• 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:
    1. A brake pressure regulating arrangement for a motor vehicle or a trailer or a vehicle combination with the motor vehicle and the trailer as components, the brake system of which motor vehicle or trailer has pressure medium-operated wheel brakes, the brake pressures of which are controlled at least by way of a driver-operable brake application device, having the following features : a) there are provided additionally at least two electrically controllable pressure control valves (3a, 3b, 5a, 5b, 12a, 12b, 13a, 13b, 31a, 32a) which are associated in each case with at least one wheel brake of the motor vehicle and/or of the trailer and/or of the vehicle combination ; b) the brake application device (4, 8, 9; 34, 31a, 32a, 35, 38, 9) is connected in series on the inlet side or outlet side of the pressure control valves ; c) control electronics (16, 38) are provided, which process output signals of sensor devices to control signals for the pressure control valves (3a, 3b, 5a, 5b, 12a, 12b, 13a, 13b, 31a, 32a), characterized by the following features : d) the sensor devices consist of brake value-sensing devices (19, 1b, 7a, 7b, 10a, 10b, 15a, 15b) for detecting the braking force or braking torque, denoted in the following by the collective term brake value ; e) a brake value sensor device (1a, 1b, 7a, 7b, 10a, 10b, 15a, 15b) is associated with the wheel brakes associated in each case with a pressure control valve (3a, 3b, 5a, 5b, 12a, 12b, 13a, 13b, 31a, 32a) ; f) the control electronics (16, 38) are designed in such a manner that their control signals control the two pressure control valves (3a, 3b, 5a, 5b, 12a, 12b, 13a, 13b, 31a, 32a) of which there are at least two in such a way that the output signals of the associated brake value sensor devices (1a, 1b, 7a, 7b, 10a, 10b, 15a, 15b) deviate from one another substantially by a desired value.
    公开号:SU1804402A3
    申请号:SU864017904
    申请日:1986-01-22
    公开日:1993-03-23
    发明作者:Rejnske Erikh
    申请人:Wabco Westinghouse Fahrzeug；
    IPC主号:
    专利说明:

    The invention relates to the field of automotive industry.
    The purpose of the invention is to increase reliability.
    Figure 1 schematically shows the brake drive of a road train with pneumatic coupling between the brake drives of a vehicle and a trailer; figure 2 is the same. with electro-pneumatic coupling between the brake drives of the vehicle and the trailer.
    In FIG. 1.2 solid lines indicate pipelines for the working environment, and dash-dotted lines indicate electric wires or connections.
    Wheel assemblies form bridges 1, 2, 3, 4. Wheel assemblies on the starboard side are equipped with braking mechanisms with brake chambers 5, 6, 7, 8, and wheel assemblies on the port side are equipped with braking mechanisms with brake chambers 9. 10. 11, 12.
    Sensors 13,14,15,16, 17, 18, 19.20 are coupled to the wheel brakes of the axles. Sensors 13-20 are designed for registration in the appropriate wheel braking mechanism of braking force or braking torque. In another design, a separate sensor (13-20) can detect the temperature of the associated wheel brake (temperature of the wheel brake) that occurs or occurs during or after the brake system is activated.
    The brake actuator control valve 21, the trailer brake control valve 22 and the trailer brake valve 23 form a brake on and off device. kotre allows the driver of the vehicle to control the pressure in the brake drive system supplied from pressure sources not shown in the drawing to the wheel brakes, depending on the driving force or the driving path of the crane actuator 21. The control crane 21 is double-circuit and feeds to the combined wheel braking mechanisms of the bridge 1 and the bridge 2 a working medium of the brake drive system on separate highways. The trailer brake control valve 22 is also double-circuit, i.e. can be controlled from each of the above loops.
