GB1565254A – Braking force regulators for vehicles
– Google Patents
GB1565254A – Braking force regulators for vehicles
– Google Patents
Braking force regulators for vehicles
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Publication number
GB1565254A
GB1565254A
GB50537/76A
GB5053776A
GB1565254A
GB 1565254 A
GB1565254 A
GB 1565254A
GB 50537/76 A
GB50537/76 A
GB 50537/76A
GB 5053776 A
GB5053776 A
GB 5053776A
GB 1565254 A
GB1565254 A
GB 1565254A
Authority
GB
United Kingdom
Prior art keywords
pressure
wheel
regulator
braking
circumferential force
Prior art date
1975-12-09
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
GB50537/76A
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daimler Benz AG
Original Assignee
Daimler Benz AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
1975-12-09
Filing date
1976-12-03
Publication date
1980-04-16
1976-12-03
Application filed by Daimler Benz AG
filed
Critical
Daimler Benz AG
1980-04-16
Publication of GB1565254A
publication
Critical
patent/GB1565254A/en
Status
Expired
legal-status
Critical
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Classifications
B—PERFORMING OPERATIONS; TRANSPORTING
B60—VEHICLES IN GENERAL
B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
B60T8/17—Using electrical or electronic regulation means to control braking
B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
B60T8/1763—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to the coefficient of friction between the wheels and the ground surface
B60T8/17636—Microprocessor-based systems
Description
PATENT SPECIFICATION
Application No 50537/76 ( 22) Filed 3 Dec 1976 Convention Application No 2555319 Filed 9 Dec 1975 in Federal Republic of Germany (DE) Complete Specification published 16 April 1980
INT CL 3 B 60 T 8/00 ( 52) Index at acceptance F 2 F 611 694 C ( 54) BRAKING FORCE REGULATORS FOR VEHICLES ( 71) We, DAIMLER-BENZ AKTIENGESELLSCHAFT, a Company incorporated under the laws of the Federal Republic of Germany, of StuttgartUnterturkheim, Federal Republic of Germany, do hereby declare the invention for which we pray that a patent may be granted to us and the method by which it is to be performed, to be particularly described in and by the following statement:-
This invention relates to braking force regulators for vehicles, more particularly motor vehicles, with regulation of the braking pressure of a pressure control medium when an upper wheel circumferential force acting at the wheel is exceeded and with interruption of the pressure regulation when the wheel circumferential force decreases again after having fallen below the maximum value, whilst the switching on and off of the regulation of the braking pressure is controlled by signals which are characterised by the mathematical signs of the derivations with respect to time of the circumferential force and of the braking pressure, while the regulation of the breaking pressure when the braking pressure is rising and the wheel circumferential force is decreasing is initiated only if wheel circumferential force and braking pressure were previously increasing, and is switched off in the case of decreasing braking pressure and decreasing wheel circumferential force only if the wheel circumferential force was previously increasing with falling braking pressure.
German Offenlegungschrift No 2 140 658 describes a braking force regulator with reduction of the braking pressure when an upper wheel circumferential force acting at the wheel is exceeded and with cutting out of the pressure reduction when the wheel circumferential force decreases again after it has fallen below the upper limit, while the switching on and off of the the reduction of the braking pressure is controlled by signals which are characterised by the signs of the derivations with respect to time of the circumferential force and of the braking pressure, taking into consideration the hysteresis effect of the regulation process.
In German Offenlegungschrift No 2 219 836 the above-described on/off regulation is further extended by two additional states:
slow pressure increase” and “pressure holding phase” Two special cases arising due to disturbances of circumferential force, and possibilities of remedy are also described.
In the case of full braking, which is taken exclusively into consideration in the above Patent Specification and also in all previous proposals in the field of anti-lock brake systems, a regulation conforming to the derivation with respect to time of the circumferential force is sufficient per se.
Partial braking has hitherto not been considered, and even special cases which may arise in certain operating conditions have hitherto been given only very restricted attention.
