• 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:
    The invention relates to an electronic sensor for determining the start time and duration of the brake relief phase in brake force modulation cycles in vehicles with so-called anti-lock brake systems. A tachometer (10) detects the rotation speed of the wheels. The output signal of the tachometer is differentiated in a differentiating circuit (20) and is compared to a reference signal (ao) from a reference value generator (30). A switch (60) is switched-on by the output signal from the comparator (40) when the differentiated signal has reached the reference value. Thereby a break force reduction phase of the brake force modulator (80) is started. A reference and sampling circuit (50) stores the instantaneous speed signal (w(t)) from the tachometer (10) and samples the instantaneous value (w(to)) of this signal at that point in time when the differentiated signal (a(t)) has reached the reference value (ao). The reference and sampling circuit (50) also provides a reference signal (M) representing a reference speed that is supplied to one input of a second comparator (70) and in this comparator is compared to the speed signal (w(t)) from the tachometer (10). The output signal of the second comparator (70) switches off the switch (60) when the speed signal (w(t)) from the tachometer (10) has reached the speed reference signal level (M). Thereby the switch (60) switches off the modulation system (80) and once again lets through the signal (w(t)) to the sampling circuit. The slope of the reference signal (M) is controlled by the modulated brake force.
    公开号:SU1466642A3
    申请号:SU843806460
    申请日:1984-10-30
    公开日:1989-03-15
    发明作者:Ивар Бломберг Фольке；Мартин Хольст Ян-Олов
    申请人:Фольке Ивар Бломберг и Ян-Олов Мартин Хольст (SE)；
    IPC主号:
    专利说明:

    1
    This invention relates to the braking control of vehicles.
    The purpose of the invention is the development of reliability.
    FIG. 1 shows a block diagram of a first embodiment of a measuring transducer; in fig. 2 is a block diagram of the second variant of the measuring converter.
    The measuring transducer in the first embodiment (Fig. 1) contains the measuring wheel speed 1 tachogenerator 2, the output of which is connected to the differentiator 3, the information input of the memory block 4 and one input of the comoarator 5, the output of the block 4 is connected to another input. The output of the differentiator 3 through the comparator 6 is connected to one input of the key 7, to the other input of which the output of the comparator 5 is connected. The output of the key 7 is connected to the control input of the unit 4 and to the input of the braking force modulator 8 connected to the feedback circuit with the input of the generator 9 of the reference signal connected to the input of the comparator 6, and to the control input of the adjustable resistor 10 in the discharge circuit of the unit 4, which includes a capacitor 11.
    The converter option in FIG. 2 is distinguished by the absence of a differentiator 3, a comparator 6 and a generator 9 and the presence of a continuously variable transmission 12 whose control input is connected to a feedback circuit with the output of the modulator 8 and the presence of a sensor 13 of maximum deceleration.
    The tachometer 2 provides the signal w (t), which in some way represents the speed of rotation of wheel 1.
    The signal w (t) leads to differential generator 3, which, in turn, generates a signal a (t) corresponding to the derivative of the velocity with respect to time, i.e. acceleration.
    The output signal a (t) from differentiator 3 is fed to one input of comparator 6, to the second input of which a signal is fed from generator 9 of the reference signal. The reference signal a represents a threshold deceleration. When signal a: (t) reaches equality with the threshold value of signal a, the output of comparator 6 is activated to logic level 1 in order to begin the phase of decreasing the braking force.
    The output signal w (t) from tacho generator 2 is fed to memory block 4, which stores the instantaneous speed value. Time t represents the moment in time when acceleration signal a (t) reaches equality with a threshold value signal a and comparator 6 outputs logic signal 1, unit 4 controls the output signal from comparator 6 to cut off the signal supplied to block 4 so that now the signal of speed w (t) will be stored in block 4. In other words, block 4 samples the signal wCg.
    The output signal from comparator 6 triggers (unlocks) the key 7, for example, a field (channel, unpolar) transistor or a bipolar transistor, which, turning into control means, activates the braking force modulator 8 during the phase of deceleration of the braking force. The duration of the deceleration phase is determined by the period of time it takes for the wheel to recover to an acceptable speed. The voltage accumulated in the capacitor 11, which represents the speed — the signal w (t), is discharged through a resistor 10 of a suitable value.
    The output signal from block 4 is fed to the second comparator 5 and is matched to the speed signal w (t) from the tacho generator 2. I.
