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    • 专利摘要:

    公开号:SU1822393A3
    申请号:SU904743465
    申请日:1990-03-07
    公开日:1993-06-15
    发明作者:Brierli Malkolm；Brajan Mousli Richard
    申请人:Lukas Indastriz Pablin Limited；
    IPC主号:
    专利说明:

    The invention relates to an electronic brake system for wheeled vehicles, and relates, in particular, to monitoring brake pressure controls in such systems.
    The purpose of the invention is to increase reliability by maintaining the health of the system in the event of a malfunction in one or more pressure control channels.
    Figure 1 shows in schematic form one of the possible options for an electronic brake system; figure 2 is a typical pressure control loop; Fig. 3 - relay valve with a solenoid drive; figure 4 is a range of values of the output signal of a typical pressure sensor; Fig. b is an electrical diagram of a separate part of the system: Fig. b shows the operation of a faulty channel acting as an open circuit, which is controlled by signals from a working channel: Fig. 7 is an algorithm depicting a sequence of operations executed by a control computer in the interest of controlling the channel depicted in FIG. on Fig - algorithm illustrating the sequence of operations for identifying errors in pressure; figure 9 is an electrical diagram of another component of the system; in FIG. 10 is a diagram illustrating the formation of signals, pressure in the form of many short pulses: in FIG. 11 is a diagram corresponding to FIG. 10 illustrating the time diversity of two braking signals. attached to each of the wheels; 12 and 13-pulse diagrams illustrating the use of control brake pulses; see FIG. 14 and 15 are electrical diagrams of other components of the system.
    Figure 1 illustrates the main structural elements that are part of a conventional electronic brake system, which is not discussed in more detail here. The brake force of the driver with the help of the adjuster 1 braking intensity with a foot drive is converted into electrical signals that are fed to the electronic control device. In this device, signals are generated corresponding to the pressures necessary to drive the front and rear brakes. These signals are transmitted to the actuators 3 and 4 of the left and right front brakes and mechanisms 5, b of the left and right rear brakes through the front accelerator valves 7 and 8 and the rear accelerator valves 9 and 10.
    The magnitude of the braking pressure in the general case depends on the operating parameters of the used vehicle determined by the front and rear load sensors 11,12, respectively, a meter 13 of negative accelerations and sensors 14 of the wheel speed
    The electronic brake system sets the values and monitors the brake pressures in accordance with the brake forces of the driver, using pressure control circuits, one example of which is shown in Fig. 2. This figure shows a typical pressure control loop 15, the input of which receives an electrical signal D from the output of the setter 1 with a foot drive. At the input of the pressure control loop, a pressure mismatch signal E is generated by comparing the input signal D with the signal ”P1, which comes from the output of the pressure sensor 16. Under the influence of the pressure mismatch signal E, an input signal is generated from the computer included in the pressure controller 17, which, in turn, generates such an output signal that provides a change in the pressure created at the output of the electro-pneumatic (or electro-hydraulic) transducer 18. in this direction, so that there is a decrease in the amplitude of the magnitude of the mismatch of pressures E. The power of the transducer 18 is carried out from the corresponding pneumatic or hydraulic reservoir Macaw 19.
    The type and directly the electrical circuit of the controller 17 depends on the type of converter 18 used in the system. Currently, two main types of such converters are well known, namely, analog type converters in which valves are used whose output pressure is proportional to the amount of electric current. passing through the solenoid, and digital-type transducers, which are shown in figure 2 and in which a pair of simpler solenoid (electromagnetic) valves 20 and 21 are used, which increase or decrease the pressure in the control chamber by selectively connecting these valves 20 and 21. In the most preferred form of the pneumatic converter, an integrated accelerator valve 7 is used, which responds to the indicated pressure of the control chamber and which goes into a closed state This occurs when the braking pressures in the drive mechanisms 3 and 4 for the left and right brakes 22 and 23, respectively, become equal to the specified control pressure. The advantage of such a valve is that the pressure in its control chamber quickly responds to the opening of the valve, thus creating a quick control loop that is highly accurate and sensitive.
    In more detail, the most preferred view of the relay valve 7 is shown in FIG. The valve has a conventional design, which includes a piston 24. determining the size of the control chamber 25 connected to the high-speed inlet solenoid valve 20 and the high-speed exhaust solenoid valve 21, as well as to the pressure sensor 16. The air enters the relay valve through the supply air duct 26. The valve It is also equipped with an exhaust control air line 27, which leads to the brakes.
