• 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 braking system for a vehicle has an arrangement for releasing the vehicle brakes automatically in order to prevent skidding. When the vehicle is travelling over a rough surface, such as a cobbled road, the rotational deceleration of the wheel can result in releasing of the brakes without wheel skid, and delay means is provided for preventing this possibility.
    公开号:SU867289A3
    申请号:SU721840221
    申请日:1972-10-21
    公开日:1981-09-23
    发明作者:Джон Саттон Кристофер
    申请人:Джозеф Лукас (Электрикал) Лимитед (Фирма)；
    IPC主号:
    专利说明:

    a sports vehicle comprising a vehicle wheel speed sensor connected in series, a differentiator and a threshold element, a power amplifier, the output of which is connected to the winding of the brake pressure relief solenoid valve, a logic element AND, the output of which is connected to the power amplifier input, and one of the inputs with the output of the threshold element, and the timer (2.
    A disadvantage of this device is also the low reliability of the brake system when the vehicle is moving on a paved surface.
    The purpose of the invention is to improve the reliability of the braking system when the vehicle is moving on a paved surface.
    This goal is achieved by the fact that the input timer is connected to the output of the differentiator, and the output to another input of the logic element I.
    FIG. 1 shows a diagram of a vehicle wheel speed sensor; in fig. 2 - schematic device; in fig. 3 - the same timer
    The anti-blocking device contains an angular velocity sensor of the vehicle wheel, made on the inductance winding 1, connected through resistors 2 and 3 to the midpoint of the voltage dividers formed by diodes 4.5 and resistors 6.7 and connected between buses 8 and 9, respectively, of positive and negative potential . The base points of the transistors 10 and 1.1 are connected to the middle points of the dividers, the collectors of which through resistors 12 and 13 are respectively connected to bus 14, which is at a higher potential than bus 8. The collector of transistor 11 is connected through a capacitor 15 and resistor 16 to the emitter of transistor 17, connected to the collector of the transistor 18, the emitter of which through the resistor 19 and the capacitor 20 is connected to the collector of the transistor 10. The collectors of the transistors 17 and 18 through the capacitor 21 are connected to thickness 9 and through the resistor 22 to the midpoint of the divider voltage generated by resistors 23 and 24. The output signal from the wheel speed sensor of the vehicle is taken at point 25
    The output of the vehicle wheel speed sensor is through an amplifier made on a transistor 26 connected to the input of a differentiator made on transistors 27-3.0 and a resistor 31 connected to the feedback circuit. The conductivity of the transistor 28 is determined by a diode 32.33 and a resistor connected in series with them. The collector potential of transistor 30 is usually within tire potential values of 8.9 and, when the wheel is braked, reaches the potential of tire 8, and during acceleration, tire 9. Thus, a signal corresponding to the degree of change in the angular velocity of the vehicle wheel is removed from the collector of transistor 30.
    To the output of the differentiator, connect a threshold element made on transistors 34.35 and connected to the base of a transistor 36, performing the function of a logic element And and connected to a power amplifier on transistors 37 and 38, the load of which is the coil 39 of the brake pressure release solenoid valve.
    Between the collector of the transistor 30 (the output of the differentiator) and the base of the transistor 36 is included a timer made on the transistors 40-43, resistors 44-48, diodes 49-51 and capacitor 52.
    The device works as follows.
    When the wheel rotates, the potential of the upper end of the winding 1 of the inductance will be alternately positive or negative with respect to the potential of its lower end. In the case of a positive potential of the upper end of the winding 1, transistor 11 is closed and transistor 10 is opened through resistor 2. The current passes through resistor 19, capacitor 20 and transistor 10, and the capacitor 20 is charged. When the upper end of the winding 1 is negative with respect to its lower end, the transistor 10 is closed and the bottom plate of the capacitor 20 through a resistor 12 is connected to the bus 14 so that its upper plate becomes at a higher positive potential, and the transistor 18 opens. recharged to the capacitor 21. At this time, the transistor 11 becomes conductive, and the current flows through the resistor 16, the capacitor 15 and the transistor 11, charge the capacitor 15. When the upper end of the winding 1 becomes again positive with respect to to its lower end, transistor 10 opens again, transistor 11 shuts off, and capacitor 15 is connected to bus 14 via resistor 13 and transistor 17 opens, reloading capacitor 15 to capacitor 21. Thus, the voltage taken from point 25, proportional to the speed of the wheel, i.e. its angular velocity.
