• 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:
    A test circuit periodically emits a test control signal as long as the vehicle speed exceeds a preselected value and there is no antiskid brake control action. The test signal causes a frequency control circuit to decrease the frequency of a sensor signal that indicates the rotating velocity of a wheel of the vehicle, thereby simulating a wheel deceleration sufficient to obtain wheel behavior signals from the antiskid brake control system. A logic sensing circuit then reacts to these wheel behavior signals to suppress production of an error signal, which otherwise occurs after a predetermined delay period to indicate a defect in the antiskid brake control system.
    公开号:SU791269A3
    申请号:SU772534893
    申请日:1977-10-10
    公开日:1980-12-23
    发明作者:Гудат Вольфганг
    申请人:Вабко Вестингхаус Гмбх (Фирма)；
    IPC主号:
    专利说明:

    memory control unit connected to the inputs of the logic unit / a multiple frequency divider is inputted, the input of which is connected to the tachometer sensor, the output to the input of the control unit. In addition, the output frequency of the multiple frequency divider is a multiple of 2, where n 1,2,3 ...
    FIG. 1 shows one embodiment of the device; in fig. 2 is another embodiment of the device.
    The device contains a block 1 for generating a pilot signal, the block consists of a generator of 2 clock pulses, a divider 3 frequencies, g element AND 4 and memory element 5, clock pulses are supplied to the input of the generator 2 clock pulses, and from the output side a control signal is generated which through the element OR 6 is fed to the multiple frequency divider 7. Control unit 8 contains elements 11, 12 and 13 connected to the inlet valve 9 and the exhaust valve 10. And element 13 serves for the logical connection of delay signals, slips Vania and aiming the intake and exhaust valves. In addition, the control unit 8 contains memory elements 14, 15 and 16, the latter is triggered by the output signal of the element 13 and the delay element 17, which is connected to the output of the element NEILI 18, the inputs of which are connected to the outputs of elements 5, 14, 15 to 16 memory. Block 1 to form a control signal and the control unit 8 are interconnected by wires 19 and 20. Frequency divider 7 contains, in addition to the OR element 6, sinusoidal square-wave signals 21, ZK-flip-flop 22 and a differentiating link consisting of a capacitor 23 and a resistor 24, frequency divider 7 is connected to the output of tachometer sensor 25. The device operates as follows.
    During controlled braking, the signals from wheel sensor 25 directly go to logic block 26, which in a known way converts the signals into acceleration signals 27, decelerations 28. to slippage 29. These signals are connected to each other and used to regulate the intake valve 9 and the exhaust valve 10 For controlling the logic unit 26 during an unarranged drive, the clock frequency of the pulses of the generator 2 is divided into a divider 3 frequencies, from which, for example, every five minutes, an impulse comes to the element 4. s, which is applied to the memory element 5, namely at its taksovy input only when there is no regulation: vanie and there is certain minimum The speed, for example 15 km / h. If these conditions are fulfilled, which are fed to the inputs of the AND 4 element as the corresponding information signals, the memory element 5 is set so that at its output 30 a control control signal appears, which is a multiple 2: 1 astrotic divider and stops dropping the element 5 memory, wherein the control signal is through wire 20, the item NOT-OR 18 and wire 31 is fed to the elements 15 and 16 of the memory. This signal is then fed through the wires 20 and 32 to the inputs 33 and 34 of the And 11 and 12 elements, as a result of which they are disconnected. By dividing the frequency of the sensor signal, a delay is simulated, and logic block 26 produces a delay signal 28 that controls the inlet valve.
    9. Through valve 9 and element 11, memory element 15 is started up, by means of the output signal which prevents further control of the inlet valve 9. A slip signal 29 is then generated, which controls the outgoing valve
    10. As a result, memory element 16 is triggered through element 12, the output of which also prevents the control of exhaust valve 10. At this point in time, element 13 triggers and memory element 14 is activated, the output of which returns memory element 5 to the previous state, as a result of which the control control signal disappears, the multiple frequency divider 7, 2: 1) is turned off. Due to this disconnection, the simulated frequency of the sensor signal p is increased from reduced to the actual value, and an acceleration signal 27 is generated, which returns memory element 14 to its previous state. If the signal 27 disappears again, then through the NON-OR element 18, the elements 15 and 16 of the memory return to their previous state, as a result of which the possibility arises that the control valves can again be regulated by the correct control signals. Since all of the memory elements 5, 15, 16, and 14 are returned to their previous state, a signal is generated at the output of the element NOT-OR 18, which disconnects the delay element 17. During the entire test time, the delay element 17 controls the NOT-OR element 18. In the event of an error, one or more of the elements 5, 15, 16, and 14 of the memory are not returned
    in the same position. For example, with a signal error 27, the memory location element 14 is not returned to a greater position. As a consequence, the delay element 17 is controlled by
    NON-OR 18 is longer than necessary for the test, and thus produces an error signal, which is fed to a protection circuit (not shown in FIG. 1) or a test lamp 35.