    When the piston 24 is moved down (as shown in FIG. 3), air flows from the reservoir 19 to the brakes through the main air supply pipe 26. the valve chamber 28 and through the control pipe 27 in the usual way. Excitation of the solenoid valve 20 (normally closed) causes air to enter the control chamber 25 to act on the brakes. Excitation of the solenoid valve 21 (normally open) leads to the fact that air begins to exit from the control chamber 25 to weaken the braking force.
    The pressure circuits that provide individual control of the front wheels of the vehicle must be protected with the help of a control device 2 from situations when suddenly a large difference in the values of the brake pressures applied to the individual front wheels appears, since this can lead to serious disturbances in the control vehicle and in general control may be lost. To eliminate this phenomenon, the control device 2 performs an anti-lock operation. In the system under consideration, in order to prevent the occurrence of the indicated conditions in one of the brake channels (left or right brakes) leading to a violation of normal braking conditions, the control chambers 25 of valves 7 and 8 are interconnected by equalizing pipe 29 (shown in Fig. 1 and fig.Z). This conduit is introduced in such a way that limits the pressure difference between the right and left brake valves, while the brake fluid is able to move from the brake circuit, which is at a higher brake pressure, to the brake circuit, in which the brake pressure is still low. In the accelerating valve with electromagnetic (solenoidal) control, which is shown in Fig.Z. it is more preferable to install a connecting pipe 29 between the control chambers 25 of the two relay kldpan 7 and 8. In this case, the pipe 29 may have a small channel compatible with a small volume of connected control chambers.
    In order to be able to control the brake pressure separately on each of the two brake systems of wheels located at opposite ends of the same wheel axle. the connecting pipe 29 is designed in such a way that, if necessary, it can be shut off. Such a need may arise during various kinds of anti-lock pressure cycles aimed at that. in order to eliminate the forced operation, the choice of slack, in which the efficiency of using the traction force should be reduced, in the event of any adhesion disturbance on its surface. This problem is solved by installing a shut-off valve 30 on the connecting pipe (Fig. 1), which is controlled by the solenoid 31. This valve 30 closes the connecting pipe 29 whenever slippage is detected on any of the wheels.
    The diameter of the connecting pipe 29 is carefully selected so that in the event of any malfunction in one of the pressure control channels, an approximate equality of pressure could be established and, therefore, a significant imbalance of brake pressure would be eliminated, but. at the same time, it must be such that a sufficient pressure difference is nevertheless preserved. which would make it possible to detect a malfunction of the brake system with the valve 30 open using the control device 2 during the first stop of the vehicle, regardless of its nature. In the event that the isolation valve 29 is installed directly in the body of the electro-pneumatic valve, it may be more preferable to do all this in a single design. In this case, the valve 30 will be located in each of the valves 7 and 8 and to ensure the overlap of the connecting pipe at each of its ends by supplying power to both respective solenoids simultaneously. Figure 1 shows the electronic brake system of the vehicle, equipped with one isolating valve 30. located on the connecting pipe 29 of the front wheel axle and which is controlled separately from each wheel. In the event that it is revealed that the vehicle is very sensitive to the imbalance of the braking forces of the rear wheels as well, the connecting pipe and shut-off valve discussed above can also be introduced into the individual rear brake control systems (not shown in the figures). Other embodiments of the present invention do not require a connecting pipe as shown in FIG. 1.
    In the event that the fault detection device (described below) detects a fault in any of the channels, it is desirable that the brake pressure control device for the wheel axle continues to operate wherever possible, and under these conditions, the balancing action connecting pipe 29 is an important factor in facilitating vehicle driving. Given this circumstance, the closure of the connecting pipe 29, usually performed during anti-blocking operations, should this situation occur if this occurs. At the same time, in order to maintain the vehicle in a stable state, the so-called weakness mode will be selected for the operation of the brake system of the wheel axle (i.e., the establishment of control pressure levels selected in accordance with both channels, left and right, in accordance with the level at which one of the coels is operating, left or right, having a relatively low adhesion to the surface).
    In the brake pressure control systems that were discussed above, the pressure in the control chambers of the relay valves is measured using pressure sensors 16, which form a feedback element. Preferably, this sensor has a high level of output signal in order to prevent the transmission of low level signals to the vehicle, since such signals are subject to interference.