    When the tachogenerator signal w (t) reaches the magnitude of the original signal (reference signal), the comparator 5 outputs the signal O, which marks the end of the decelerating force reduction phase. This signal O is supplied to the key 7, which, in its turn, controls the braking force modulator 8 in order to stop the decrease in the braking force and unit 4 so that the input signal w (t) can be returned to it.
    Tests have shown that the friction coefficient may be modulated braking force. A modulated braking vortex can be implemented, for example by providing
    the ability for pistons and springs to control resistors or capacitors. It is also possible to mechanically sense torques or forces in thrusts and through gene sensors or deformations: prioritize current or voltage proportional to the modulated braking force. Thus, it is possible to get a feedback of the magnitude of the coefficient of friction to block 4. This feedback, for the sake of simplicity, is presented in FIG. 1 by variable resistor 10 in block 4. By varying the resistance of resistor 10, a variable discharge rate is obtained. In the proposed embodiment, the converter capacitor memory is discharged at a current that is proportional to the modulated brake pressure.
    Threshold slowdown (signal a)
     , about
    may depend on the coefficient of friction between the wheels and the road surface. FIG. 1, this is shown by the feedback loop from the braking force modulator 8 to the generator 9.
    With the presence of a measuring transducer, it is possible, by sensing the speed of rotation of the wheel and by sensing the modulated braking force, on the one hand, when the deceleration force reduction phase j has to start and, on the other hand, when this phase should stop coefficient of friction between the wheels - and the road surface. A modulated braking force is suggested as a suitable parameter for this relationship, in a mechanical system this parameter can be directly represented by the braking force itself, however in a pneumatic or hydraulic system this parameter can also be represented by modulated brake pressure.
    In the second variant (Fig. 2), the wheel rotation speed does not change directly; rather, the wheel rotation speed is fed to gear 12 at a continuously variable speed. This gear 12 with a speed adjusted speed is intended to increase or decrease the speed of rotation of the wheel depending on the modulated braking force (road conditions). Instead of directly measuring the rotation of the wheel, the transmitter measures the rotation of the transmission with a continuously variable number of revolutions. Thus, the speed of rotation of the wheel is equal to the number of revolutions of the output shaft of the transmission 12. As feedback from the modulator 8 passes to the transmission 12 at a continuously variable speed, the discharge of the capacitor 11 can be done at a constant speed. This is shown in FIG. 1 by replacing the variable resistor 10 in block 4 with a constant resistor.
    Sensor 13 (FIG. 2) may include a switch controlled by a flywheel connected to a spring one.
    权利要求:
    Claims (8)
    [1]
    1. Electronic transducer for determining the start time and duration of the release phase in cycles of modulating the braking force of a vehicle with anti-skid braking system, containing a kinematically associated tag generator connected to the input of the differentiator, the output of which is connected to one input of the first comparator connected by the second input to the reference signal generator, and the output to the first key input, the output of which is connected to the input of the brake force modulator to the control input of the memory unit, the information input of which is connected to the tachogenerator, and the output with one input of the second comparator, the other input of which is connected to the tachogenerator, and the output to the second input of the key, reliability is provided with a pressure sensor at the output of the modulator connected by an electrical feedback circuit to the bit circuit of the memory unit.
    [2]
    2. A converter according to Claim 1, characterized in that the modulator output is connected to a feedback circuit with a control input of a reference signal generator,
    [3]
    3. The Converter in PP. 1 and 2, characterized in that the discharge circuit of the memory unit includes a capacitor.
    [4]
    4. The converter according to claim 3, characterized in that, in the discharge circuit, an adjustable resistor is connected in series to the capacitor, to the control input of which a feedback circuit is connected.
    [5]
    5. Electronic measuring transducer for determining the start time and duration of the deceleration phase in cycles of modulating the braking force jg of a vehicle with anti-skid braking system, including kinematically connected with the wheel being braked electromechanical inertial limit deceleration sensor and tachogenerator The electrical output of the sensor is connected to one input of the key, the output of which is connected to the input of the braking force modulator and to the control input of the memory unit, Ion input coupled to a tachogenerator, and the output - to one input of a comparator, another input coupled to a tachogenerator, and the output - a second vho- home key 25, characterized in that, in order povsheni reliability, it is provided with a pressure sensor
    at the output of the modulator and a continuously variable transmission, installed in the kinematic connection of the braked wheel with a deceleration limit sensor and a tachogenerator, and a pressure sensor with a feedback circuit coupled to the control input of the continuously variable transmission. I
    [6]
    6. The converter according to claim 5, characterized in that the discharge circuit of the memory unit includes a capacitor,
    [7]
    7. The converter according to claim 6, which is characterized by the fact that an adjustable resistor is installed in the discharge circuit in series with the condenser ™, and a feedback circuit is connected to the control input.
    [8]
    8. The Converter in PP. 5-7, characterized in that the electromechanical inertial limit retardation sensor includes
    A flywheel is connected to a spring that determines the deceleration threshold, and is closed by a flywheel switch.
    (rig 2
    类似技术:
    公开号 | 公开日 | 专利标题
    US4545240A|1985-10-08|Apparatus for ascertaining the adhesion factor of a road surface
    US3554612A|1971-01-12|Antilock brake control
    SU1466642A3|1989-03-15|Versions of electronic instrument transducer for determining time of beginning and duration of phase of unbraking in cycles of modulation of braking force of vehicle with antiskid brake system
    US4392202A|1983-07-05|Method and apparatus for anti-skid brake control of an automotive vehicle
    US4414630A|1983-11-08|Anti-skid vehicle braking systems
    US4430714A|1984-02-07|Brake control system for an automotive vehicle
    US3525553A|1970-08-25|Adaptive braking system responsive to tire-road surface conditions
    KR940008991A|1994-05-16|Power steering control apparatus for motor vehicle
    US3717384A|1973-02-20|Anti-lock brake control system
    FR2591962A1|1987-06-26|PROPULSION CONTROL APPARATUS FOR MOTOR VEHICLES
    JPH06351104A|1994-12-22|Anti-skid control by regenerative braking of electric motor vehicle
    EP0252595A2|1988-01-13|Anti-lock brake control apparatus
    FR2726797A1|1996-05-15|METHOD FOR CONTROLLING BRAKE OPERATION IN A MOTOR VEHICLE
    FR2884208A1|2006-10-13|BRAKING METHOD AND SYSTEM FOR DETERMINING THE ACTIVATION TIME OF AN AUTOMATIC VEHICLE AUTOMATIC STOP FUNCTION
    US4844556A|1989-07-04|Method and circuit configuration for controlling the wheel slip by means of an electronically controllable automotive vehicle brake system
    US3547501A|1970-12-15|Antilock brake control
    KR920007873A|1992-05-27|Brake pressure control method of anti-lock vehicle brake system
    KR970006010A|1997-02-19|Motion recorder of anti-lock brake system
    SU1245256A3|1986-07-15|Device for adjusting automobile brake pressure
    JP2935563B2|1999-08-16|Control method of wheel slip in vehicle
    JP4440459B2|2010-03-24|Method and apparatus for controlling or adjusting braking force distribution
    US3772567A|1973-11-13|Accelerometer
    SU548199A3|1977-02-25|Antilock braking device for vehicle braking system
    US3649083A|1972-03-14|Antiskid device
    US3829168A|1974-08-13|Vehicle wheel brake anti-lock system
    同族专利:
    公开号 | 公开日
    ES548324A0|1986-12-01|
    BR8405285A|1985-08-27|
    ES8606152A1|1986-04-01|
    AU3416384A|1985-05-09|
    SE8306000D0|1983-11-01|
    US4635031A|1987-01-06|
    FI75123C|1988-05-09|
    EP0140861A3|1988-04-27|
    FI75123B|1988-01-29|
    SE450563B|1987-07-06|
    JPS60179362A|1985-09-13|
    SE8306000L|1985-05-02|
    FI843897A0|1984-10-03|
    EP0140861A2|1985-05-08|
    PT79438B|1986-08-05|
    FI843897L|1985-05-02|
    AU571014B2|1988-03-31|
    ES8701636A1|1986-12-01|
    CA1225449A|1987-08-11|
    ES537276A0|1986-04-01|
    ES548325A0|1986-12-01|
    PT79438A|1984-11-01|
    ES8701635A1|1986-12-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB1204266A|1968-02-07|1970-09-03|Westinghouse Brake & Signal|Braking systems and/or tractive systems|
    GB1238075A|1968-10-25|1971-07-07|
    GB1254802A|1969-01-09|1971-11-24|Automotive Prod Co Ltd|Improvements in and relating to anti-skid systems and apparatus for vehicles|