It is the aim of the present invention to produce a braking force regulator which takes all these cases mentioned into consideration and in this way takes the correct decisions in all possible situations, while taking into consideration the tyre/road relationship.
In the following description and statement of the invention the various parameters which determine the logic signals are defined as follows:
B=the “Boole’s variable” P 1,P 2 =first and second control signals respectively U=the circumferential force acting on the wheel t=time PR=the pressure in the wheel brake cylinder P,=the brake pressure regulating signal PH=the pressure in the brake master cylinder P Gr=a predetermined pressure limit in the wheel brake cylinder ( 21) ( 31) ( 32) ( 33) ( 44) ( 51) ( 1) 1 565 254 Psp=the excess pressure in the wheel brake cylinder Z 1,Z,=first and second time limit signals respectively td=the pressure rise time t,=the constant pressure time th=the pressure reduction time tmax,=a first time limit tmax 2 =a second time limit T=a clock signal for determining tmaxl and tmax 2 According to the invention there is provided a method of regulating braking force for a vehicle wheel with reduction of the braking pressure of a pressure control medium when the circumferential force acting on the wheel reaches a predetermined upper limit and with cancellation of the pressure reduction when the wheel circumferential force falls below the predetermined upper limit, the initiation and cancellation of the braking pressure reduction being controlled by signals which are determined by the polarity of the derivatives with respect to time of the circumferential force and of the braking pressure, while the braking pressure reduction is initiated with rising braking pressure and falling wheel circumferential force only if during the preceding period of time the wheel circumferential force and braking pressure were rising and is cancelled with decreasing braking pressure and decreasing wheel circumferential force only if during the preceding period of time the wheel circumferential force was increasing with decreasing braking pressure, wherein regulating states corresponding to respectively rapid pressure increase, pressure reduction, pressure maintenance and slow pressure increase are selectable in accordance with a predetermined programme as a function of digital signals which are formed from input parameters corresponding to the wheel circumferential force, the pressure in a brake master cylinder, the pressure in a wheel brake cylinder, an arbitrarily predetermined pressure limit in the wheel brake cylinder, the excess pressure in the wheel brake cylinder when the predetermined upper limit of the circumferential force is reached, a first time limit for the maintenance of the regulator in a regulating state, a second time limit for the maintenance of the regulator for two consecutive regulating states and a clock signal for determining said time limits, and wherein the digital signals are obtained from the parameter as hereinbefore defined and are represented by:B= 1 when d U/dt/> O B= 0 when d U/dt< Bn=B_,, when d U/dt= 0 P,=l when PH
The derivative with respect to time of the circumferential force at the wheel and the pressure in the wheel brake cylinder are represented by d U/dt and d PR/dt respectively and may be positive or 90 negative.
Ways of carrying the invention into effect will now be described by way of example and with reference to the accompanying drawings, in which: 95 Figure 1 shows a diagram of the circumferential force acting on a wheel as a function of the pressure in a wheel brake cylinder in the case of a known braking force regulator, 100 Figure 2 shows the operation of a known form of regulator in the form of a flow diagram, Figure 3 is a table showing the regulator states and the associated valve positions, 105 Figure 4 shows the flow diagram of a first extended braking force regulator, Figure 5 shows a schematic view of the possible changes in the relationships of the coefficient of friction in relation to slip 110 when the road surface changes, Figure 6 a shows a schematic representation of the regulator behaviour in a first case, Figure 6 b shows a schematic 115 representation of the regulator behaviour in a second case, Figure 6 c shows a schematic representation of the regulator behaviour in a third case, 120 Figure 7 shows the flow diagram of a second extended braking force regulator, Figure 8 shows the flow diagram of a third extended braking force regulator and Figures 9 a and 9 b show an embodiment of 125 1,565,254 1,565,254 a braking force regulator according to Figure 8.
If a regulator is constructed in conformity with the known prior art, then if the case of full braking is considered the mathematical sign of the signal d U/dt is alone sufficient.
Such a braking force regulation is represented as a flow diagram in Figure 2.