    As an illustration, figure 4 shows the range of values of the output operating voltage of the specified sensor. As a rule, the working value of this output voltage ranges from 4V and, therefore, takes values in the range from 0.5V to 4.5V, although, in the general case, the value of the output voltage that this sensor can form in principle will lie between OB and 5V. The level of zero reading of the converter will be 0.5V, and the maximum pressure level will correspond to a signal whose values will never exceed 4.5V.
    As a result of a possible zero offset and an error in the maximum value of the output signal, the normal operating range of the converter output voltage can be expanded to the values lower and upper, respectively, 0.4V and 4.6V. Thus, there are two boundary ranges for the output voltage of real sensors, into which this voltage will never actually fall and which are lower and higher, respectively, 0 0.4V and 4.6-5.0V. The monitoring device, which measures the actual operating range of the controller 17, covers a range from 0V to 5.0V. Moreover, the appearance of any voltage with a value of less than 0.4V or more than 4.6V is recorded as a violation of the normal operation of the converter caused by either an excessive bias ”of the output voltage or a serious malfunction.
    Figure 5 shows the main electrical circuit, which is part of the device that provides registration of the occurrence of faults in the pressure transducer. The output signals from this sensor are fed to the inputs of two comparison devices 32 and 33.
    The comparator 32 generates a signal at the input of the OR gate 34 only if the output voltage of the pressure sensor 16 exceeds 4.6V. The comparator 33 generates a signal at the input of the OR gate 34 only if the output voltage of the pressure sensor 16 is less than 0.4V. If there is a signal at least one of the inputs of the OR gate 34, a signal will also appear at the output of this element, indicating that the pressure sensor 16 is in a malfunctioning state.
    The monitoring system under consideration can be arranged in such a way that when a malfunction is detected in the pressure sensor included in the brake pressure control system, in which two wheels located on the same wheel axis have an individual setting of the brake pressure, but which set the braking forces of the driver are common to them, the system, using the control computer 2, disconnected the control circuit, which turned out to be faulty, and controlled the solenoid valves included in the tav faulty circuit, using signals from the opposite operational channel (that is, from the control circuit, which contains a fully operational pressure sensor 16, as a feedback element). Thus. The resulting circuit will include one channel acting as a closed loop, in which the local pressure of the channel is used as a feedback signal, and another channel acting as an open loop, which is controlled by a signal from another channel. This device is shown in Fig.6 in the form of a block diagram.
    The signal corresponding to the driver's brake force “D” is applied to the inputs of two identical electrical circuits 35 and 36 corresponding to the brakes of the left and right wheels of the same wheel axis. respectively. Each of these electrical circuits 35 and 36 includes a controller 17. A pressure sensor 16, a fault detector 37, inlet solenoid valves 20, and exhaust solenoid valves 21. If a fault is detected by one of the fault detectors 37, the corresponding switches 38, 39 are activated, which operate switching the control of the intake and exhaust solenoids to the target pressure control device 35.36. which does not contain a malfunction. 6 illustrates a situation where the channel corresponding to the brake system of the right wheel has a malfunction, as evidenced by the signal from the right wheel malfunction detector 37 and generated based on the signal from the output of the pressure sensor 16.
    In some embodiments of the invention, under conditions of brake release, it may be provided that longer (additional) semi-permanent pressure reduction signals arrive at the faulty channel, which would guarantee a complete return of the brake pressure to zero in this faulty channel. The implementation mechanism of this method is shown in Fig. 6 by dashed lines. As can be seen from the figure, the detector 37 malfunction. connected to the right channel of the brake system, connected via line 40 to the pressure control device 17 connected to the left wheel channel, and a malfunction detector 37 connected to the left channel of the system is connected via line 41 to the controller 17 connected to the right channel. When any malfunction is detected by the malfunction detector 37, signals are generated that are sent to the pressure control device via the corresponding line 40 or 41. associated with the opposite channel. and which provide the appearance in this channel of longer pressure signals.
    The reaction of the valves provides sufficient speed in order to generate such brake pressures that would provide an acceptable balance for the wheels of the corresponding wheel axle even in the absence of those features that are associated with the connecting pipe. At the same time, the presence of an open connecting pipe provides the necessary coordination of brake pressures practically without any violations. In addition, such a connection will not overlap during the above case of a malfunction, even if an anti-blocking operation is required, since it will be performed on the basis of the slack selection mode.
    When using solenoid valves having the structure shown in FIG. 3, the exhaust valve 21 is normally open, and when excited, sets and maintains the required pressure. Thus, at the end of the cycle of pressure changes, when the brakes are completely released, excitation is removed from the solenoid of the valve 21, as a result of which the control chamber 25 enters the exhaust state and remains in this state until the next braking force is applied. At the same time, for the left and right channels, the start of work is guaranteed during the next braking from the state when the pressure balance is set to zero.