    In the pipelines for supplying the working medium from the crane 21 or from the trailer brake valve 23 to the individual wheel brakes *, controlled electric pressure reducing valves are installed, hereinafter referred to as anti-lock valves 24. 25. 26, 27, 28, 29 '30. 31. Each anti-blocking valve as a result of activating its magnets can be set to the position for passing the working medium, or to the blocking position, or to the pressure-reducing position. In the position for passing the working medium, the inlet and outlet of the anti-lock valve are connected to each other. In the locked position, the connection between input and output is locked. In the pressure-reducing position, the connection between the input and output is also closed and the output is additionally connected to the pressure relief fitting, i.e. in the case of a pneumatic brake system - with the atmosphere,
    The anti-lock valves on the outlet side are connected to the respective brake chambers. On the input side, the anti-lock valves are connected to the valve 21 or to the brake valve 23.
    The electronic control unit 32 has a comparison and regulation unit not shown in detail in the drawing, as well as a protective locking device, which together with the wheel slip sensors not shown, forms an anti-lock device. The magnets of the anti-lock valves are separately connected to the electronic control unit and are driven separately by this unit. The characteristic parameters of the brakes and / or temperature signals of the sensors 13-20 are supplied to the unit for comparison and regulation of the electronic control unit 32.
    The driver of the vehicle activates the brake system due to the 'force exerted on the Executive body (s) of the crane 21 control or by moving this body. Moreover, in the inputs of the anti-lock valves 24-27, a pressure is created in the brake drive system depending on the drive force during the drive path. Using this pressure in the brake drive system through the trailer brake control valve 22, the trailer brake valve 22 is also activated, as a result of which this valve also (indirectly) controls the pressure in the inputs depending on the drive force or the drive path of the actuating element of the brake control valve 21 anti-lock valves 28-31. In the initial stage of activating the brake system, the anti-lock valves are in the position for skipping the working joint. As a result of this, first of all, the wheel mechanisms can be loaded with full pressure5 1804402 in the brake drive system supplied from the control valve 21 or · from the brake valve 23. ’
    Sensors 13-20 react, depending on their design, when the brake system is activated, 5 to the brake parameter created by the corresponding wheel brake or to the temperature occurring in the wheel brake mechanism and sends signals corresponding to 10 brakes and / or temperature to the comparison and regulation unit electronic control unit 32. The comparison and regulation unit, in accordance with the accumulated programs, compares the signals of 15 different sensors with each other and generates from them a predetermined value for controlling the anti-lock valves. If the compared signals are very different from each other, then the comparison unit and 20 controls translates the anti-blocking valve from the position for passing the working medium into the wheel brake connected to the wheel brake with a stronger signal (ahead of the braking parameters and / or temperature) the blocking position or to the pressure-reducing position 'until the set difference in signal values is reduced to zero 30 or to a predetermined (permissible) boundary value. Moreover, the difference in the · strength of the Signals, equal to zero or a boundary value, forms a predetermined amount of regulation. Thus, 35 braking parameters are equalized, i.e. the braking forces or braking moments created by the wheel brakes used for comparison, and / or the temperatures occurring in these wheel brakes are 40 1 max. As a result, thanks to this, it is possible to avoid or reduce the phenomena resulting in an uneven action of the brakes. In particular, it is possible to achieve better directional stability during braking by reducing * yaw moments, more uniform loading of wheel braking mechanisms, as well as more uniform wear of wheel braking mechanisms, 8 in particular, 50 friction linings.
    In the example of execution, the comparison and regulation unit compares the signals received from the sensitive elements of one bridge and, if necessary, starts 55 the control process described above. Due to this, for example, on wheeled tor-, brain mechanisms of the bridge 1 are achieved; mutually uniform parameters of brakes or temperature of wheel braking mechanisms. The corresponding applies to the wheel brakes of the axles 2, 3, 4. Thus, it is possible to avoid primarily yawing moments and thereby improve the stability of the direction of individual vehicles or a combination of a car and a trailer when the brake system is activated. At the same time, uniform loading of the wheel brake mechanisms is achieved, as well as uniform wear of the wheel brake mechanisms, in particular, wear of the friction linings. In this embodiment, the control of the wheel brakes can also be additionally carried out in a manner known per se over the axles depending on the load.
