DE1915143A1 - Lock control device - Google Patents

Description

1915U3

Patent attorneys Dr. Ing.M- Meqendank

Dipl.! M. H. HjvA Dipl. Phy-ί. V '. ^; Schmitz

8Mür.chär.1f, i .ocr.risb.i? Tel, 538058Ä

Kelsey-Hayes Company

j5843l Huren River Drive Munich, 20. ML'rz i; '- 6 /:

Romulus, Michigan, USA (Attorney File M-655)

Lock control device

The invention relates to a locking control device and in particular a Bloekier control unit with a new type of control circuit.

The invention is based on the object of a blocking control unit. to regulate the brakes for the wheels of a tracked vehicle, and in particular a Bloekier control device for fluid operated actuators To create brakes for the wheels of a wheeled vehicle, which actuate a novel control circuit a control valve for modulating or controlling the brake pressure in dependence on an electrical signal which the occurrence ocier indicates the imminent state in which · the R ".der To block.

In the Einrichtlang according to the invention, the control valve is through an electrical signal is actuated that indicates the occurrence of a

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correct braking delay. About different surface conditions to be able to take into account and to achieve an optimal working characteristic, the braking deceleration is dependent changed from the surface texture, which is measured by sensing the acceleration of the wheel, which occurs during time is monitored in which the brake is relieved. Additionally, the length of time in which the valve is relieved of pressure causes the braking of the wheels connected to the control, changed with the road conditions and the vehicle speed.

In the device according to the invention, a vehicle speed analog value is generated which scans the linear speed of the vehicle by scanning the speed picked up by the controlled wheels during each relieving process of the brake. This information is stored and is used in the next cycle to vary the point in time at which the brakes are reapplied in accordance with the speed. This provides better high-speed operation. The sampled speed signal can change by a predetermined rate '' during the duration of each cycle, so that an analog value is present at all times which is an approximate value for the vehicle speed. Two separate devices are provided to determine when to reapply the brakes. One device senses the increase in speed of the wheel and is actuated at high speed increase rates, which display _{surfaces with a capital u.} Of the

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Analog value is used to do this with speed to change so that at high speeds the speed of the wheels can increase more. The second device is groping the vehicle's deceleration and applies the brakes on again after a predetermined interval. The latter device is designed in such a way that it responds to surfaces with a small u. In addition, the time to reapply the brakes at speed becomes in accordance with the speed analog <_ value increased.

When the system is used to control two wheels in unison, Means are used to compensate for a lack of compensation of the wheel brakes, as a result of which a wheel brakes more quickly could be than the other. If no compensation were foreseen, a situation could arise in which a wheel spins at a speed close to the speed of the vehicle lies, while the other wheel is essentially locked. In such a condition, most of the deceleration would be caused only by one wheel, it becomes an ineffective one Braking results. To prevent this, are in the present System facilities are provided which make it necessary that the wheels have a minimum, preselected speed reach before the brakes are relieved. The above-mentioned features add to and improve the system Stability of the vehicle.

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An embodiment of the invention will now be made with reference to the enclosed Drawings described. It shows:

Fig. 1 is a generally schematic representation of the locking control device, in which the features of the invention are included;

Fig. 2 is a block diagram showing the various sections Figure 3 illustrates the lock controller incorporating the features of the invention; and

3A, after assembly, a schematic representation

3B and 3C

an electrical control circuit for the device according to the invention.

The inventive locking control device is in particular suitable for use in a motor vehicle and will be used in context thus described. However, the device according to the invention can also be used in other wheeled vehicles, including aircraft, be used. The inventive: 3e device can with a Automobile either on the front wheels, the rear wheels, or both be used on front and rear wheels. A system is described which is only for use on the rear wheels an automobile is intended. The invention relates to braking force control devices in the German patent application P 17 55 617.1 proposed type. Fig. 1 shows in schematic Representation of a braking force control device for use

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with the rear wheels of an automobile, the rear wheels with brake drums 10, 10 ^! and wheel brake cylinders 12, 12 'are equipped. Hydraulic lines 14 are connected to the cylinder 12, 12 'and to a common fluid line 16 which is pressurized by a master brake cylinder 20 via a line Io. The master brake cylinder 20 can be designed in a conventional manner and is actuated by a pedal 22. The fluid pressure of the master cylinder 20 can be modulated by a control valve 24 located between the lines 18 and 16 so that the control valve 24 can control the fluid pressure for the wheel brake cylinders 12, 12 'and therefore the application of the brakes. The brakes associated with the brake drums 10, 10 'can also be of conventional construction and therefore the details have been omitted for the sake of simplicity. That

like control valve 24 can be designed / that in the German

Patent application P 17 55 61J.1 proposed control valve.