    FIG. 7 is a flow chart showing the basic steps that a control computing device performs in order to control the switching process of FIG. 6.
    The process begins at step 42 by reading the information from the first sensor 16 (transducer a) and checking it, which is carried out in accordance with the above description. In the event that the check shows that the read result does not correspond to the malfunction, then this result proceeds to step 43 in the form of pressure ^). In the event that the check shows that the result of the reading corresponds to the state of the malfunction, then proceed to step 44, where an error sign is generated. Then, at step 45, the information is read from the second sensor 16 (converter b). In this case, if the check shows that the read result does not correspond to the malfunction, then this result proceeds to step 46 in the form of pressure (c). In the event that at step 47 it is determined that symptom a is absent, that is, a malfunctioning condition has been detected, then the normal process continues and the transition proceeds to step 48. However, if symptom a is present, the system proceeds to step 49, where the pressure a must be made equal to the pressure b, that is, the system uses channel A as a sample for channel B. In the event that the check at step 46 shows that the read result corresponds to the fault condition, then the transition at step 50, where it is determined that the error indication a is still present and that both channels are faulty. As a result, a transition is made to step 51, at which a decision is made that both channels A and B should operate on the basis of a sample formed using a computing device. In the event that at step 50 it is determined that channel B is in a faulty state, but channel A is normal, then go to step 52, where it is established that pressure b should be equal to pressure a, that is, channel B should be used in as a sample for channel A.
    Under the conditions of normal operation of the electronic brake system, the brake system receives the brake wheels of the corresponding wheels of the same axle axle (in which there is no anti-lock action, ia .. -./ί·,. · ... some of the wheels are in a state of slipping). The virtually identical signals of the necessary brake pressures, in comparison with the feedback signals coming from the corresponding pressure sensors, show their good agreement with the brake pressures for the wheels. In the event that such a coincidence does not occur, the resulting pressure difference indicates a malfunctioning valve or sensor and can be detected if it exceeds a predetermined level and is used to signal a malfunction in dynamic or static conditions of the operation of the braking system.
    Consequently, a device can be included in the system, in order to detect a situation when a failure appears in any channel, a continuous comparison is made (in the absence of anti-blocking actions) of the two signals. arriving at the inputs of two control channels of the same wheel axis. As a result of the comparison, the distribution of the levels of these signals under the influence of which the firing of the signals that take care of the non-active function of one of the channels at τι μ, ϋ and u in and I with braking for a given axle axis (with the exception of corresponding to transient phenomena), In the kachete of illusion in Fig. 9 c: t / .aa main electric circuit, with the help of which the operation under consideration is ensured. As can be seen from the figure, the output signals from / of the two pressure sensors 16 are fed to a comparison device 53. At the input of which, as a result of a comparison of the indicated input signals, a signal is generated only if the difference in the levels of the input signals exceeds a certain predetermined limit (corresponding e.g. 0.5 bar). Under the influence of the output signal from the comparator 53, the warning indication 54 and the diagnostic output 55 may be triggered 55. The intermediate filter 56 prevents the warning system from triggering when signals corresponding to short-term transients occur.
    Malfunctions that are identified on the basis of an error estimate in the indicated pressure difference are associated with serious malfunctions of the pressure sensor, which ultimately leads to a violation of the corresponding reaction to pressure changes or, conversely, to such a strong reaction that will create difficulties in the functioning of the control circuit. These malfunctions are also caused, and even more likely, by malfunctions of the control valve, as a result of which a corresponding increase or decrease in pressure in the control chamber will not occur.
    For example, the termination of the inlet solenoid valve 20 or the blocking of its operation when a speck gets in it will lead to a stable error in the compared pressure, which will be quickly detected against the background of a much smaller or zero pressure difference in the channel of the opposite wheel, which works correctly even in which provides a quick response to a given signal. In this situation, a short-term transient error will initially arise, which then turns into a significant stable error in the event that no increase in pressure occurs in the faulty channel. Even partial clogging will result in short-term pressure errors indicating a slow channel response, and will be detected as a malfunction that needs to be addressed as soon as possible.