    In another embodiment, the signals of sensors 3-20 of different bridges are compared with each other in the comparison and regulation unit. Due to this, equalization of the brake parameters on the bridges is achieved. call or temperature of wheel brakes.
    In another embodiment, the signals of one or more sensors of the car are compared with the signals of one or more sensors of the trailer. Thanks to this, the braking forces and / or temperatures of the wheel braking mechanisms of individual vehicles are equalized with each other - combinations of a car and a trailer.
    In another example, the execution of the signals of one or more sensors of one bridge of a car can be compared with the signals of one or more sensors of one bridge of a trailer. Due to this, it is possible to achieve equalization of the parameters of the brakes and / or temperatures of the wheel braking mechanisms between the individual axles, forming a combination of individual vehicles.
    In Fig. 1, in addition to the devices already mentioned, load cells 33, 34 are shown, which record the degree of load on the bridges ί, 2,3,4 in comparison with the relative load, approximately full load or dead weight.
    In the presence of these load sensors, the comparison and regulation unit can be made in such a way that it is able to compare the signals received from the sensors not only with each other, but also with predetermined values depending on the degree of load on the bridges. Thus, the invention makes it possible to carry out load-dependent control of pressures supplied to the wheel braking mechanisms 7 in the brake drive system,
    The anti-lock device for the electrical connections shown in the electronic control unit 32 also acts on the magnets of the anti-lock valves and thereby controls the valves depending on the slippage of the wheels. The anti-lock device has a relatively 10 priority comparison and regulation unit. This ensures that the control phase of the anti-lock device is not affected by the invention. fifteen
    In addition, the comparison and control unit can be designed in such a way that it turns off if the controlled pressure in the inlet of the anti-blocking valves exceeds a predetermined value of 20. This pressure in the brake drive system is selected in such a way that it gives a signal in case of activation of the emergency brake system. Thus, it is ensured that in an emergency the invention does not cause loss of braking force.
    If the wheel braking mechanisms are controlled over the axles in the first mentioned way, depending on the load, then the comparison and control unit of the electronic control unit 32 can have priority activation compared to the control depending on the load. This priority 35 activation in certain use cases can preferably be replaced by a load-dependent control by means of a folding recognition signal. Owing to this, prioritizing switching on before adjusting the predetermined pressure in the brake drive system using the brake control valve 21 or the trailer brake valve 23, the invention would be effective, and when this predetermined pressure in the brake drive system is reached, the electronic assembly 32 control unit turns off the comparison and regulation unit, after which, in adjustable bridges depending on the load, 50, only mutual equalization of the wheel brakes in the described way is possible a respective bridge.
    The brake on and off device 55 of the brakes in the embodiment of FIG. 2 is made in the form of an electric pressure control system in a brake drive system. It consists of a brake system sensor 35 coupled to respective wheel brake mechanisms of the vehicle by pressure modulators made in the form of combined pressure modulators 36.37, a trailer brake control valve 38 and a trailer brake valve 23.
    The sensor 35 of the brake system generates an electrical output signal (brake signal), which depends on the driving force exerted on its actuating element or on the way the actuating element is actuated.
    Each of the aforementioned, coi axles 1 or 2 connected with the corresponding wheel braking mechanism, i.e. the car, and the magnets of the combined pressure modulators 36 or 37 driven by pressure, combines the function of a pressure modulator and a pressure reducing valve. As a pressure modulator, it controls the pressure supplied from one or several sources of the working medium not shown in the drawing in the brake drive system, the magnitude of which depends on the strength of the brake signal that drives its magnets. As a pressure reducing valve, it acts as an anti-lock valve, described in more detail in the previous embodiment. Structurally, the combined pressure modulator can be made in the form of a pressure modulator with an additional anti-lock valve. located in the same enclosure, or with fully integrated features. It is obvious that instead of a combined pressure modulator, a pressure modulator and an optionally included separate anti-lock valve can also be used.
