CN2150112Y - Anti-flat device for braking of vehicle - Google Patents
Anti-flat device for braking of vehicle Download PDFInfo
- Publication number
- CN2150112Y CN2150112Y CN 92221809 CN92221809U CN2150112Y CN 2150112 Y CN2150112 Y CN 2150112Y CN 92221809 CN92221809 CN 92221809 CN 92221809 U CN92221809 U CN 92221809U CN 2150112 Y CN2150112 Y CN 2150112Y
- Authority
- CN
- China
- Prior art keywords
- speed
- wheel
- braking
- vehicle
- wheel speed
- Prior art date
- 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 - Fee Related
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Abstract
The utility model relates to an anti-locking device for braking of a vehicle, comprising a wheel speed sensor (1a), a vehicle speed sensor (1b), a central controller (2), an electromagnetic valve (3) which is connected in series in the brake pressure supplying pipeline of the vehicle, etc. The utility model has the advantages that the structure is simple; the cost is low; both the single-wheel control and the single-shaft control can be achieved. Particularly, because the actual slip rate of the wheels or the shafts in the actual braking of the vehicle can be detected and controlled directly by the utility model, the wheels can work in the best brake condition, which the wheels are being locked but not locked, in the process of actual braking under various road conditions even when emergency full braking, so the best brake effect and security can be obtained.
Description
The utility model relates to a kind of automobile-used anti-embracing unit of brake.
The wheel that the braking of modern vehicle is adopted air pressure or hydraulic pressure that rim brake " is stopped " mostly and lived to rotate is realized braking.In the actual braking procedure of vehicle, when braking force during less than the adhesive ability between tire and the ground, tire can continue to roll and not slippage, at this moment by the friction lining in the drg with brake wheel (dish) thus between the deceleration and the braking of friction consumption kinetic energy realization vehicle; But when braking force during greater than the adhesive ability between tire and the ground, wheel promptly tire slippage on the ground occurred by locking, at this moment braking effect and braking safety obviously descend, the tire that not only weares and teares, and very easily cause and turn to incessantly car and cause accident of out of control, vehicle whipping, " stopping ".Therefore best braking effect should make the maximum braking force of wheel follow the tracks of maximum adhesion power between wheel and ground all the time, vehicle can be operated in actual braking procedure will locking and the state of locking not, or the actual slip rate (in wheel braking process slippage proportion) of wheel in actual braking procedure can be controlled in the best allowed band (S≤15%～20%).
Because the actual ground adhesion value test difficulty of tire for vehicles under various road conditionss complicated and changeable, therefore in existing ABS (Anti-locked Braking System) technology, as CN2051914U, CN2061910U, disclosed various anti-locking systems such as CN1036433A all adopt the deceleration/decel mode, be deceleration value or single the braking force rate of change that detects that detects wheel or vehicle singlely, to limit because of wheel or the excessive wheelslip that causes of car brakeing intensity (braking deceleration or braking force), but owing to can not directly detect the actual slip rate value of wheel in actual braking procedure, these install not only complex structure, involve great expense, and the random processing ability is relatively poor; The wheel maximum braking force (or braking deceleration) of its setting can not be followed the tracks of the actual maximum adhesion power between wheel and ground best, often make vehicle at the big and wheel of actual ground adhesion value not during easy glide, the maximum braking force of wheel is restricted; At the less and wheel of actual ground adhesion value very easily during slippage, even the less locking slippage that also may cause wheel of braking force.
The purpose of this utility model just provides a kind of simple and practical automobile-used anti-embracing unit of brake, it can directly detect and control the actual slip rate of wheel in actual braking procedure, and the rate of braking of controlling wheel according to this even wheel urgent full application of brake in actual braking procedure also can be remained on will locking and the best braking mode of locking or the actual slip rate of wheel is remained in the best allowed band not, to obtain best braking effect and braking safety.
The utility model by wheel speed sensors (1a), car speed sensor (1b), central controller (2) and be serially connected with the wheel limit or axle edge trig voltage supply pipeline on electromagnetic valve (3) etc. form (as Fig. 1), key problem in technology of the present utility model is: be provided with wheel speed sensors (1a) and car speed sensor (1b); And in central controller, being provided with the two level discriminators or the double frequency discriminator (2c) that can directly compare the wheel speed and the speed of a motor vehicle and carry out real-time random processing, it can be with the instant actual measurement wheel speed n after transformation of coefficient is handled that is detected through wheel speed sensors (1a) and car speed sensor (1b)
RWith instant actual measurement vehicle velocity V
DDirectly relatively (or will survey vehicle velocity V immediately
DBe converted to instant conversion wheel speed n
DWith instant actual measurement wheel speed n
ROr will survey wheel speed n immediately
RBe converted to instant conversion vehicle velocity V
RWith instant actual measurement vehicle velocity V
DDirectly relatively), its thinking is: if wheel zero slip in actual braking procedure, it is synchronous that the level of then above two-way (speed of a motor vehicle and wheel speed) detection signal or frequency should remain ratio, and comparative result should equate.Otherwise wheel slippage in actual braking procedure is described.