The control valve 24 in the device according to the invention is actuated in accordance with an electrical signal which is generated in an electrical control unit 2β. The control unit 26 receives measurement values from sensors 28, 28 ', which are connected to the brake drums 10, 10' by exciter rings 30, 50 '. The meters 28, 28 'can be constructed in a known manner, and since their details do not form part of the present invention, they have been omitted for simplicity. The exciter rings 30, j50 ^T can be equipped with a toothing, and the sensors 28, 28 'can be permanent magnets or electromagnetic

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Be structural units that zasatnmen form a sampling device with variable reluctance. The exciter rings J50, j50 'rotate with the brake drums 10, IC ¹ and therefore with the corresponding wheels. Due to their interlocking, they essentially generate a pulsating signal or an alternating current signal on the conductors via the sensors 26, 2d ', which lead to the control unit 2o. The signal then shows the speed of rotation of the corresponding wheels.

The control unit 26 is designed in such a way that it controls the rate of change of the signal on conductors 34, j54 'and thus the Detects braking deceleration of the wheels belonging to the brake drums 10, 10 ', and that it generates an output signal which depends on there,? the amount of braking deceleration of the wheels leading to the Brake drums 10, 10 'belong, has reached a predetermined value, which corresponds to the state in which the locking of the wheels belonging to the brake drums 10, 10 'occurs or already exists. The output or control signal is through conductor 32 transmitted to the control valve 24. The mean wink! Speed of a rear wheel pair, which by a drive shaft üt-he one Axle assembly is driven can be measured by sensing the angular velocity of the drive shaft. The advantages of the present invention can be achieved both when

even

a direct signal is derived from the wheels than when a signal for the angular speed of the wheel is derived from the drive shaft is derived. In the device according to the invention, the control unit 2B outputs an “on” or “off” signal and the modulation of the fluid pressure at the wheel

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brake cylinders 12, 12 'is effected by the control valve 24.

A block diagram of the modulation control unit 26 is shown in FIG. The following units are contained in the block diagram: a first and a second clipping amplifier and inverter section 36, 36'j a first and a second differentiating / freezing section 38, 38 'which belong to the sections 36, 36', respectively; a summing amplifier section 42; an ignition cycle section "44; a voltage regulator and failure light driver section 46; a first and a second slope: detector driver section 48; a third and fourth slope detector driver section 50; a first slope: detector section 52; a second slope detector section 54; a third slope detector section 56; a fourth slope detector section 5b; a threshold value selector section 60; a speed analyzer section 62; a speed-sensitive acceleration threshold value section 64; a speed-sensitive blocking section 66; a blocking section 68 acting on a safety section ; a safety section 70, a surge suppressor section 72; a speed switching section 74, and an output driver section 16.

The cut-off amplifier inverter sections 36, 36 'are connected to the wheel sensors 23, 23' and receive the generally sinusoidal input waves (23a, 28a ¹ ) which have a frequency which varies with the angular speed of the rear wheels 10, 10 ^!

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changes. The clipping amplifier and inverter sections 36, 36 'amplify and clip the sine waves 28a, 28a ^! so that a square wave of substantially constant amplitude is generated, but the frequency of which varies in accordance with changes in the frequency of the input wave. An inverter section is used to perform voltage doubling so that two square pulses, ie 36a, 36b and 56a ¹ , 37b ^{f is} generated in each cycle of the sinusoidal input ^{wave 28a, 28a 1.} The square wave output signal of constant amplitude is transmitted from the sections 36, 36 ^f to the differentiating-integrating sections 3o, 38 ', where it is differentiated and then integrated to To create direct current signals 38a, 38a ', the magnitude of which varies substantially in accordance with the changes in the frequency of the input signal 28a, 28a'. It should be noted that by doubling the frequency in the sections 36, 36 'the amplitude of the integrated signals 38a, 38a '. The signals 38a, 3da ^! Are added in the summing amplifier section 42, which is a Miller-In integrator, whereby its output signal varies in accordance with the mean amplitude of the signals 38a * 38a '. The output signal 42a of the summing amplifier section 42 is fed to the first and the second slope detector driver section 48 and the third and fourth slope detector driver section 50. The sections 48 and 50 separate the summing amplifier section 42 from the remaining sections in order to prevent excessive loading of the section 42. Both sections 48 and 50 included

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Emitter follower; and therefore the output signals 48a, 50a follow im essentially the summed up output signal 42a. The signals 48a, 50a coming from the sections 48, 50 are used for control purposes the actuation and release of the valve 24 is used.