    Combined pressure modulators 36, 37 are connected via bridges from the supply side to various pressure sources. The sensor 35 of the brake system has two electrical circuits. The magnet or magnets of each combined pressure modulator 36 or 37 can be controlled by each of these electrical circuits, so that the vehicle’s brake system has two electrical control circuits and two circuits for supplying a working medium.
    The brake on and off device also includes a trailer brake control valve 38, which is electrically controlled from the braking signals of both circuits of the brake system sensor 35. The trailer brake control valve 38 acts in conjunction with the trailer brake valve 23, as described in the previous embodiment.
    The controlled pressure in the brake drive system supplied to the respective wheel brake mechanism is controlled on the output side of each combined pressure modulator 36 or 37 in the car or each anti-lock valve 28-31 in the trailer using pressure sensors 39,40, 41,42, 43, 44, 45 and 46, depending on the pressure in the brake drive system, the output signals of which are supplied in the form of signals characterizing the pressure in the brake drive system to the electronic control unit 47, to which they can also be evaluated to go beyond the invention purposes, which are not explained in more detail.
    The brake signals of the sensor 35 of the brake system and characterizing the parameters of the brakes and temperature signals of the sensors 13-20 are also supplied to the electronic control unit 47. On the output side, the electronic control unit'47 is connected to the magnet or magnets of the combined pressure modulators 36, 37 and the anti-blocking valves 28-31 using the corresponding own electrical connection.
    The electronic control unit 47 is designed in such a way that it calculates and stores the corrective pressure in the system from the differences between the two sensors or one sensor, established upon actuation of the brake system or after one or more previous actuation of the brake system, in comparison with the load-dependent set point brake actuator value as a predetermined value for the pressure applied to the corresponding wheel brake mechanism in the brake actuator system.
    As a correction pressure in the brake drive system, the values, depending on the specific properties of the vehicle and / or trailer, and / or combination of the vehicle and trailer, take into account the difference or quotient of the pressures in the brake drive system. If these specific properties are such that the correction pressure in the brake drive system must be variable, for example, depending on the braking signal of the sensor 35 of the brake system, then the electronic control unit 47 is designed so that it calculates and stores the characteristic of the correction pressure in the system brake drive quantities.
    If the driver of the vehicle activates the sensor 35 of the brake system, then the measured brake signal through the electronic control unit 47, in which it is processed and then can be brought into line with the criteria described below, activates the magnets of the combined pressure modulators 36, 37. Due to this, the combined pressure modulators 36.37 modulate the pressure in the brake drive system to the corresponding conjugated wheel brake mechanism. The pressure generated in the respective brake chamber is determined using pressure sensors 39, 40, 41, 42, 43, 45, and 46 and is supplied to the electronic control unit 47 in the form of a signal corresponding to the pressure in the brake drive system. Using the value recorded in the brake pressure regulating system in the brake drive system and the pressure corresponding to the pressure in the brake return system, the electronic control unit controls that the pressure in the brake system in wheel brakes comparable to each other or in a predetermined wheel size comparable to the load braking mechanisms were related to each other in accordance with the correcting pressure in the brake drive system with the value of IL or to a predetermined value.
    In the already mentioned exemplary embodiment, the correction pressure in the brake drive system may refer to pressures in the brake drive system of the left or right side of the vehicle of one axle. If the electronic unit 47 determines that the pressures in the brake drive system are not in accordance with the value for adjusting the pressure in the brake drive system, this unit controls one or more combined pressure modulators coupled to the bridge in the sense of creating such a relationship. In this case, the function of the anti-blocking valve of the combined demodulator comes into effect.
    In short, in the described way, the braking parameters created by the compared wheel braking mechanisms or the temperatures occurring in them are equalized in accordance with the data obtained with the previous data of the activated brake system. This method is especially suitable for temperature equalization, since this comparison, due to the inertia of the measurements and the unsteady process of temperature occurrence, is difficult to implement within the framework of a single actuation of the brake system. Another simplification of the registration and temperature adjustment is obtained when the registration is carried out not during the actuation of the brake system, but after a predetermined time.