Figure 1 shows the relationship between circumferential force U and pressure in the wheel brake cylinder PR If the braking pressure PR, starting at 0, rises during full braking, then the circumferential force U also rises, i e, d U/dt is positive and U attains a maximum at the point I It then decreases again, so that d U/dt becomes negative This is the signal for the regulator to reduce the pressure PR in the wheel brake cylinder.
However, due to the inertia of the system the circumferential force U decreases further in a direction towards the wheellocking state, to attain its lowest value at the point II After this it increases again, and d U/dt becomes positive This is the signal for the regulator to maintain the pressure in the wheel brake cylinder at a constant value At the point III the circumferential force (coming from the locking direction) has again reached its maximum After falling below the maximum the circumferential force U continues to decrease, and with d U/dt negative the braking pressure in the wheel brake cylinder increases again Again, due to the inertia of the system, the circumferential force does not rise immediately, but decreases further as far as the point IV Only now does d U/dt again become greater than zero This is the signal for the regulator to allow the pressure in the wheel brake cylinder to continue to rise slowly as far as the point V At that point the circumferential force has once more reached its maximum The regulation cycle is now complete, and can be repeated as often as desired Figure 2 shows the associated flow diagram of the regulator in the form of a digital work cycle circuit, the Boole’s variable B being defined so that and B=l when d U/dt> 0 B= 0 when d U/dt< 0.
The signal previously appearing is valid for du/dt= 0.
Further connotations are:
passed, d U/dt changes its sign and b becomes equal to zero, the regulator passes into state b At point II, d U/dt once more changes its sign and B becomes equal to 1, the regulator passes into state c, this means a "pressure holding phase" In the course of the regulation cycle B changes its value twice more and the regulator passes consecutively through state d, "rapid pressure rise" and state e, "slow pressure rise" As will be seen from the flow diagram, only the parameter B is responsible for the changes in the regulator state.
The circumstances are illustrated as a table in Figure 3.
Most of the prior art assumes full braking for the regulation principle But if we also consider partial braking, then there are two possible causes if, in state a or e, the circumferential force increases with increasing pressure, i e B has the value I and following this B becomes equal to 0:The circumferential force has exceeded its upper limit in the direction of locking and is decreasing, the regulator passes into state b (hitherto case of full braking).
The driver relieves the brake master cylinder and thereby reduces the pressure in the wheel brake cylinder Consequently the braking moment becomes smaller than the incident moment of friction, the wheel accelerates, the slip A decreases and so does the circumferential force U.
Because the regulator must not shift into the state b in the second case, a distinction has to be made between these two cases which are different in principle For this purpose a further state f is introduced which has the same valve position as in state a The first control signal parameter P, is used as a signal for discrimination.
As in the known Patent Specifications, the derivative with respect to time of the braking pressure is utilised for the regulation, and this parameter could be used as a signal for P 1 However, a possibility which is simpler to realise is the comparison of the pressure PH of the brake master cylinder with the pressure PR in the wheel brake cylinder In the former case, in fact, PH>PR and in the latter case PH
A (state a and E (state b):
PC (state c):
PG (state e):
d): “Rapid pressure rise”, “Pressure fall”, “Maintain pressure” and “Slow pressure rise”.
From 0 to I in Figure 1, the state a prevails with B=l, i e, d U/dt> O After the point I is then the extended flow diagram shown in Figure 4 results In this figure, as also in the embodiments shown in Figures 7 and 8, the 120 extensions are distinguished from the precious flow diagram by hatching in each case.
A 1565254 4 Therefore when B becomes equal to 0 in state a or e, the first control signal Pl decides whether the regulator passes into state b or f In the case of a partial braking, the regulator assumes the state f where pressure is rising because P,= 1 and the connection between the brake master cylinder and wheel brake cylinder continues to remain open (Signal A) When the circumferential force increases again the regulator reassumes state a and the pressure continues to rise In the case of full braking the regulator assumes the pressure reduction state b because P 1 =O, the pressure in the wheel brake cylinder is reduced by the signal E.