According to " automobile theory ", if actual slip rate S=15%～20% of tire for vehicles in actual braking procedure can obtain best braking effect and braking safety.In other words, the wheel speed signal and the vehicle speed signal that are used for comparison can have certain permissible variation in dynamic comparison procedure, need only this permissible variation value " width " corresponding with permission slip rate (S≤15%～20%) scope of wheel, the both-end level discriminator or the both-end frequency discriminator that have adopted window width and window center position to change with vehicle speed signal for the wheel speed/speed of a motor vehicle comparator of this this device.When wheel zero slip or when not having obvious slippage in actual braking procedure, the level of the then above speed of a motor vehicle and wheel speed detection signal or the comparative result of frequency should equate or equate (being no more than the permissible variation value) substantially, electromagnetic valve resetted and did not work and make brake system continue to implement braking to wheel or axletree this moment; When if wheel obvious slippage occurred in actual braking procedure, the comparative result of the level of the speed of a motor vehicle and wheel speed detection signal or frequency obviously unequal (exceeding the permissible variation value) then, drive electromagnetic valve set work this moment, the braking voltage supply pipeline that cuts off rim brake makes the rim brake release and eliminates the locking slippage that tire has occurred, return in best slip rate (S≤15%～20%) scope until the actual slip rate that makes wheel in actual braking procedure, so constantly repeatedly, the braking of wheel being always worked in will locking and not under the best braking mode of locking.
In order to further specify design of the present utility model and principle, now illustrated in conjunction with the embodiments.
Fig. 1 is a structured flowchart of the present utility model.
Fig. 2 is a practical circuit of the present utility model.Wherein, R is the wheel speed sensors that is installed on the wheel limit, can be detected the wheel speed of this wheel by photoelectricity, magnetoelectricity or hall element sensor; D is the car speed sensor that is installed on vehicle frame, and present embodiment adopts is the displacement pickup (as D-777 etc.) of Doppler effect, and it launches 1GH with antenna
2Electromagnetic wave, and receive the backward wave of returning simultaneously from ground return, according to the phase deviation that velocity variations produced of vehicle actual displacement, just can detect vehicle with respect to the ground-surface instant actual measurement speed of a motor vehicle.
The signal impulse that wheel speed sensors R and car speed sensor D export is respectively imported the wheel speed measurement IC circuit of central controller respectively
1And vehicle speed measurement IC circuit
2, IC in the present embodiment
1And IC
2Adopt the f-v conv (as LM2907 etc.) of the D/A of prior art respectively and be provided with two potential device W respectively
1And W
2, to carry out the measurement scale transformation of coefficient, set up this two potential devices respectively, the dc level signal of the instant actual measurement wheel speed exported respectively from potentiometer output and the instant actual measurement speed of a motor vehicle is protected all the time wait upon equal when the vehicle zero slip.
Above two-way dc level signal U
RAnd U
DImported respectively by amplifier or comparator IC
3And IC
4(as LM324, LM339 etc.) and peripheral cell R
1, R
2, R
3, R
4, R
5, R
6, R
7, R
8, W
3And NOR gate circuit IC
5Two input ends of the both-end level discriminator that window width that constitutes and window center position can change with vehicle speed signal, when two dc level signals of input are equal or equal substantially, two level window comparator IC
3And IC
4Two mouths will export level of the same name (or all be 1 or all be 0), this two level input NOR gate circuit IC of the same name
5, IC
5Just output low level does not trigger driving circuit for electromagnetic valve, and electromagnetic valve J resets and do not work, and brakes the voltage supply pipeline this moment and is switched on and makes rim brake to continue to implement to brake; When wheel when to occur obvious slippage in actual braking procedure be actual slip rate S＞15%～20%, two dc level signals of input obviously unequal and difference have exceeded limited range, two level window comparator IC
3And IC
4Two mouths just export different name level (be that one of them is 1, another is 0), this two different names level input NOR gate circuit IC
5, IC
5Just export high level, trigger driving circuit for electromagnetic valve IC
6And drive electromagnetic valve J set work, cut off the braking voltage supply pipeline of rim brake and make the rim brake release to eliminate the locking slippage of wheel.