In the present system, the output and driver section 76 outputs an output signal 76a via conductor 52 to actuate and release the control valve 24. In general, the section 76 is actuated when a predetermined braking delay is sensed, which indicates a condition in which there is a risk of locking, so that the generation of the signal 76a is initiated, which causes the actuation of the control valve 24, whereby the It should be noted that this blocking condition can occur with surface conditions which vary within wide limits, ie from wet ice to dry concrete. Under these conditions it is advantageous to operate valve 24 In order for the system to respond to different surface conditions, ie surfaces of different µ, it has been found advantageous to vary the pulp delay visual wave value at which the output portion 76 is actuated, and it has also been found desirable to vary the amount of time , which elapses during the actuation of the control valve 24, to change in order to different Oberflachenzustan de to be considered. For this purpose, the point in time at which the output section 76 is de-energized must be changed, ie at which the output signal 76a on the conductor 32 is terminated.

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In order to simplify the description of the mode of operation of this system and the associated circuit, the part of the system will first be described which has the following ₀ e, da; the control valve 24 is actuated, ie, aa .: the output section 7o is actuated. Thereafter, the bearing of the system will be described which terminates the actuation of the control valve 24, i.e. by which the output section 76 is de-energized. Details of the circuit are described on the Sahlu3 v / earth.

Actuation of the valve

From Fig. 2 it can be seen, since I the output signal 46a of the first and second Steilhe: 48 is both the first Steilheitsdetektcrabschnitt 52 and also transmitted to the second rate detector section 54 TSDE ^ ektcr driving section.

By differentiating the signal 40a, the first steepness detector 52 emits a signal, the size of which varies in accordance with the rate of change of the photographic potential of the signal 40a. The first slope detector 52 only responds to negative changes, ie a delay, and when the signal generated by deriving the signal 4d assumes a predetermined magnitude, as an excessive delay indicates, the first detector 52 is actuated to generate a signal 52, so there? the output section ΐβ is actuated to initiate the output signal 76a, by means of which the control valve 24 is actuated and the brake pressure: is relieved. It should be noted that while tripping

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of the signal 52a causes the triggering of the output signal 76a, the termination of the signal 76a by the termination of the signal 52a is effected only under certain circumstances, which are still described be practiced.

It is desirable that the actuation of valve 24 be varied according to various surface conditions. Large µ surfaces have less tendency for the wheels to lock than small µ surfaces and therefore the brakes can be held in the applied state for longer. Therefore, it is also desirable da.3 the Betätigun of the valve 24 at a ^ r larger Breinsverzö _t .erungsrate takes place at surfaces with a large u. The aforementioned change in the actuation of the valve is realized in the present system, the increase in the speed of the oars during the release of the brake being used to provide an indication. e of the u of the surface, ie an indication of a large u, a large increase in speed or acceleration. In order to take into account the various surface conditions, a threshold value selector 60 is used and connected to the first slope detector 52, since the size of the rate of change of the clamping-in signal 48a required to actuate the first slope detector 52 changes under selected conditions. These conditions are the increase in the speed of the wheel or the acceleration while the brake pressure is relieved. The fourth slope detector section 58 samples the increase in speed and acts on the threshold value selector section 60, so that the threshold

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value for the first slope detector section 52 varies.

The fourth slope detector section 58 receives the output signal 50a from the third and fourth slope detector driver sections 50 and responds to acceleration. The section 58 senses the increase in speed of the wheels after the brakes have been relieved by actuating the control valve 24. With surfaces with a small u, the wheels tend to remain in the state of slipping and slowly increase their speed. On surfaces with a large u, the speed of the wheels increases quickly. This difference in increasing the speed results in a Signal of various sizes from the fourth slope detector section 58, to change the effect of the threshold value selector 16, so that the threshold value of the first slope detector section 52 is changed. A memory circuit is switched on in such a way that da.3 the signal from the fourth slope detector section 58 indicates a change in the threshold value of the first slope detector section 52 on the next lock control cycle.