    The signal from the output of the wheel speed sensor (point 25) through the transistor 26 is applied to the input of the differentiator (transistors 27-30),
    the output of which removes the signal of the wheel deceleration (acceleration), which enters the input of the threshold element (transistor 34,35).
    In the normal state, transistors 34 and 35 are locked. In this case, transistors 36-38 are also locked, as a result of which the winding 29 is not energized and the brakes are not disconnected. However, during braking, the collector potential of transistor 30 grows until, at the required angular negative acceleration, transistor 34 is turned on, unlocking which opens transistors 35-38, exciting winding 39 and opening the brake. When the wheel gets accelerated again, the potential of the transistor 30 drops, the transistor 34 is locked, the locking transistors 35-38 and disconnecting the winding 39
    When a vehicle travels on a rocky road, the wheel brakes on the stones and gets accelerated when it comes off. If the vehicle brakes at this time, the angular velocity of the knee decreases, and therefore the braking signal is released on the collector of transistor 30. However, this signal is superimposed as a result of braking or acceleration caused by stones, a braking signal or acceleration signal with a frequency much greater than the frequency of the main signal. When braking, when its value is not such that the wheel slips, the potential value of transistor 30 is not enough to turn on transistor 34. However, instant braking when a wheel hits a cobblestone causes a significant increase in the collector potential of the trazistor 30, unlocking transistors 3438, and turning off the brake. When the wheel moves away from the cobble, the transistor 34 closes, locking the transistor 38. The next time the wheel collides with the cobblestone, the transistor 38 opens again. This could cause the brakes to be held constantly, even if the wheel barely slips.
    This situation is eliminated due to the fact that transistor 36 receives a signal from the output of the timer, transistors 40 and 41 of which are opened by current flowing through resistors 44 and 46 during normal wheel rotation, while transistors 42 and 43 are locked and the capacitor 52 is discharged. The timer prevents the brakes from being turned off only when transistor 42 is open, since in this case the base current of transistor 36 is diverted through the collector-emitter of transistor 42. When braking the wheel, the collector potential of transistor 30 jjacTeT, but transistors 36 and 41 remain on, even if
    the braking exceeds the set value and the brakes are disabled, which causes the transistor 42 to be locked during the braking and cannot lock the transistor 36.
    When the wheel accelerates again, the potential of the transistor 30 drops, and when the acceleration reaches a predetermined value, the transistors 40 and 41 are closed, the transistor 4z is unlocked. When you turn off the transistor 41
    The current flowing through the resistor 47 and the diode 51 charges the capacitor 52. The transistor 42 is closed in this case. When the wheel is accelerated, the brakes are turned on again, but when the forest k5 acceleration falls below a predetermined level, the collector potential of transistor 30 grows and transistor 40 turns on, locking transistor 43. At this stage, transistor 41 has a certain time period turned off due to capacitor discharge 52 , and during this time, the current flowing through the resistors 47 and 48 includes a transistor 42, which prevents the transistor 36 from turning on. At the end of this period, the transistor 41 is turned on again, and the transistor 42 is locked, removing the delay from the transistor 36.
    Thus, if the provided braking is exceeded at a given moment, the brakes are not released.
    Since the frequency with which the brakes are deactivated on the cobblestone is much higher than the frequency with which
    5, they are switched off during normal braking, when the wheel slips, a predetermined period of time can be easily chosen so that if the wheel went on a good road and almost did not slip, the predetermined braking time should be increased to the value of the second period. Then the capacitor 52 is discharged, and therefore the transistor 41 is turned on, the transistor 42 is turned off, so that the brakes
    5 can be disabled again. However, on the surface of the cobblestone at the moment when an attempt is made to turn off the brakes again before the capacitor 52 is discharged, with these
    0 (as a result, the required delay is due to the conductivity of the transistor 42.