    If the exhaust valve 21 is improperly installed, a continuous leak will occur from the control chamber 25 and, therefore, the pressure will increase with a slowdown, which in turn. will lead to the appearance of short-term transient errors giving the first indication of a malfunction. However. the result of such a malfunction will be the appearance of continuous pulsations in the intake valve, aimed at restoring the pressure in the control chamber. This phenomenon will be detected by comparing the pressures, on the one hand, specified by the predictive model of the valve, and, on the other hand, coming from the pressure sensor, in accordance with the above description.
    On Fig presents a block diagram of the operations for detecting errors in the pressure difference, both short-term and long-term nature, as well as static errors. Registration is carried out if the error in the pressure difference is greater than a certain predetermined level, for example, equal to 2-2.5 bar. This is necessary in order to implement special control actions that would eliminate any further increase in the difference in brake pressures in different channels by preventing any further increase in pressure in a correctly working channel or disable the braking system of this wheel axis in case of critical conditions.
    The sequence of operations, presented in the form of a flowchart in Fig. 8, is an integral part of the system control monitoring program for conditions when anti-lock braking is absent. At step 57, the braking pressure on one of the wheels A ”is read and this value is compared with the PMA value. which is calculated based on a previously adopted model held in read-only memory. At step 58, the difference between the measured pressure and the pressure calculated on the basis of the indicated model is checked. In the event that at step 59 it is revealed that the specified difference value is larger compared to a predetermined threshold value. then proceeds to step 60, where the MODEL-ERROR sign is set. After that, at step 61, the value of the braking pressure on the other channel B * is read and the value is compared with the value of the PMV. which is calculated based on a previously adopted model held in read-only memory. At step 62, the difference between the indicated values is checked, and if at step 63 it is revealed that the indicated difference is larger than the predetermined threshold value, then go to step 64, where the MODEL-ERROR sign is set. ” At step 65, the values of the pressure errors in the wheels A and B are read and the difference P £ d ~ ΡΣβ is generated. At step 66, the value of this difference is checked against two threshold values I and II. In the event that the value of the pressure difference turns out to exceed the threshold value 1. when it is concluded that there is a large error, and proceeds to step 67, where the symptom of malfunction is established. SIGNIFICANT FAULT *. At step 68, it is then checked whether the operating conditions of the solenoid in the faulty channel allow this error to be reduced. In the event that it is established at step 69 that the conditions allow this to be carried out, the transition to step 70 occurs. Where a program is activated to limit ΔΡ or to deactivate the braking control of the entire given axle. In the event that at step 69 it is established that the conditions do not allow the above action to be carried out, a transition occurs to step 71, at which the nature of the effect on the inlet and outlet solenoids changes in such a way as to provide the necessary conditions to reduce the error. In the event that the sign Δ P is still present, at step 72, the corresponding error code is entered into the memory device. At step 73, the execution of control operations continues.
    In the event that at step 66, as a result of checking the pressure difference, it will be established that it is less than threshold value II. the conclusion is that only a small error occurs. In this case, at step 74, the duration of the error of the AR is measured, and at step 75, the prevailing in duration of the error is checked. In the event that at step 76 it is revealed that the value of the imaged error duration is less than the predetermined threshold value for the short-term error, then go to step 77, where the signs of the short-term and long-term error Δ P are removed. Then, at step 78, the end of braking is checked. In the event that it is revealed. that the value of the error duration measured at step 75 is greater than the predetermined threshold value for the continuous error, then at step 79 the sign of the long error ΔΡ is removed. Then there is a transition to step 78. where the end of braking is checked. In the event that it is revealed that the value of the error duration imaged at step 75 is greater than the predetermined threshold value for the short-term error, then the step of 80 indicates the short-term error ΔΡ. After that, go to step 78, where the end of braking is checked.
    In the event that, at step 66, as a result of checking the pressure difference, it is established that it is less than threshold value 1, the conclusion is made at step 81 that there is no error, and all signs of the error ΔΡ are deleted (cleared).
    In the event that, after checking at the end of braking at step 78, it will be established at step 82 that the braking force set by the driver is zero, then if any indication of an error Δ P is specified, the corresponding code for this fault will be fed to the fault memory for this malfunctions. After that, go to step 73. where normal operations for braking control are carried out.
    In the event that not the same braking force must be applied to the two brake control channels of the wheels of the same wheel axle in order to compensate, for example, the difference in load levels on different wheels due to the uneven distribution of cargo on the vehicle (or its displacement on one side) or to provide compensation for unequal wear of the brakes on different wheels, the necessary pressure separation can be carried out after calculating the resolution coefficient. This calculation is based on determining the ratio of the two required levels of braking pressure and multiplying by the obtained value of the smallest of the two pressures, for example:
    5 ^^ = 1.2. then PLO x 1.2 = PHL U TUT But a comparison of this value should be made.