As already mentioned in the prior art, in the course of braking, modifications to the circumferential force and hence modifications to the signal B can also occur due to sudden variations in the coefficient of friction p In order nevertheless to ensure a correct work cycle of the regulation, all the possible variations of I with respect to slip must be examined systematically.
Starting from a specific relationship between coefficient of friction and slip shown by the line pa (A) Figure 5 shows that in principle only the points I to 8 plotted are to be considered as maximum for a new 1,A curve u,,(l) At the same time, only three different points on the initial curve Pua() are to be differentiated at the moment of the change in u The starting point may lie on the rising branch of the AA curve, at the maximum or on the falling branch.
Accordingly three different limit points are possible on the new pu, curve If also taken into consideration is the fact that, both at the starting point and at the end point, the derivative with respect to time of the pressure in the wheel brake cylinder may be d P,/dt -0, then after multiplying all the possibilities enumerated we obtain 648 cases to be distinguished, of which however a few are physically impossible, so that ultimately only 392 cases have also to be examined with regard to different regulator states.
It is possible to verify by means of the flow diagram whether these cases are dealt with in the desired manner by the regulating logic We find that the critical cases can be attributed to four special cases differing in principle, in which the regulator may react incorrectly and should therefore be augmented.
Special Case I The regulator is in state b with B= 0 and d Pdt< O According to Figure 6 a the A shift occurs from the falling branch of the old p curve Ma (point 3) to the rising branch of the new, curve j, (point 4).
The signal B does not change and retains the value 0 The regulator therefore remains in statei 6 nd z t po ti eh ti vlave position E the pressure %R is completely reduced so that the wheel can accelerate up to pure rolling and the circumferential force becomes U= O Since B= 0 still applies, there is no possibility for the regulator to depart again from the state B Thus any renewed increase of the pressure in the wheel brake cylinder is impossible.
In order to avoid this undesirable behaviour, a lower pressure limit PG, is determined, below which the pressure PR must never be reduced in state b For this purpose the second control signal P 2 is introduced in regulating state b, while P 2 =l when PR-P Gr O< and P 2 = O when P-P Gr 0.
This regulator behaviour is fully illustrated by means of curves U(PR)PR(t), A(t) and pu(l) in Figure 6 a ansd requires no further explanation.
Special Case 2 The regulator is in state d with B= O and d U/dt> O and the p shift occurs downwards, as shown in Figure 6 b, from the rising branch of the old u curve,Ua (point 5) to the falling branch of the new p curve p,, (point 6).
Again in this case the signal B does not vary and continues to retain the value 0 The regulator therefore remains in the state d and the wheel moves toward the locked state as a result of the existing valve position A.
In this case it is necessary for the pressure in the wheel brake cylinder to be reducedi.e, the regulator must jump into state b.
The tripping signal for this is the pressure insulating signal P,, where P.= 1 when PR,-PSO and PR= 0 when PR-PSD< O and where Psp is the excess pressure in the wheel brake cylinder when the upper limit value is exceeded.
This regulator behaviour is illustrated in Figure 6 b analogously to Figure 6 a In each case, when the upper limit of the A curve is exceeded (point 1) the excess pressure Ps, then prevailing is stored in the wheel brake cylinder Then, in the further course of the regulation cycle, this stored pressure is compared with the pressure PR now prevailing in state d In the normal regulation case, in state d, i e, from point 4, P% is always smaller than the stored pressure PP In Special Case 2 however, the pressure PR becomes greater than P, from point 7, i.e, P assumes the value 1.
1.565254 1,565,254 Special Case 3 Just as in Special Case 1, the regulator is in state b with B= 0 and d P,/dt
In this case the quantity PS Ch constitutes a lower pressure theshold The quantity Psch may be identical with,Gr from Special Case 1, so that the signal P 2 may also be used for the signal P 3.