    权利要求:
    Claims (2)
    [1]
    1. The patent of the USSR 360753, cl. B 60 T 8/08, 1968.
    [2]
    2. US Patent 3,612,620, cl. PO3-2.10.10.101 (prototype).
    26
    ,
    f-LALLGAADN
    类似技术:
    公开号 | 公开日 | 专利标题
    SU867289A3|1981-09-23|Antiblocking device of vehicle braking system
    US3829167A|1974-08-13|Automatic deceleration control system
    JP2544911B2|1996-10-16|Anti-skid control method
    US3936941A|1976-02-10|Wheel slide protection system
    JPH0818547B2|1996-02-28|Vehicle anti-lock brake system control method and apparatus
    JPH0688532B2|1994-11-09|Anti-skidding control method
    US3400776A|1968-09-10|Apparatus for controlling the braking and acceleration of motorcycles and other motor-driven vehicles
    JP2688909B2|1997-12-10|Anti-lock control method
    US3606491A|1971-09-20|Anti-wheel lock brake control for automotive vehicle
    US3615120A|1971-10-26|Anti-skid brake control device
    US3666326A|1972-05-30|Anti-skid device for a vehicle braking system
    US3697139A|1972-10-10|Skid control system maximum cyclic limiter
    GB2084675A|1982-04-15|System for braking an aircraft taxiing on the ground
    US3507544A|1970-04-21|Anti-skid control apparatus for vehicles
    US4773714A|1988-09-27|Anti-skid control system for motor vehicles
    GB1436418A|1976-05-19|Anti-skid braking system for a vehicle
    GB1521387A|1978-08-16|Power steering control circuit having rc timing circuit to provide damping action against rapid change in wheel speed
    US3811526A|1974-05-21|Rate of change of velocity control system
    US3716273A|1973-02-13|Variable sensitivity anti-lock brake control
    SE439468B|1985-06-17|CLUTCH DEVICE TO PREVENT VEHICLE SPEED OVER THE VEHICLE SPEED AT VEHICLES WITH LOAD PROTECTED BRAKE APPLIANCES
    US3883183A|1975-05-13|Installation for the control of the brake slippage and for the prevention of the locking of wheels of vehicles, especially motor vehicles
    US3897114A|1975-07-29|Skid control system
    US4410153A|1983-10-18|Brake control system for providing brake release signals
    US3977733A|1976-08-31|Antiskid braking system
    US3995912A|1976-12-07|Skid control system
    同族专利:
    公开号 | 公开日
    JPS4850192A|1973-07-14|
    ES408034A1|1975-11-01|
    FR2156712A1|1973-06-01|
    DE2251785A1|1973-04-26|
    ZA727010B|1973-06-27|
    AU4768272A|1974-04-26|
    AR195804A1|1973-11-09|
    DE2251785C2|1989-12-14|
    IT966433B|1974-02-11|
    CA1034235A|1978-07-04|
    US3811082A|1974-05-14|
    SE387905B|1976-09-20|
    BR7207320D0|1973-11-01|
    PL82438B1|1975-10-31|
    GB1405413A|1975-09-10|
    CS197350B2|1980-04-30|
    JPS5626579B2|1981-06-19|
    FR2156712B1|1975-03-14|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE1655454B2|1967-10-28|1979-01-11|Teldix Gmbh, 6900 Heidelberg|
    DE1813509A1|1968-12-09|1970-07-09|Bosch Gmbh Robert|Device for detecting the slip of vehicle wheels|
    US3544172A|1968-12-16|1970-12-01|Bendix Corp|Adaptive braking system false trigger hold-off circuit|
    US3697139A|1970-07-08|1972-10-10|Bendix Corp|Skid control system maximum cyclic limiter|
    GB1343416A|1970-07-28|1974-01-10|Lucas Industries Ltd|Braking system for vehicles|
    US3727992A|1971-03-15|1973-04-17|Gen Motors Corp|Anti-lock brake control system|JPS5630220B2|1973-12-27|1981-07-13|
    DE3448481B4|1983-06-16|2004-05-27|Denso Corp., Kariya|Road condition detection system|
    JPH0410676B2|1983-06-16|1992-02-26|
    CA1254601A|1984-05-31|1989-05-23|Makoto Sato|Anti-lock braking system|
    DE3805270C2|1988-02-19|1992-03-05|Lucas Industries P.L.C., Birmingham, West Midlands, Gb|
    DE3836680A1|1988-10-28|1990-05-03|Teves Gmbh Alfred|CIRCUIT ARRANGEMENT FOR A VEHICLE WITH DRIVE-SLIP CONTROL|
    DE3841296A1|1988-12-08|1990-06-13|Bosch Gmbh Robert|ANTI-BLOCKING CONTROL SYSTEM|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    GB4930871A|GB1405413A|1971-10-22|1971-10-22|Braking systems for vehicles|
    [返回顶部]