    When you turn on the engine of a vehicle equipped with an electronic brake system, a check is first performed to confirm that the vehicle is stationary. and then a short test brake actuation is carried out. At the same time, the pipeline 29 is in the open state, which ensures the corresponding operation of each of the pressure control systems (right and left wheels) when the brakes are activated and when they are weakened. In the case when the activation of the brake system of the vehicle requires filling the shut-off air reservoir, the braking process can be represented in the form of one of the following models.
    I. The brakes are applied gradually, increasing to the required level in accordance with the achieved value of the pressure in the control chamber. In this case, the required braking force rises immediately after the increase in pressure in the pressure air tank of each 10 of the wheel axles. As a result of the check, the value of the brake pressure repeats the increase in pressure in the air reservoir until a predetermined limit value is reached. At this point, the brakes are released.
    II. The test actuation of the brake system is delayed until 20 of the pressure air reservoir is filled and the low brake pressure warning signal disappears. After this happens (for a running vehicle there will be no delay, since 25 the pressure air reservoir is already filled), the test brake impulse is applied with a predetermined necessary level. Once this level 30 is reached, the brakes will be released.
    III. The combination of model I and model II. In this case, the brakes are activated, and the increase in pressure is monitored in order to check the pressure sensors. As soon as the filling of the pressure head air reservoir is completed, the brakes are released and after a short delay, which should be enough 40 so that the brake system returns to zero, the brakes are sharply switched to the test pressure setting mode, which is monitored and timed. 45
    When using models I or II, the braking control device 2 is able to control the compressor (or the pump during filling of the pressure air reservoir 50 of the tank) and can make a conclusion about the state of the elements filling the pressure air tank based on the results of chronometric measurements when the pressure between two 55 preset levels.
    During the test actuation of the brake system, the pressure pulse has a predetermined amplitude of the required pressure and a predetermined value of its duration. It is expected that a change in the pressure in the control chamber of the accelerator valve will occur along a predetermined path both at the stage of rise and fall. As a result, carrying out chronometric measurements on the change in pressure between two preset levels allows you to get the following two characteristics.
    I. The braking control device is programmed for well-defined predetermined time parameters of the rise and fall of the brake pressure value corresponding to a correctly functioning pressure control system. The measured actual characteristics of the rise and fall of the pressure value are compared with the expected programmed characteristics. The presence of any serious differences between these characteristics indicates that. that there is a malfunction. which can be detected before the vehicle is stopped.
    II. In the event that the difference between the model embedded in the braking control device and the actual characteristics of the pressure change is not very significant, the measured time parameters are stored and used to adjust the specified time model, which is then applied in the process of performing normal braking operations.
    A more preferred alternative to a single trigger pulse, under the influence of which the solenoid valve is checked, is to break this single trigger pulse into a series of short pulses. The number of such pulses, as shown in FIG. 13, can be, for example, equal to 12, and their duration can be 8.0 ms. The value of the pressure in the valve is read out approximately 16 ms after the end of these pulses and the read pressure values are stored as P sample la. P sample 16 is read after 64 ms. At the same time, it should be identical to the sample Р 1а, since the pressure control was in the HOLD mode. After completing this reading, the exhaust valve opens upon receipt of a second series of pulses, consisting, for example, of 6 pulses of 8.0 ms each. After that, the pressure control switches to the hold mode and after 16 ms, the sampling of the P pressure is read. The result of this sample is remembered. The exhaust valve opens, thus relieving the brake pressure. Measurement of the time interval for the decrease in pressure to 0.25 bar.
    When the brake system is repeatedly activated, samples P la are formed. P I6 and P II and the size of the time interval. Then, these values are compared for the corresponding wheels of the same wheel axle. As a result of the comparison, the values of the corresponding discrepancies in the pressure values and in the values of time intervals are formed, which should not exceed the specified limit values entered into the program stored in the read-only memory of the calculator. For each wheel, the absolute values of the 3 read values of pressure and the 1st read value of the time interval should not go beyond the limits of the set limit values, which are also programmatically entered into the permanent storage device.
    In the event that the reaction of the brake system is correct, then permission is given for its operation and the vehicle malfunctions, such as the absence of a reaction to the inclusion of a warning in the form of an audio and light signal, and system options are also possible. when, with some significant malfunctions, a vehicle locks up, in which it is unable to move.