States c and g:
If the regulator is in state c or g, pressure holding phase, and the driver wishes to reduce the pressure PR’ then it can be achieved that the regulator passes into state a or f respectively due to the existing signal P, = 1 By this means the brake pressure PR is reduced correspondingly to the reduction of PH and a more rapid downward crossing of the,u, X curve is made possible.
If the regulator attains state g by way of state b and if the driver has reduced the braking pressure %H, i e, if P, has the value 1, then the regulator jumps out of state g again and on to state f after the very next clock pulse But it is better to send the regulator from state b directly into state f when P 2 =l and P,=l, in order that the brake installation is brought back more rapidly into its initial state.
The augmentations and improvements necessary for influence by the driver are emphasised by hatching in the flow diagram in Figure 8 Figure 8 shows the flow diagram of a braking force regulator for all the measures discussed here.
Figures 9 a and 9 b show an example of a circuit diagram of a regulating electronic system for this braking force regulator In it the output signals PC, PG and E for modulating the valves, SP for storing the pressure and ZM 1 and ZM 2 for time counting are formed from the digital signals B, P, P 2, P,’ Z and Z 2 and their negatives exclusively by logical associations in NAND and NOR gates and three memory units.
Claims (3)
WHAT WE CLAIM IS:-
1 A method of regulating braking force for a vehicle wheel with reduction of the braking pressure of a pressure control medium when the circumferential force acting on the wheel reaches a predetermined upper limit and with cancellation of the pressure reduction when the wheel circumferential force falls below the predetermined upper limit, the initiation and cancellation of the braking pressure reduction being controlled by signals which are determined by the polarity of the derivatives with respect to time of the circumferential force and of the braking pressure, while the braking pressure reduction is initiated with rising braking pressure and falling wheel circumferential force only if during the preceding period of time the wheel circumferential force and braking pressure were rising and is cancelled with decreasing braking pressure and decreasing wheel circumferential force only if during the preceding period of time the wheel circumferential force was increasing with decreasing braking pressure, wherein regulating states corresponding to respectively rapid pressure increase, pressure reduction, pressure maintenance and slow pressure increase are selectable in accordance with a predetermined programme as a function of digital signals which are formed from input parameters corresponding to the wheel circumferential force, the pressure in a brake master cylinder, the pressure in a wheel brake cylinder, and arbitrarily predetermined pressure limit in the wheel brake cylinder, the excess pressure in the wheel brake cylinder when the predetermined upper limit of the circumferential force is reached, a first time limit for the maintenance of the regulator in a regulating state, a second time limit for the maintenance of the regulator for two consecutive regulating states and a clock signal for determining said time limit, and wherein the digital signals are obtained from the parameters as hereinbefore defined and are represented by:B=l when d U/dt> 0 B= 0 when d U/dt< 0 B,=Bn-, when d U/dt= 0 P 1 =l when PH
2 A method according to Claim 1, wherein the lower pressure threshold Psch is equal to the predetermined pressure limit in the wheel brake cylinder Pr and the further 1,565,254 control signal is equal to the control signal P 2.
3 A method of regulating braking force for a vehicle wheel substantially as hereinbefore described and with reference to the Figures 4 to 9 of the accompanying drawings.
JENSEN & SON, Agents for the Applicants, 8 Fulwood Place, High Holborn, London, WC 1 V 6 HG, Chartered Patent Agents.
Printed for Her Majesty’s Stationery Office, by the Courier Press, Leamington Spa 1980 Published by The Patent Office, 25 Southampton Buildings, London, WC 2 A l AY, from which copies may be obtained.