    It is obvious that in the described way the impact of wheel brakes on both sides of the same bridge can be equalized on all axles. However, it is also possible to equalize the braking parameters and temperature of the wheel brakes on different axles, if viewed as a whole, not only within the framework of the car and / or within the frames of the trailer, but also within the framework of the combination of the car and trailer and / or optimize from the point loading of wheel braking mechanisms, in particular, wear of friction linings. The adjustment mentioned above is always excluded when the bridge and / or individual vehicles of the combination of car and trailer are loaded differently. In this case, the signals of the braking parameters and / or temperatures are not compared with the parameters of other wheel braking mechanisms or moments, but with a predetermined value obtained from a given characteristic in the electronic control unit 47. By comparing with the set value and the corresponding control of the combined 35 pressure modulators 36, 37 and / or the anti-blocking valves 28-31, it is possible to achieve a distribution of pressure in the brake drive system, adjusted to the load on the axles or individual vehicles of the combination of the car and trailer.
    Thus, on the one hand, the goal of a pressure-correcting brake system value can be to equalize the corresponding braking and / or temperature parameters, and, on the other hand, to bring the braking parameters and / or temperatures associated with the sensors of the wheel brakes in accordance with the load. A combination of both problem statements is also possible, approximately in the form of simultaneous equalization of the wheel braking mechanisms of two sides of the vehicle of one axle and. load-dependent alignment of wheel braking mechanisms so aligned with one another (also also aligned with each other) from the wheels
    55 'them brake mechanisms of another bridge.
    For the purpose of matching in accordance with the load, the trailer again has a load sensor 33, while the magnitude of the vehicle load is recorded by an unrepresented load sensor of the control system depending on the load.
    The electronic control unit contains an unrepresented controller depending on the load, the receivers of the measured values of which are the already mentioned load sensors in the car and load sensors 33 in the trailer. In addition, the electronic control unit contains an anti-lock device, a traction control device depending on the slippage of the wheels and not connected with other measurement receivers not shown by other receivers, and a braking force regulator depending on the braking torque of the retarder, as well as a system retarder control.
    权利要求:
    Claims (2)
    [1]
    Claim
    1. A device for regulating the pressure in the brake drive of a vehicle, which is a separate car or trailer or a combination of a car with a trailer, containing electromagnetic pressure reducing valves integrated between the brake chambers of the wheel brakes, mechanisms, and highways connecting the brake chambers to the medium for supplying the working medium under pressure controlled by the driver, and an electronic control unit, the outputs of which are connected to the electric power supply circuit of electromagnetic pressure reducers On the other hand, with the aim of increasing reliability, the wheel braking mechanisms are equipped with sensors of their state, which are sensors of braking force, or braking torque, or temperature, and the electronic control unit is made with electromagnetic control reduction circuits, valves for each axis of the vehicle, each control circuit includes a comparison unit, the outputs of which are connected to the state sensors of the brake mechanisms of one axis, and the outputs are connected to circuits ektricheskogo supply electromagnetic relief valves of a vehicle axle.
    [2]
    2. The device ποπ.Ί, .οτπ it is clear that each control circuit is equipped with a switching unit, through which 13 the outputs of the comparison unit are connected to the electric power supply circuits of electromagnetic pressure reducing valves.
    • Figure 2
    类似技术:
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    同族专利:
    公开号 | 公开日
    EP0189076A2|1986-07-30|
    EP0189076A3|1987-07-29|
    AT48573T|1989-12-15|
    DE3667441D1|1990-01-18|
    EP0189076B2|1993-03-31|
    JP2802755B2|1998-09-24|
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    EP0189076B1|1989-12-13|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE19853502051|DE3502051A1|1985-01-23|1985-01-23|BRAKE PRESSURE CONTROL DEVICE|
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