    When using the electronic axle brake control system, which includes a connecting pipe 29 connecting the control chambers of two accelerator valves to one another, this connecting pipe is closed by supplying power to the corresponding insulating solenoid valve 30 during the arrival of the test brake pulse, which is divided into two brake pulses applied to each of the wheels, respectively. The effectiveness of such isolation of the brake channels from each other can be controlled by registering a known value of the pressure difference level ΔΡτ (as shown in Fig. 11) with increasing and decreasing pressure values in each of the wheels.
    During normal braking of a vehicle equipped with an electronic brake system, the inlet and outlet valves 20 and 21 of the accelerator valve are triggered by the brake forces of the driver. For example, to increase the pressure, the exhaust valve is closed and the brake fluid is inlet through the intake valve or in continuous mode. or in the form of a sequence of short pulses in a volume determined by the amplitude of the pressure error. During the pressure control phase, the pressure value is regularly read out, and sampling takes place at certain time intervals. Based on the model stored in the storage device, the predicted value of the change in the pressure value, which should be during the next reading, is calculated, and on this basis a decision is made on the duration of the valve opening. In addition to such a forecast of the increase in pressure, which should occur at each reading, a longer-term change in pressure is simulated. Such a forecast is made based on the entire set of signals that come from the solenoid valve. In this case, a slower increase in pressure under the influence of both individual short pulses and their entire set at high steady-state pressure levels is taken into account. This modeling process also covers the stage of pressure decrease. At the same time, information is accumulated regarding the time periods of operation of the exhaust solenoid, which is then used to predictively estimate the point in time at which the pressure should reach zero. And this forecast value is compared with the actually achieved value. A significant discrepancy between the predicted and actually achieved values of the brake pressure is a sign of malfunctioning pressure control circuit. At the same time, this malfunction can be caused by malfunctions in the control solenoid valve, leaks in the pipeline or any other system elements, as well as a malfunction of the pressure transducer, at which pressure limit values are not recorded. Since a standard electronic brake system with solenoid valves is used, which is continuously monitored, the magnitude of the error will characterize the severity of the consequences and indicate possible causes of malfunctions. For example, a slow reaction may indicate a partial blockage of individual parts of the valve or a leak in the exhaust valve, while a complete lack of reaction indicates a stuck valve, due to which its passage hole is completely blocked.
    Thus, the system may include a control device that automatically provides a brake impulse when the vehicle starts, provided that the vehicle is not in motion or that the driver is not currently required to apply braking. Immediately before the start of the action of this impulse, it is checked that the pressure tanks that provide power for the pressure control channels are filled to the required level. During this master brake impulse (and subsequently), the operation of the inlet and outlet pressure control valves is checked in such a way that the increase and decrease of the brake pressure in the control channel of each of the wheels is constantly measured, and the measured values are compared with those previously stored in the memory and obtained on the basis of the reference model of the reaction of the brake system. A significant difference between these values will indicate the occurrence of any malfunction in the brake system.
    The operation of such a control system is shown in FIGS. 12, 13, 14 and 15. FIG. 14 illustrates a method for identifying conditions necessary for generating a triggering pulse. The inputs R, D, S and I, respectively, receive signals corresponding to the pressure in the pressure tank, the required level of braking, vehicle speed and the ignition. The detector 83 generates an output signal only if the value of the vehicle speed 1 is zero, the required braking level D is zero, and the pressure in the pressure tank P takes its maximum value. When the ignition is turned on, signal 1 appears, under the influence of which a signal is generated at the output of the logic element 84, which goes directly to the first pulse generator 85, and also through a time delay 86 to the second pulse generator 87.
    We now consider FIGS. 12 and 13. In FIG. 12 is a timing chart of a series of Si pulses enabling operation of the intake valve 20 of the accelerator valve 7 and generation of a series of pulses S2. ensuring the operation of the exhaust valve 21. The designations in Fig. 1a, 16, II, III, IVa, IV6, V, and VI correspond to the sampling time points of the readings into which the brake pressure values are read, necessary for comparing them with the values stored in the storage device (in in the form of a memorized valve reaction model and assessment of their acceptability). With a significant discrepancy of the indicated values, the valve is considered to be faulty. In FIG. 13 shows a timing diagram for generating respective pulses S3 and S4 for a pressure transducer included in another braking control channel of the same wheel axis. The time delay t between the moments of the beginning of the action on the intake solenoids belonging to different brake channels is shown.
    In FIG. 15 is a block diagram showing a comparison of read brake pressure values with pressure values corresponding to a system reaction model stored in a memory device. Samples 1a, 16. II and III are introduced into analogue storage devices 88 and then fed to respective comparison devices 89, the output of which is generated only when the values of the input signals are within the limits determined on the basis of the model of boundary values. From the outputs of the indicated comparison devices, the signals are fed to the input of the OR logic element 90. At the same time, a signal corresponding to a malfunction of the brake system is generated from the output 91, if the read value in any of the samples differs significantly from the stored model value.
    权利要求:
    Claims (7)
    [1]
    Claim
    1. A double braking system for vehicle wheels, comprising electronically controlled channels for individual regulation of pressure in the brake actuators for each of the wheels of one axis of the opposite sides of the vehicle, each of which is connected to the output of the driver-controlled braking intensity adjuster, each channel including pressure control circuit. consisting of a pressure controller, an accelerator valve that allows you to control the fluid supply from the reservoir to the brake actuators for activating and releasing the brakes and controlled by solenoid valves that regulate the pressure at the control input of the accelerator valve, and a pressure sensor at the control input of the accelerator valve, characterized in that, in order to increase reliability by maintaining the system in the event of a malfunction in one or more pressure control channels, it is equipped with a switching mechanism. disconnecting the circuit with a faulty pressure sensor and connecting the valve solenoids of the specified circuit with the controller output of a working pressure control circuit in the brake actuators of the wheel of the other side of the same axis, each individual control channel is equipped with a fault detector connected to the input to the pressure sensor, and the output to the control input switching mechanism and triggered when the sensor output signal level coincides with the upper or lower bands of the date output signal range chic, limiting the working band of the sensor output signals.
    [2]
    2. The system according to claim 1, characterized in that the switching mechanism is made in the form of two switching relays, while the switching levers of the first of these relays are connected to the solenoids of the valves controlling the accelerating valve of the brakes on one side, and the switched contacts are connected to the outputs of the pressure controllers of both sides, the switching levers of the second of these relays are connected to the solenoids, the valves controlling the accelerator brake valve of the other side, and the switched contacts are connected to the output of the pressure controllers of both sides.
    [3]
    3. The system according to claim 2, characterized in that the malfunction detector in each channel is connected by an output to the pressure controller input in another channel to provide a longer, additional or semi-permanent pressure reduction signal to ensure a complete pressure relief in the malfunctioning channel to zero.
    [4]
    4. The system according to claim 1, characterized in that it is equipped with a comparator, to the two inputs of which pressure sensors of these two channels of one axis are connected for continuous comparison of pressure values in the absence of wheel lock.
    [5]
    5. The system according to claim 1, characterized in that it is provided with a tube communicating with each other the control cavities of the accelerating valves of the individual pressure control channels in the brake mechanisms of the wheels of one axis of different sides of the vehicle.
    [6]
    6. The system according to claim 5, characterized in that a shut-off valve controlled by a solenoid is integrated in the tube.
    [7]
    7. The system according to claim 1, characterized in that. that it is equipped with comparators, pressure sensors are connected to one of its inputs, and a memory block is connected to the other, in which reference values of pressure increase and decrease in various channels are recorded, and the comparator outputs are connected to signaling devices.
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    类似技术:
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    同族专利:
    公开号 | 公开日
    HU901301D0|1990-05-28|
    DE69019204T2|1995-11-30|
    EP0386954A2|1990-09-12|
    EP0386953B1|1994-03-02|
    JPH0332971A|1991-02-13|
    DE69006869D1|1994-04-07|
    US5004299A|1991-04-02|
    DE69006869T2|1994-06-09|
    HUT55686A|1991-06-28|
    DE69019204T3|1999-04-22|
    DE69019204D1|1995-06-14|
    EP0386954B2|1998-08-12|
    KR900014194A|1990-10-23|
    EP0386954B1|1995-05-10|
    EP0386954A3|1992-09-16|
    HUT53014A|1990-09-28|
    GB8905311D0|1989-04-19|
    HU901312D0|1990-05-28|
    KR900014193A|1990-10-23|
    RU1779230C|1992-11-30|
    EP0386953A1|1990-09-12|
    US5004300A|1991-04-02|
    JP2613588B2|1997-05-28|
    JPH0332972A|1991-02-13|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    GB898905311A|GB8905311D0|1989-03-08|1989-03-08|Electronic braking system|
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