CN107848510B - 操控制动器的方法 - Google Patents

操控制动器的方法 Download PDF

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CN107848510B
CN107848510B CN201680046201.2A CN201680046201A CN107848510B CN 107848510 B CN107848510 B CN 107848510B CN 201680046201 A CN201680046201 A CN 201680046201A CN 107848510 B CN107848510 B CN 107848510B
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丹尼尔·查娅
豪克·迪尔斯
阿克塞尔·施滕德尔
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ZF CV Systems Europe BV
ZF CV Systems Hannover GmbH
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    • B60T8/58—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to speed and another condition or to plural speed conditions
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    • 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
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Abstract

本发明涉及一种用于自动操控具有防抱死调节的挂车内的制动器的方法，尤其是用于防止翻倒，其中，连续监控和分析具有防抱死调节的车轮的车轮转速。根据本发明获知车辆的横向加速度和纵向加速度。在超过之前限定的、临界的横向加速度时实现自动制动过程。

Description

操控制动器的方法
技术领域
本发明涉及一种对用于具有防抱死调节的挂车内的制动器进行自动操控的方法，尤其是用于防止翻倒，其中，连续监控和分析具有防抱死调节的车轮的车轮转速。此外本发明还涉及具有用于执行该方法的制动系统的挂车以及控制设备。
背景技术
商用车通常装有气动制动设备和电子制动系统。也就是说，由驾驶员将制动信号以电子方式传送至控制设备。控制设备调节阀，利用阀来调控车辆制动器中的制动压力。给控制设备配属各种传感器和附加功能。此外可以设置稳定性控制，即，控制以防由于快速转弯造成的翻倒。由气动制动设备和电子制动系统构成的组合对于挂车而言也是已知的。
在电子制动系统中，为了鉴别翻倒危险调控弯道内侧的车辆侧的很小的测试制动压力。如果该很小的测试制动压力足够用于抱死弯道内侧的车辆侧的车轮，那么得到的是，弯道内侧的车辆侧是强烈地减负荷的并且存在翻倒危险。车辆于是自动地完全制动，以便降低速度且因此阻止翻倒。测试制动压力在此根据负荷计算，从而从轮胎和道路之间的相对较高的摩擦值出发，弯道内侧的车轮在约90％减负荷时抱死。为此需要通过传感器检测车桥负荷并且相对准确地计量测试制动压力。这两者通常没有针对无电子制动系统的简单的制动设备设置。
电子制动系统的先驱是所谓的没有制动信号从驾驶员至控制设备的电子传送的防抱死调节。控制设备仅具有监控车轮转速传感器的信号的任务和降低针对抱死的车轮的有效制动压力的任务。具有防抱死调节且无电子制动系统的挂车继续广泛地传播。
发明内容
本发明任务是提供一种方法，利用该方法可以防止具有防抱死调节，尤其是也不具有电子制动系统的挂车在过快行驶转弯时翻倒。
根据本发明的方法尤其是设置了如下步骤：
a)监控车辆的横向加速度aQ和纵向加速度aL，
b)在转弯时超过预先限定的、临界的横向加速度aQ临界的情况下以如下流程实现自动制动过程：
b1)-以尤其是0.1～0.2bar的小步距提高弯道内侧的车辆侧的制动压力，
b2)-在每个步距中检查是否达到纵向减速极限值aL翻倒，
b3)-在每个步距中检查弯道内侧的车轮是否抱死或者防抱死调节是否针对弯道内侧的车轮进行作用，
b31)-如果在达到aL翻倒之前，弯道内侧的车轮抱死或者防抱死调节针对弯道内侧的车轮进行作用，那么于是至少在弯道外侧的车辆侧开始减速制动，
b32)-然而如果达到了aL翻倒，但弯道内侧的车轮没有抱死或者防抱死调节没有针对弯道内侧的车轮进行作用，那么中断制动过程。
优选通过在非常短的时间间隔内获知横向加速度和将其与临界的横向加速度比较而持续地监控横向加速度。纵向加速度优选仅当超过临界的横向加速度时才获知，然而也可以彼此无关地获知。
为了获知横向加速度可以针对防抱死调节设置带有横向加速度传感器的控制设备。纵向加速度可以由车轮转速传感器的信号以已知的方式获知。替选地可以设置纵向加速度传感器来检测纵向加速度。在此情况下，车道的下坡或上坡优选在制动过程开始之前检测并且在制动过程中计算出。
一旦存在横向加速度，那么就得到转弯行驶。横向加速度始终指向外部，即与弯道内侧的方向相反。
临界的横向加速度aQ临界由车身结构计算出和/或由经验值确定。类似地，由经验值确定或由车身结构获知纵向减速的极限值aL翻倒。纵向减速极限值aL翻倒的目标是当弯道内侧的车桥负荷小于在该部位处的最大车桥负荷的10％时识别出翻倒危险。从带有具有例如4个和6个车轮的牵引车和拖车的货车出发，拖车的3个弯道内侧的车轮应当使货车减速大约2.4％。在此涉及制动力相对于车轮负荷的百分比值。也就是说，aL翻倒应当为约2.4％。针对在牵引车上带有更多车轮且在拖车上带有更少车轮的货车(6+4代替4+6)得到aL翻倒的1.6％的更低的值。aL翻倒优选应当在1.5％和3％之间。
