfecting.- i slednogo, due to the fact that, in order to improve directional stability and reduce braking distance, it is equipped with formers of additional pulse signals generated when control pulsed signals occur in one of the controller channels supplied to the electromagnetic drives of the pressure modulators of the wheel brakes that are not in the inevitable blocking mode and having a duration shorter than the duration of the control pulse signals in the channels ntrolera at least in the case where the length of the actuating pulse signals greater than the minimum predetermined value.
    33 32
    FIG. 2
    3233
    but
     p tprmocho 2
    H i rn brake 1
    FIG. 3
    xt, xif 4
    H h-h h -i .Г7П.
    .rt .J-.L
    FIG. four
    . t
    Hr- Hh
    Jl
    so.t ° h zh 4)) id 4I
    / -1ach: l 4-i, t: t31 hrg ,, h T olo i and
    1L —chtch mchsto a
    p-1. -K, LOL- - -i)
    - Gto r native h (Solo; 1. 6
    , CLR of wheels. B
    d Penmg P TOpf-io e 2 and p. I
    类似技术:
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    US5826954A|1998-10-27|Method and apparatus for controlling the brake system of a vehicle
    EP0193335B2|1995-03-08|Detection of abnormality for rotational speed sensor
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    同族专利:
    公开号 | 公开日
    EP0291256B1|1994-08-03|
    AU1587088A|1988-11-17|
    EP0291256A2|1988-11-17|
    EP0291256A3|1991-07-03|
    DE3850909D1|1994-09-08|
    GB8711303D0|1987-06-17|
    GB8810930D0|1988-06-15|
    JPH01164667A|1989-06-28|
    HUT50708A|1990-03-28|
    ZA883309B|1988-11-14|
    ES2056924T3|1994-10-16|
    CA1301217C|1992-05-19|
    GB2204653A|1988-11-16|
    JP2614268B2|1997-05-28|
    CS322188A2|1991-12-17|
    DE3850909T2|1994-12-01|
    AU606686B2|1991-02-14|
    US4852953A|1989-08-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3450444A|1968-02-09|1969-06-17|Hurst Campbell Inc|Anti-skid system|
    DE2320559C2|1973-04-21|1987-05-07|Wabco Fahrzeugbremsen Gmbh, 3000 Hannover|Anti-lock system|
    US4266833A|1978-01-18|1981-05-12|Honda Giken Kogyo Kabushiki Kaisha|Method of preventing skid of wheels of a vehicle|
    DE2812000C2|1978-03-18|1988-09-15|Robert Bosch Gmbh, 7000 Stuttgart, De|
    DE2830580C2|1978-07-12|1989-06-01|Wabco Westinghouse Fahrzeugbremsen Gmbh, 3000 Hannover, De|
    US4451889A|1980-10-20|1984-05-29|Knorr-Bremse Gmbh|Anti-lock device for regulating the brake pressure of vehicle brakes|
    US4374221A|1981-11-17|1983-02-15|Essex Group, Inc.|High solids polyamide-imide magnet wire enamel|
    DE3200529A1|1982-01-11|1983-07-21|Robert Bosch Gmbh, 7000 Stuttgart|ANTI-BLOCKING SYSTEM|
    DE3209369A1|1982-03-15|1983-09-22|Robert Bosch Gmbh, 7000 Stuttgart|ANTI-BLOCKING CONTROL SYSTEM|
    JPH044175B2|1983-08-09|1992-01-27|
    DE3345729C2|1983-12-17|1993-09-16|Alfred Teves Gmbh, 60488 Frankfurt, De|
    DE3535110C2|1985-10-02|1993-11-04|Teves Gmbh Alfred|CIRCUIT ARRANGEMENT FOR CONTROLLING THE BRAKE PRESSURE OF A SLIP-CONTROLLED BRAKE SYSTEM FOR ALL-WHEEL DRIVE MOTOR VEHICLES|
    GB8605383D0|1986-03-05|1986-04-09|Lucas Ind Plc|Anti-skid braking systems|DE3843520C1|1988-12-23|1990-04-19|Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De|
    US5230550A|1989-12-29|1993-07-27|Lucas Industries Public Limited Company|Method of controlling the brake pressure in the rear wheel brakes of a double-track vehicle|
    GB2241026B|1990-02-20|1994-02-23|Teves Gmbh Alfred|An electronically controlled anti-lock brake system|
    US5195811A|1990-02-20|1993-03-23|Alfred Teves Gmbh|Circuit configuration for an electronically controlled anti-lock brake system|
    GB9306979D0|1993-04-03|1993-05-26|Grau Ltd|Vehicle braking system|
    GB9401866D0|1994-02-01|1994-03-30|Lucas Ind Plc|Locked wheel reapply in ABS control systems|
    GB9502809D0|1995-02-14|1995-04-05|Lucas Ind Plc|ABS Control system for road vehicles|
    GB9509740D0|1995-05-13|1995-07-05|Grau Ltd|Vehicle braking system|
    DE19647997A1|1996-11-20|1998-05-28|Wabco Gmbh|Method for reducing yaw moment in a vehicle with an anti-lock braking system|
    JP2002274358A|2001-03-23|2002-09-25|Unisia Jecs Corp|Anti-skid control device|
    DE10338571A1|2003-08-22|2005-03-17|Daimlerchrysler Ag|Brake system for trailers has electrically controllable valve and compressed air reservoir for each axle body to load wheel brake device individually|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    GB878711303A|GB8711303D0|1987-05-13|1987-05-13|Anti-skid braking systems|
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