    Below, the frequency divisions of the sensor signal for the device of embodiment 1 (Fig. 1) and 2 (Fig. 2) are explained.
    With the circuit according to FIG. 1, the sensor 25 through the transducer 21 sinusoidal signals of the rectangular form signals arrive at the clock input of the ZK flip-flop 22 and through the differentiating link consisting of the capacitor 23 and the resistor 24, to the input of the OR element, to the other input of which the control signal. In normal mode, the output of the memory element is a low signal. This signal ensures that with each falling edge of the input signal, i.e. the sensor signal 25, the trigger signal 22 is returned by the element OR 6 to its previous state (dynamic return) and can be restarted with the subsequent rising edge. As a result, JK-trigger 22, which usually works as a 2: 1 splitter, is forced to operate in 1: 1 mode. If a high signal appears at the output of memory element 5, then a reset is prevented, and DC-trigger 22 operates as a 2: 1 divider. Thus, at the output of the 3k flip-flop 22, a signal appears with a half input frequency, i.e. a half frequency of the signal of the sensor 25.
    With the circuit according to FIG. 2, trigger 22 is not reset dynamically with a falling edge of the input signal, but during a low input signal, i.e. tachometer sensor 25. This requires additional funds. In the clock feed circuit 36 of the JK-flip-flop 22, a delay element 37 is provided so that the reset ends before the control edge reaches the clock input. In order to create certain switching conditions, switching from 2: 1 mode to l.sl mode can be performed only when the control control signal is at the input of memory element 5, and the output of the ZK flip-flop 22 is output. For this purpose, the control element 38 of the memory element 38 is set up, which returns the previous state of JB only when the memory element 5 and the JK flip-flop 22 have low signals. Through weekend
    5 of the signal of the memory element 38, the 2: 1 -D: 1 switching is performed through the NOT-OR 39 element in a manner similar to the diagram in FIG. one.
    权利要求:
    Claims (2)
    [1]
    1. A device for monitoring the operation of the anti-blocking system of an automobile, containing a tachometer sensor, a control signal generating unit and a control unit connected to the memory elements, connected
    to the inputs of the logic unit, characterized in that, with the goal of increasing the reliability of the device, a multiple frequency divider is introduced into it, the input of which is connected to the tachometer sensor and the output to the input of the control unit.
    [2]
    2. A device for monitoring the operation of the anti-lock system of a vehicle according to claim 1, about tl and h. It is because the output frequency of a multiple frequency divider is a multiple of 2, where n 1,2,3 ...
    Information sources taken into account during the examination
    1.Is laid out for Germany
    No. 2130907, cl. G 07 C 3/10, 1973.
    2. Published in Germany
    No. 2231864, cl. G 07 C 5/00, 1974 (prototype).