Pass through V
1And set up W
3Purpose be to make the control sensitivity of the window width of comparator or comparator adjustable, thereby adjust slip rate limit value S≤15%～20% that this automobile-used anti-embracing unit of brake allows, set up R
OCan determine initial window width.
Electromagnetic valve J can adopt two-position three way magnetic valve, and its annexation as shown in Figure 1.Wherein." P " mouth connects this car braking main valve or the master brake cylinder brake-pressure delivery port to this rim brake; " B " mouth connects the brake-pressure input port of this rim brake; " O " mouth is release voltage stabilizing mouth.Can directly be communicated with atmosphere or oil return pipe, the check valve A that also can connect again, the response pressure of check valve set up on the minimum steady customization kinetic pressure value that this rim brake should keep in the braking stress-relief process.Driving circuit for electromagnetic valve can adopt transistor, relay or power switch (as BTS412) etc.Q is a stop lamp switch.
Because wheel speed sensors R and the equal output pulse signal of car speed sensor D, so the wheel speed/speed of a motor vehicle comparator circuit of central controller also can adopt the double frequency discriminator of being made up of the two-way frequency comparator, wheel speed measurement and vehicle speed measurement also no longer adopt f-v to press conversion frequently and directly adopt frequency measurement and transformation of coefficient.Because control circuit is to above-mentioned similar, so be omitted.
The utility model both can be used for single-wheel control (being that each wheel is controlled separately), also can be used for single axis control (being that two coaxial sidecar wheels are controlled simultaneously).On actual automobile, owing to all can install wheel speed sensors and control electromagnetic valve on each monitored wheel or each axletree, therefore in central controller, can include some cover wheel speed metering circuits (2a), wheel speed and speed of a motor vehicle comparator circuit (2c), reach driving circuit for electromagnetic valve (2d), but vehicle speed signal passage (1b), (2b) are shared, certainly, vehicle speed signal (1b) also can be substituted by each aviation value of taking turns wheel speed signal.
Claims (4)
1, a kind of automobile-used anti-embracing unit of brake, by wheel speed sensors (1a), car speed sensor (1b), central controller (2) and be serially connected with on the braking voltage supply pipeline and be controlled by the electromagnetic valve compositions such as (3) of central controller, it is characterized in that described central controller is by wheel speed measurement circuit (2a), vehicle speed measurement circuit (2b), wheel speed/speed of a motor vehicle comparator circuit (2c) and driving circuit for electromagnetic valve (2d) constitute, wherein, the input end of wheel speed measurement circuit (2a) and vehicle speed measurement circuit (2b) is connected to wheel speed sensors (1a) and car speed sensor (1b) respectively, its mouth is connected to two signal input parts of wheel speed/speed of a motor vehicle comparator circuit (2c) respectively, the mouth of wheel speed/speed of a motor vehicle comparator circuit (2c) and the signal input part of driving circuit for electromagnetic valve (2d) join, with control electromagnetic valve (3).
2, automobile-used anti-embracing unit of brake as claimed in claim 1 is characterized in that described wheel speed/speed of a motor vehicle comparator circuit is a both-end level discriminator of being made up of the two-way level comparator.
3, automobile-used anti-embracing unit of brake as claimed in claim 1 is characterized in that described wheel speed/speed of a motor vehicle comparator circuit is a both-end frequency discriminator of being made up of the two-way frequency comparator.
4, automobile-used anti-embracing unit of brake as claimed in claim 1 is characterized in that described car speed sensor is the Doppler effect tachogenerator.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 92221809 CN2150112Y (en) | 1992-12-02 | 1992-12-02 | Anti-flat device for braking of vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 92221809 CN2150112Y (en) | 1992-12-02 | 1992-12-02 | Anti-flat device for braking of vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN2150112Y true CN2150112Y (en) | 1993-12-22 |
Family
ID=33768528
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 92221809 Expired - Fee Related CN2150112Y (en) | 1992-12-02 | 1992-12-02 | Anti-flat device for braking of vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN2150112Y (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1069591C (en) * | 1998-03-25 | 2001-08-15 | 翟正环 | Electronic inertial anti-locking system for vehicle |
| US8196720B2 (en) | 2006-01-10 | 2012-06-12 | D-Brake Llc | Brake apparatus and method |
-
1992
- 1992-12-02 CN CN 92221809 patent/CN2150112Y/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1069591C (en) * | 1998-03-25 | 2001-08-15 | 翟正环 | Electronic inertial anti-locking system for vehicle |
| US8196720B2 (en) | 2006-01-10 | 2012-06-12 | D-Brake Llc | Brake apparatus and method |
| CN101356387B (en) * | 2006-01-10 | 2012-12-26 | D-制动器有限责任公司 | Brake apparatus and method |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C19 | Lapse of patent right due to non-payment of the annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |