• 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 electronically controlled braking system for a vehicle in which vehicle load measurements, made dynamically, as used to modify the braking demand, individually for each axle of the vehicle and in which, under predetermined conditions of vehicle speed, braking level and operating gradient, the deceleration error formed between braking demand by the driver and measured actual vehicle deceleration is used gradually, over a number of vehicle stops, to form an adaptive factor for correcting the braking demand in order to restore expected braking perfor-Imance. No correction to the adaptive factor based on the deceleration error is made during a given stopping operation of the vehicle, but a summation of previous errors is arranged to cause a small increment in correction to be made after each stop until, over a number of vehicle stops, the error formed under the predetermined conditions falls to zero. Braking demands by the driver can be arranged to be compensated by introducing a demand offset dependent on the prevailing gradient on which the vehicle is operating.
    公开号:SU1526570A3
    申请号:SU864027704
    申请日:1986-05-29
    公开日:1989-11-30
    发明作者:Брилей Малькольм；Брайан Мозелей Ричард
    申请人:Лукас Индастриз Паблик Лимитед Компани (Фирма)；
    IPC主号:
    专利说明:

    with


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    This invention relates to electronic vehicle braking control systems.
    The purpose of the invention is to increase the braking efficiency.
    Fig. 1 is a block diagram of the braking system; 2 is a more detailed block diagram of the braking system; FIG. 3 is a schematic of the device for calculating an adaptive constant; Fig. 4 is a diagram of a part of a system for receiving a control command signal corrected for the inclination of the road.
    The system (Fig. 1) contains a pressure control circuit, to the input of which a signal is supplied from the setpoint device 1 installed on the braking pedal, this signal in the adder 2 is compared with the output signal P of the pressure sensor 3 and an E-error signal is generated. which is fed to the input of comparator 4, the output of which indicates a change in pressure in the electropneumatic pressure modulator 5 in such a way that the magnitude of signal E decreases. The air or liquid required to supply pressure is stored in reservoir 6.
    The modulator 5 has a pair of solenoid valves 7 and 8, working so as to increase or decrease the pressure in the control chamber of the relay valve 9, which reacts to the pressure in the control chamber and comes to a working state when the braking force in the actuators 10 and 11 brake 12 becomes equal to the reference pressure.
    The system contains feedback control circuits that are separate for each axle or each wheel and to which pressure control signals D are sent from correction block 13, so that with the same input commands at the input of correction block 13 different outputs can be formed at its output pressure control command signals for front (Dp) and rear (Dg) brake systems.
    Parameters of loads Lp, b on axles, received from sensors 14 and 15 of loads (front and rear axles) of vehicle 16, and for
    five
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    a pressure constant is formed on each axis.
    Another important factor affecting the braking due to the inclination of the road can be determined by comparing the braking speed measured by the vehicle deceleration sensor 17 and the signals from the speed sensors 18 on the vehicle wheels differentiated by the electronic circuitry of the pitch detection device 19. As a result, a reference signal is obtained, similar to how such a signal is obtained in anti-lock systems. The resulting correction O to the slope of the road is the deceleration mismatch with a sign that indicates movement uphill or downhill, and this value can be directly added to the braking command signal to provide the required correction.
    FIG. 2 shows in more detail the scheme of the correction unit 13, in which compensating input signals come from load sensors 17 to the OB, and road inclination signals from the device 19. FIG. 2 shows only the control channel for the rear axle, the brake control channel for the front axle is completely the same.
    The front and rear axle channel control command signals D from setpoint 1 in adders 20 and 21, respectively, are added to the correction signals G from the correction calculation unit 22 and fed to the first inputs of digital multipliers 23 and 24, respectively. The control command signals from sensor 1 after the filter Tchii in filter 25 with feedback signal F received from vehicle sensor 17 generate a braking speed error signal Fg, which is applied to an adaptive constant C calculation integrating device 27 for a braking system vehicle. The error signal F of the deceleration rate reaches the device 27 via the controlled switch 28 only when the control signal S is operating from the valve 29, which in turn arises when the signals from the sensor 30 appear, indicating that the level | commands exceed first original
    level from sensor 31
    1526570 showing
    The acceleration is in the zero area, from sensor 32, indicating that the speed exceeds the first initial threshold value, from sensor 33, indicating that the command level is less than the second initial level and from sensor 34, indicating that the vehicle speed is less than the second original threshold value. In the absence of these signals, the controlled switch 29 prohibits the Fg signal from reaching the device 27, Switch 28 also prohibits the reception of the F signal upon a command from the anti-blocking device 33.
    The adaptive constant calculator 27 includes an integrator 36 with a very long time constant, the output of which is connected via switch 37 to averaging unit 38, and switch 37 is controlled by a pulse. The end of braking is applied through circuit 39 at the time of the end of each vehicle's braking cycle. Flowcharts illustrating a method for deriving an adaptive constant from a mismatch signal
    NIN, display a simple calculation method, which in practice can be performed using software.
    For example, the integrator 36 (FIG. 3) may operate from a digital computer which accumulates braking errors in the memory at regular time intervals. The integrator can be returned to its original state at any time, producing an initial signal value at the output, such as a unit, or by an amount corresponding to one in the selected scale. The integral correction, obtained at the end of each | stop (or at a small network rate, when the correction does not occur), can be calculated as the difference between the final integrator rate and the initial value stored in the integrator memory.
    Thus, at the end of each vehicle braking, the integration process can be returned to the reference point stored in the memory. This point can be a set reference value or a value derived from this reference value, plus a part of the integral
    0
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    amendment received during the process of stopping. In the latter case, the initial state of the integrator changes after each stop, and through this control process, the braking is adapted to the particular state of the braking system.
    An example. Suppose that the initial state of the integrator is 128. This is the basic initial state of the integrator (SISF).
    Integral Correction — the current 5 readings of the integrator (I r,) are the initial state of the integrator (SISF) stored in memory.
    Data Processing Scheme:
    a) Formation of the integral amendment (I - SISF).
    c) Multiplication by n / 100.
    c) Add to the previously stored integrator initial state (SISF).
    0
    25
    thirty
    35
    d). Memorizing this value as a new SISF value.
    c) Formation of SISF - 128 and memorization of this quantity as an integral amendment. When averaging over a large time interval, this value indicates the quality of the braking system.
    a) Suppose If, 15. The output of the integrator 160 and p 10.
    c) Then the integral correction
    160-150
    T5o1.
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    c), d) SISF 150 + 1.
    e) Therefore, the level of the integral amendment 151-128 23.
    The adaptive constant calculated at the end of each stop of the resultant G1a is fed to the second inputs of multipliers 23 and 2A through correction blocks 40 and 41, which convert the value of the adaptive constant depending on the magnitude of the load on the axles of the vehicle, the signals L and L from which come from sensors 14 and 15 load through block 22.
    The main slope of the road on which the vehicle is moving is calculated (Fig. 4) in subtraction unit 42, which receives signals from the vehicle deceleration sensor 17 and the wheel speed sensor 18 through the differentiator 43. ; e
    restricting the signal from the low-speed threshold element 44 any time the correction signal tends to exceed the driver command signal. The incline adjustment command is removed from the adder 20 (21) and fed to the circuit 45. The incline value is obtained as the difference between the degree of change of the wheel speed and the output of the vehicle deceleration sensor.
    Due to the presence of a suspended mass in the deceleration sensor, these results are somewhat slowed down by the effect of gravity (the correction is algebraically added to any deceleration / acceleration that takes place). This correction is best seen in the static state when driving downhill, when it represents the equivalent inhibition of the vehicle needed to prevent acceleration due to tilting due to a continuous increase in speed. Therefore, the difference between these two signals is the acceleration and this value must be added to the braking command signal supplied by the driver. On slopes downhill, these signals are added to the driver's signal to provide additional braking, and when turned downhill, they are subtracted from the driver's command signal to reduce the braking. At no point should the slope correction signal exceed the braking command signal, this is ensured by the amplitude limiting unit 46, which receives the reference signal from setpoint 1 and which reduces the correction to zero at very low levels of the control command signal. Consequently, on a flat surface, both measuring systems produce the same signals, even when braking or accelerating.
    Thus, the signal D of the input command from the brake pedal is added in adders 20 and 21 to the two slope correction signals G, which are usually equal to each other, but are separately fed through two (or more) brake control channels received in accordance with the separate standard braking axles. There are circumstances in which the same correction is not guaranteed.
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    The front and rear axle brakes in this case, when calculating the correction corrections, axle loads must be taken into account. The output of each of the multipliers 23 and 24 is a slope correction command, and the adaptive adjustment and load correction is performed in the multiplier by multiplying the input signal by the pressure correction factor (PMF), defined by PMF and the adaptive constant from the vehicle multiplied by the factor axle load correction.
    The end result, measured in terms of the values acting at the output of the pressure sensor, is used to send the TI-P signal of the pressure change command to the input of the adder 2. The remaining input of the adder 2 is given an anti-blocking signal generated by a separate brake pad detector 47.
    The adaptive long-term constant is converted, taking into account the mismatch, to the deceleration rate C (Fig. 3) only when:
    1) the vehicle is at ground level;
    2) the command signal is in the middle of the command range;
    3) the speed is in the middle of the middle range of speeds (for example, 20-80 km / h),
    with the aim to show the state of the whole brake system of the vehicle.
    At each stop, the values obtained in this way are accumulated and processed in the integrator 36 for a very long time constant, the adaptive constant is obtained for a series of vehicle decelerations. This adaptive constant has a nominal or initial value of one, and this value gradually changes between stops to correct for a change in the state of the braking system. This constant is a good indicator of the quality of the braking system and it is constantly changing in the control unit and is stored for evaluation at the time of the start or on the command of the quality of the braking system using the output memory unit 48. In addition, this constant may be consistent with a predetermined
    the level of the danger signal at which damage to the system is such that it requires serious attention to be paid to it.
    权利要求:
    Claims (7)
    [1]
    1. A vehicle braking system comprising a driver-controlled brake magnitude setting unit connected to the first input of an adder connected to the comparator input, the outputs of which are connected to the windings of the pressure modulator solenoid valves, by means of which the brake actuators are connected to the pressure source with This is connected to the second input of the adder pressure sensor at the output of the pressure modulator, characterized in that, in order to increase the braking efficiency, it equipped with vehicle axle load sensors, vehicle deceleration sensor, device for determining the forward road gradient, two additional adders, an integrating device for calculating an adaptive constant depending on the vehicle deceleration value, and an adaptive constant correction unit and a multiplier, and to one input of the first additional adder connected unit of the magnitude of the brake signal No, and another input is the output of the device for determining the longitudinal slope of the road, a setpoint for the value of the braking signal is connected to the first input of the second additional adder, a slowdown sensor is connected to the second input, and the output of this adder is connected to the input of the integrating device ,
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    connected to another input with a load sensor, and the output to one input of a multiplier, the other input of which is connected to the output of the first additional adder, and the output to the first input of the main adder.
    [2]
    2. Pop. 1 system, differing in the fact that the integrating device includes a series circuit from the integrator, the switch that operates at the end of each braking, and the averaging block,
    [3]
    3. The system according to claim 2, characterized in that it is equipped with a wheel speed sensor and a differentiator, and the device for determining the longitudinal slope of the road includes a subtraction unit, to one input of which the deceleration sensor is connected, and to another input through a differentiator sensor wheel speed
    [4]
    4. Pop-up system, characterized in that the subtraction unit is made with a threshold element preventing the transmission of signals from the deceleration sensor and the angular velocity
    to the subtraction unit at a low output level from the unit for deceleration signal magnitude.
    [5]
    5. A system according to claim A, characterized in that the device for determining the longitudinal slope of the road includes a block for limiting the amplitude at the output of the subtracting unit connected by an input to the output of the setpoint of the deceleration signal.
    [6]
    6. The system according to claim 1, characterized in that it is provided with a block. com memory whose input is connected
    to the output of the integrating device.
    [7]
    7. System pop, 1, characterized in that it is equipped with a signaling device that is triggered when the signal at the output of the integrating device exceeds a set level.
    类似技术:
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    US5719770A|1998-02-17|Vehicle speed calculation system for four wheel drive vehicle and the method thereof
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    US6082835A|2000-07-04|Differential braking control in road vehicles
    GB2227534A|1990-08-01|Anti-skid brake control apparatus
    US5262951A|1993-11-16|Anti-lock braking system
    同族专利:
    公开号 | 公开日
    GB8513686D0|1985-07-03|
    EP0205277A3|1988-05-18|
    BR8602464A|1987-01-27|
    IN167437B|1990-10-27|
    KR860008894A|1986-12-19|
    DE3668856D1|1990-03-15|
    EP0205277B1|1990-02-07|
    JPH0796381B2|1995-10-18|
    US4712839A|1987-12-15|
    KR900009137B1|1990-12-22|
    JPS6218359A|1987-01-27|
    EP0205277A2|1986-12-17|
    引用文献:
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    JPS638060A|1986-06-26|1988-01-13|Isuzu Motors Ltd|Braking force retention control device|
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    DE4131169A1|1991-09-19|1993-03-25|Wabco Westinghouse Fahrzeug|METHOD FOR BRAKING A VEHICLE|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    GB858513686A|GB8513686D0|1985-05-30|1985-05-30|Vehicle braking system|
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