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    类似技术:
    公开号 | 公开日 | 专利标题
    US3866980A|1975-02-18|Brake anti-lock test system
    SU791269A3|1980-12-23|Device for control of operation of antiblocking car system
    US4841446A|1989-06-20|Method for monitoring the operations of an electromechanical control system that ensures the adhesion of wheels of a motor vehicle
    GB1493634A|1977-11-30|Monitoring circuitry for a skid control system
    GB2135745A|1984-09-05|Circuit for controlling the brake pressure in anti-lock vehicle brake systems
    US4192180A|1980-03-11|Testing apparatus for an anti-lock control system
    GB1448423A|1976-09-08|Slip limiting system for a motor vehicle
    US4125825A|1978-11-14|System for detecting a failure in a vehicle velocity detector and a wheel velocity detector
    US4085979A|1978-04-25|Testing arrangement for antilocking control system with two identical antilocking control units
    SU1189332A3|1985-10-30|Antiskid device for vehicles
    GB2043190A|1980-10-01|Anti-skid brake control
    US4092853A|1978-06-06|Testing rotary movement-electrical signal transducer system, particularly for vehicle wheel anti-block transducer systems
    US3547501A|1970-12-15|Antilock brake control
    US5343396A|1994-08-30|Sensor malfunction detection
    GB2057798A|1981-04-01|Test circuit for the brake pressure regulating apparatus of an anti-lock vehicle brake system
    US4218879A|1980-08-26|Overspeed protection device
    GB2215418A|1989-09-20|Method of testing an anti-lock brake control system of a motor vehicle
    SE428904B|1983-08-01|REGULATORY DEVICE FOR PREVENTING WHEEL LOADING BY VEHICLE
    US4316641A|1982-02-23|Circuit for the shutdown of an anti-lockup protected vehicle brake unit in case of disturbance
    US6196644B1|2001-03-06|Anti-skid or anti-slip braking system that suppresses interference signals at a mains frequency
    US4036537A|1977-07-19|Time delayed actuation of wheel slip control system for automotive vehicles and the like
    US4073545A|1978-02-14|Vehicle brake controlling device for anti-skid control of vehicle wheels
    FR2271063A1|1975-12-12|Tyre pressure monitor for car - with electronic wheel speed monitor and comparator for actual car speed
    EP0771280A1|1997-05-07|Method and system for detecting the proper functioning of an abs control unit utilizing dual programmed microprocessors
    US4408289A|1983-10-04|Simplified monitoring apparatus for sensors in motor vehicles
    同族专利:
    公开号 | 公开日
    CS207484B1|1981-07-31|
    NL7710658A|1978-04-17|
    SE7710440L|1978-04-14|
    JPS5348188A|1978-05-01|
    GB1592656A|1981-07-08|
    DE2646061A1|1978-04-20|
    PL124456B1|1983-01-31|
    FR2367642A1|1978-05-12|
    DE2646061C2|1984-12-20|
    US4116494A|1978-09-26|
    FR2367642B1|1983-04-15|
    PL201498A1|1978-04-24|
    IT1143835B|1986-10-22|
    HU181023B|1983-05-30|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3620577A|1969-12-09|1971-11-16|North American Rockwell|Brake control system|
    FR2092820B1|1970-06-22|1973-11-16|Dba|
    SE346511B|1970-07-27|1972-07-10|Saab Scania Ab|
    GB1373391A|1970-09-25|1974-11-13|Nippon Denso Co|Checking systems for vehicle equipment|
    DE2231864A1|1972-06-29|1974-01-24|Bosch Gmbh Robert|CIRCUIT ARRANGEMENT FOR CHECKING THE FUNCTIONAL SAFETY OF AN ANTI-LOCK CONTROL SYSTEM|
    DE2231846B2|1972-06-29|1976-10-28|F.H. Schule Gmbh, 2000 Hamburg|Fast action vehicle wash using two reciprocating portals - halves washing time on long vehicles by making two passes, one for washing and one for rinsing|
    DE2323358C2|1973-05-09|1984-12-20|Robert Bosch Gmbh, 7000 Stuttgart|Test device for an anti-lock control system|DE2841211C2|1978-09-22|1986-12-11|Robert Bosch Gmbh, 7000 Stuttgart|Test device for an anti-lock braking system and components thereof|
    YU44093B|1979-01-26|1990-02-28|Energoinvest Sarajevo|Method of treating connections obtained by explosive welding|
    DE2903756A1|1979-02-01|1980-08-21|Wabco Fahrzeugbremsen Gmbh|TEST DEVICE FOR THE INSTALLATION OF A VEHICLE PROVIDED WITH AN ANTI-BLOCKING DEVICE|
    US4320506A|1979-03-23|1982-03-16|Sun Electric Corporation|Apparatus and method for simulation testing of an anti-block system|
    DE3119153A1|1981-05-14|1982-12-02|Robert Bosch Gmbh, 7000 Stuttgart|ARRANGEMENT FOR DETERMINING THE ADHESIVE VALUE OF A TRAMWAY|
    JPH0725298B2|1986-09-11|1995-03-22|富士通テン株式会社|Failure diagnosis device for anti-skid controller|
    JP2555435Y2|1988-12-14|1997-11-26|日野自動車工業株式会社|Braking force holding device|
    JP2807837B2|1989-12-01|1998-10-08|日清紡績株式会社|Failure detection circuit of anti-skid control device|
    US5633797A|1995-02-14|1997-05-27|Kelsey-Hayes Company|Method and system for testing a wheel speed sensor input circuit in an ABS and/or TC system|
    DE102016223738B4|2016-11-30|2022-03-17|Db Regio Ag|Device for functional testing of anti-skid systems on rail vehicles|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE2646061A|DE2646061C2|1976-10-13|1976-10-13|Arrangement for testing the function of an anti-lock vehicle brake system|
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