GB50537/76A
1975-12-09
1976-12-03
Braking force regulators for vehicles
Expired
GB1565254A
(en)
Applications Claiming Priority (1)
Application Number
Priority Date
Filing Date
Title
DE19752555319
DE2555319A1
(en)
1975-12-09
1975-12-09
BRAKE FORCE CONTROLLER FOR VEHICLES
Publications (1)
Publication Number
Publication Date
GB1565254A
true
GB1565254A
(en)
1980-04-16
Family
ID=5963894
Family Applications (1)
Application Number
Title
Priority Date
Filing Date
GB50537/76A
Expired
GB1565254A
(en)
1975-12-09
1976-12-03
Braking force regulators for vehicles
Country Status (4)
Country
Link
US
(1)
US4080007A
(en)
DE
(1)
DE2555319A1
(en)
FR
(1)
FR2334544A1
(en)
GB
(1)
GB1565254A
(en)
Families Citing this family (9)
* Cited by examiner, † Cited by third party
Publication number
Priority date
Publication date
Assignee
Title
US4347569A
(en)
*
1980-08-12
1982-08-31
General Signal Corporation
Wheel slip system
US4679866A
(en)
*
1983-12-16
1987-07-14
Robert Bosch Gmbh
Method for ascertaining the set-point braking moment for the various wheels of a vehicle
US4685745A
(en)
*
1985-01-23
1987-08-11
Wabco Westinghouse Fahrzeugbremsen Gmbh
Motor vehicle brake pressure-regulating apparatus
DE3624007A1
(en)
*
1986-07-16
1988-01-28
Bosch Gmbh Robert
BRAKE PRESSURE CONTROL SYSTEM FOR VEHICLES
US4881784A
(en)
*
1989-02-03
1989-11-21
General Motors Corporation
ABS pressure apply algorithm
JPH092240A
(en)
*
1995-06-14
1997-01-07
Nippon Denshi Kogyo Kk
Braking pressure reducing control point detecting method in abs device
EP0788955B1
(en)
*
1995-09-19
2003-11-26
Japan Electronics Industry, Ltd.
Control method for antilock braking systems
SE516469C2
(en)
*
2000-02-14
2002-01-15
Scania Cv Ab
Device for ensuring the operation of a braking device for a vehicle
DE102014226290A1
(en)
*
2014-12-17
2016-06-23
Continental Teves Ag & Co. Ohg
Brake force control method and brake force control device for motor vehicles
Family Cites Families (7)
* Cited by examiner, † Cited by third party
Publication number
Priority date
Publication date
Assignee
Title
US3664713A
(en)
*
1969-09-25
1972-05-23
Kelsey Hayes Co
Skid control system utilizing vehicle deceleration
US3663069A
(en)
*
1970-10-07
1972-05-16
Kelsey Hayes Co
Skid control system
US3768872A
(en)
*
1971-03-17
1973-10-30
Eaton Yale & Towne
Skid control system
DE2140658B2
(en)
*
1971-08-13
1978-03-16
Daimler-Benz Ag, 7000 Stuttgart
Brake force regulator
US3744852A
(en)
*
1971-08-23
1973-07-10
Kelsey Hayes Co
Skid control system
DE2219836B2
(en)
*
1972-04-22
1978-06-29
Daimler-Benz Ag, 7000 Stuttgart
Brake force regulator
SE386860B
(en)
*
1974-03-01
1976-08-23
Saab Scania Ab
SET AND BRAKE CONTROL SYSTEM FOR REGULATING BRAKE COURSE FOR A VEHICLE
1975
1975-12-09
DE
DE19752555319
patent/DE2555319A1/en
active
Granted
1976
1976-12-03
GB
GB50537/76A
patent/GB1565254A/en
not_active
Expired
1976-12-07
FR
FR7636784A
patent/FR2334544A1/en
active
Granted
1976-12-09
US
US05/748,881
patent/US4080007A/en
not_active
Expired – Lifetime
Also Published As
Publication number
Publication date
FR2334544A1
(en)
1977-07-08
DE2555319A1
(en)
1977-06-23
DE2555319C2
(en)
1987-06-11
US4080007A
(en)
1978-03-21
FR2334544B1
(en)
1978-06-30
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Legal Events
Date
Code
Title
Description
1980-07-02
PS
Patent sealed [section 19, patents act 1949]
1985-09-04
746
Register noted ‘licences of right’ (sect. 46/1977)
1989-08-16
PCNP
Patent ceased through non-payment of renewal fee