根据本发明的方法的特殊的优点在于，无需附加地检测负载或车桥负荷并且因此该方法也可以用于具有防抱死调节而无电子制动系统的传统车辆。此外，该方法也可以用于具有电子制动系统而无负载传感器的车辆。最后，当负载传感器的信号失效或不应当使用时，该方法也可以用于具有负载传感器的车辆。
根据本发明另一思想设置的是，一旦横向加速度aQ小于临界的横向加速度aQ临界，那么中断根据步骤b.3.1.开始的减速制动。于是消除了翻倒危险。减速制动不必继续执行。随后开始在之前带有监控横向加速度aQ和纵向加速度aL的整个循环。
根据本发明另一思想设置的是，在根据步骤b.3.2.中断制动过程之后，
-当横向加速度aQ进一步提高并且以限定的值超过临界的横向加速度aQ临界时，
-或当车辆自从根据b的最后一次制动过程开始时经过了限定的距离并且横向加速度aQ仍总是大于临界的横向加速度aQ临界时，
才重新导入根据b的自动制动过程。
制动压力在弯道内侧的车辆侧逐级提高。在每一级中，在限定的时间间隔内调控制动压力。该时间间隔被称为用于脉动的制动压力的调控时间，并且优选在大约五至十毫秒。时间间隔由车身结构的参数获知或基于经验值确定。
本发明的主题还是带有用于执行前述方法的制动系统的挂车。制动系统或挂车装有控制设备，其具有用于执行该方法所需的软件以及优选具有防抱死调节的功能性或者甚至电子制动系统的功能性。
附图说明
本发明的其他特征由说明书其余部分得到。以下结合附图详细阐述本发明的有利的实施方式。其中：
图1示出具有三个车桥的挂车(拖车)的气动制动设备的示意图；
图2以后视图示出挂车并示出左转弯时的力；
图3示出带有牵引车的挂车在行驶经过左弯道时的示意性的俯视图。
具体实施方式
拖车类型的挂车10具有带有防抱死功能的气动制动设备。在六个车轮11的其中四个车轮(三个车桥的其中两个车桥)上设置有车轮转速传感器12。制动缸13的功能可通过控制设备14调节。电导线P、气动压力线路AS和气动控制线路AC联接至控制设备14上。
在快速转弯和/或挂车10的重心S相对较高时存在翻倒的危险。从高度h或重心S的方位、离心力FZ和与负载有关的竖直取向的重力FV出发得到合力FR，参见图2。在车轮11和车道17之间的接触面15、16的区域内形成相应的力，参见箭头18(左侧垂直力)、19(右侧垂直力)和20(侧面导向力)。可以看到的是，离心力FZ越来越大时，合力FR始终进一步偏离竖直力FV，并且左侧垂直力(箭头18)相应变小。在极端情况下，左侧垂直力改变其符号，挂车10翻倒。
为了避免转弯时翻倒，通过尤其是布置在控制设备14内的传感器21、22连续不断地探测纵向加速度aL和横向加速度aQ。替选地或附加地可以从弯道内侧和弯道外侧的车轮11的不同的转速确定横向加速度aQ。类似地可以替选地或附加地从车轮转速的改变获知纵向加速度aL。
由牵引车23和挂车10构成的车辆组合例如以v＝60km/h的速度驶入弯道。连续监控车辆横向加速度aQ和车辆纵向加速度aL。从车辆结构和/或经验值确定翻倒临界的横向加速度aQ临界。类似地根据经验值确定或根据车辆结构获知针对纵向减速的极限值aL翻倒。此处应当适用的是：
aQ临界＝3m/s2
aL翻倒＝0.24m/s2(或0.16m/s2，针对例如在北美的具有两个车桥的拖车)。
在超过翻倒临界的横向加速度aQ临界时触发自动制动过程。自动制动过程由带有逐级增大的制动压力的测试制动构成。制动压力以脉冲的方式调控到制动缸内。针对每次脉冲优选设定约五至十毫秒的持续时间。其他的值可以从车身结构和参与制动过程的构件的反应时间得出。在60km/h的预定速度v的情况下视转向角和重心而定地可以得到下列流程：
流程1
控制设备14确定超过3m/s2的横向加速度aQ。因而超过翻倒临界的横向加速度aQ临界。自动制动过程被触发，弯道内侧(图2内的接触面15和箭头18)的制动压力以限定的步距，尤其是以大约0.1bar的步距提高。在常见的防抱死调节中，可以在对控制阀处的进入磁体进行操控的时间内控制制动压力的提高。同时监控纵向加速度aL。在这种情况下确定负的纵向加速度aL，其绝对值大于预定的纵向减速极限值aL翻倒。也就是说，通过弯道内侧的车轮的自动制动过程，挂车与预定的纵向减速极限值aL翻倒相比更强地减速。弯道内侧的车轮不抱死。因而在弯道内侧的减速的车轮还具有足够的垂直力。没有翻倒的危险。自动制动过程被中断。最后一次测得或计算出的横向加速度aQ暂时被存储。
如果横向加速度aQ进一步提高，例如提高限定的差或5％至10％，那么又进行自动制动过程。
流程2
如在流程1中那样，测得的或计算出的横向加速度aQ在临界的横向加速度aQ临界之上。制动压力以优选0.1bar的步距在弯道内侧上脉动。不同于流程1地，现在在自动制动过程期间测量或计算出明显更小的负的纵向加速度aL。因而纵向加速度aL的绝对值小于0.24m/s2的极限值aL翻倒。当车辆与在流程1中相比具有更高的重心时，这种情况例如可以出现。弯道内侧的车轮在路面上的附着仍然仅是很小的。弯道内侧的车轮没有足够的垂直力并且抱死，或者防抱死调节针对弯道内侧的车轮进行作用。作为结果，至少针对弯道外侧的车轮，尤其针对全部车轮，针对挂车10的减速制动导入。通过减速制动，横向加速度aQ降低直至低于临界的横向加速度aQ临界。随后制动过程被中断，这是因为车辆再次稳定。该方法可以视获知的横向加速度aQ而定地重新开始。
流程3
车辆的测得/计算出的横向加速度aQ低于3m/s2的临界的横向加速度aQ临界。这种情况在以较大的半径转弯的情况下或者在车辆重心非常低的情况下可能出现。不发生自动制动过程。