    US3612622A|1969-02-27|1971-10-12|Kelsey Hayes Co|Skid control system|
    US3604760A|1969-03-24|1971-09-14|Kelsey Hayes Co|Skid control system|
    US3674318A|1970-11-18|1972-07-04|Bendix Corp|Anti-skid braking system utilizing pressure feedback|
    JPS5235837B1|1971-02-23|1977-09-12|
    JPS5528895B1|1971-07-06|1980-07-31|
    US3995912A|1973-01-26|1976-12-07|Eaton Corporation|Skid control system|
    DE2404009C2|1973-02-06|1988-06-01|Waldemar Linkoeping Se Lester|
    US4006942A|1973-09-14|1977-02-08|Masashi Saito|Antilock system for wheeled vehicles|
    GB1421106A|1974-05-02|1976-01-14|Mullard Ltd|Anti-lokc venhicle brake systems|
    DE2447182C2|1974-10-03|1986-03-27|Daimler-Benz Ag, 7000 Stuttgart|Method and device for regulating the brake pressure on the wheels of a vehicle|
    US4068903A|1976-12-08|1978-01-17|The United States Of America As Represented By The Secretary Of The Air Force|Adaptive skid detector threshold apparatus|
    US4164360A|1977-11-21|1979-08-14|Texas Instruments Incorporated|Control circuit having adaptive turn-off feature for a vehicle skid control system|
    GB2015746B|1978-02-28|1982-07-28|Girling Ltd|Speed sensors|
    GB2073344B|1980-03-19|1983-10-26|Lucas Industries Ltd|Anti-skid vehicle braking systems|
    US4349233A|1980-05-07|1982-09-14|Caterpillar Tractor Co.|Method and apparatus for controlling wheel slip on differentially mounted wheels|
    US4336592A|1980-06-23|1982-06-22|Goodyear Aerospace Corporation|Antiskid control system for brakes which exhibit large changes in lining friction coefficient|
    US4347569A|1980-08-12|1982-08-31|General Signal Corporation|Wheel slip system|
    US4372620A|1981-02-04|1983-02-08|The Budd Company|Anti-locking brake system for a vehicle|
    US4410947A|1981-07-02|1983-10-18|Westinghouse Electric Corp.|Vehicle propulsion control apparatus and method|JPS62122859A|1985-11-25|1987-06-04|Toyota Motor Corp|Anti-skid type brake system for vehicle|
    SE453277B|1986-03-03|1988-01-25|Bror Lennart Anders Swiden|METHOD OF AUTOMATICALLY POWERING A VEHICLE WHEEL BRAKE INTENDED TO PREVENT THE WHEEL TO SLIDE AND DEVICE FOR EXECUTING THE METHOD|
    DE3731075A1|1987-09-16|1989-03-30|Bosch Gmbh Robert|BRAKE SLIP CONTROL|
    DE3805270C2|1988-02-19|1992-03-05|Lucas Industries P.L.C., Birmingham, West Midlands, Gb|
    DE3936831A1|1989-11-06|1991-05-08|Teves Gmbh Alfred|CIRCUIT ARRANGEMENT FOR PROCESSING THE OUTPUT SIGNAL OF A SPEED SENSOR|
    DE4212319A1|1992-04-13|1993-10-14|Fichtel & Sachs Ag|control device|
    US6411061B1|1999-12-14|2002-06-25|Delphi Technologies, Inc.|High performance brush motor driver in conjuction with low cost SR motor driver|
    WO2009089551A2|2008-01-11|2009-07-16|General Atomics|Braking system with linear actuator|
    DE102011084069A1|2011-10-06|2013-04-11|Continental Teves Ag & Co. Ohg|Method for determining a model form by means of a mathematical model in an electronically controlled motor vehicle brake system|
    RU2581738C2|2013-09-18|2016-04-20|Федеральное государственное унитарное предприятие "Центральный ордена Трудового Красного Знамени научно-исследовательский автомобильный и автомоторный институт "НАМИ"|Method for determining slowing of reciprocating systems|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE8306000A|SE450563B|1983-11-01|1983-11-01|ELECTRONIC SENSOR FOR VEHICLES WITH A CLEAR-FREE BRAKE SYSTEM|
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