Claims (6)

1.一种用于自动操控具有防抱死调节的挂车内的制动器的方法，其中，连续监控和分析具有防抱死调节的车轮的车轮转速，其特征在于具有如下步骤：
a)获知车辆的横向加速度aQ和纵向加速度aL，
b)当超过之前限定的、临界的横向加速度aQ临界时以如下流程实现自动制动过程：
b1)-以0.1～0.2bar的小步距提高弯道内侧的车辆侧的制动压力，
b2)-在每个步距中检查是否达到纵向减速极限值aL翻倒，
b3)-在每个步距中检查弯道内侧的车轮是否抱死或者防抱死调节是否针对弯道内侧的车轮进行作用，
b31)-如果在达到aL翻倒之前，弯道内侧的车轮抱死或者防抱死调节针对弯道内侧的车轮进行作用，那么至少在弯道外侧的车辆侧开始减速制动，
b32)-如果达到了aL翻倒，但弯道内侧的车轮没有抱死或者防抱死调节没有针对弯道内侧的车轮进行作用，那么中断制动过程。
2.根据权利要求1所述的方法，其特征在于，一旦所述横向加速度aQ小于临界的横向加速度aQ临界，那么中断根据步骤b31)开始的减速制动。
3.根据权利要求1或2所述的方法，其特征在于，在根据步骤b32)中断制动过程之后，
-当所述横向加速度aQ进一步提高并且以限定的值超过临界的横向加速度aQ临界时，
-或当车辆自从根据b)的最后一次制动过程开始时经过了限定的距离并且所述横向加速度aQ仍大于临界的横向加速度aQ临界时，
才重新导入根据b)的自动制动过程。
4.根据权利要求1或2所述的方法，其特征在于，所述方法用于防止翻倒。
5.一种带有用于执行根据权利要求1至4之一所述的方法的制动系统的挂车。
6.一种用于执行根据权利要求1至4之一所述的方法的控制设备。
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