In general, the change in threshold is for the first Slope detector section 52 provided by the fourth slope detector 58 (speed increase) for an adaptation on surfaces with a large u in that a greater braking deceleration is required to reach the first steepness detector section 52, so that there is a delay in the point in time in the blocking cycle at which the output section 76 is actuated. The actuation time can be

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Surfaces with a large u are decelerated more than a surface with a small u, since under these conditions there is more time to almond before the state in which the wheel locks occurs. This means that by delaying the actuation, the brakes are applied as long as possible so that the braking distance is kept to a minimum. It will therefore be seen that the system so far described provides a means which is responsive to the braking deceleration changing in accordance with surface conditions. While the first slope detector 52 generates a signal 52a which triggers the actuation of the output section J6 and therefore the actuation of the valve 2k , the first slope detector 52 does not necessarily cause the valve 24 to be released.

Release of the valve

It is desirable that the completion of the actuation of the output section 76 is to be controlled to reflect various surface and speed conditions. In the case of surfaces with a large u, it is desirable to reapply the brake pressure soon after the increase in speed has been initiated to allow, since the increase in wheel speed occurs quickly. In the case of surfaces with a small u, it is desirable to reapply to delay the brake pressure to allow the wheel speed to increase, as the Ra ^ speed increases slowly. at it is for surfaces with small and high speeds with a large u

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Desired to delay reapplication of the brakes to allow a greater increase in speed than at lower speeds. This effect is achieved in the system according to the invention. The output section 76 can be de-energized via one of two sections (i.e. the valve 24 is not actuated): either by the first slope detector section 52 under the action of the speed-sensitive reverse flow section 66 or by the third slope detector section 56 under the action of the speed-neutral threshold section 64 The steepness detector section 56 controls essentially on surfaces with a large and medium µ, while the first speed detector section 52 controls essentially on surfaces with a small µ.

As mentioned earlier, it is desirable to change the release timing for the output section 76 and for the valve 24 in accordance with the vehicle speed. This is accomplished using the speed analog value transducer section 62 via the speed sensitive interlock section 66 and the acceleration threshold section 64.

The speed sensor section 62 is connected to the first and second slope detector driver sections 48 and receives the signal 43a indicative of the angular speed of the rear wheels. The speed sensor section 62 stores ^

en the signal 48a in a memory circuit, the / loading speed

is greater than its discharge speed. The discharge speed

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Density is chosen so that the size of the stored signal is reduced in accordance with a preselected ideal braking deceleration which is smaller than that to the locking condition appropriate braking delay. In one application, a Rate chosen corresponding to a change in vehicle speed of 2.44 m / sec. Therefore, when the blocking condition the speed signal 48a decrease considerably in size up to a size Ee which is smaller than the stored speed ssignal is. The stored signal in the speed analog encoder section 62 would discharge at a rate that corresponds to the selected ideal vehicle braking deceleration corresponds to, and one interval later emits a signal that has a coordinated magnitude that is an approximation for represents the vehicle speed. This analog value for the wheel speed is used to set the threshold value for the third slope detector via the threshold value section 64, change. It should be noted that: an analog value for the driving, ' generating speed is used because during the braking process as a result of the slip, the signal 48a is not a true indication for the vehicle speed. This analgc value is on the basis of a surface with a mean or mean u selected. For surfaces with a capital u, the selected representative braking deceleration (discharge speed) would be too slow. She roped to be readjusted as she was turning too big Increasing the number of vehicle wheels, i.e. to vehicle speed, is permitted. To make this happen is the speed sensor section 62 with the fourth slope detector section 58

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bound and with a large increase in speed (acceleration), which is indicative of a large u surface, the memory circuit of the speed sensor section 62 becomes very large quickly discharged and recharged to a value set by the speed signal 48a, and each therefore the Represents vehicle speed for the subsequent cycle more accurately. The speed analog value encoder section 62, the creates an indication of the speed of the vehicle in the manner described above, is with the speed-sensitive Acceleration threshold section 64 connected to the operation of the third slope detector 56 as a function of To change vehicle speed. Therefore, the third slope detector 56 receives the speed signal 50a from the third and fourth slope detector drivers 50 and responds to a positive rate of change or acceleration signal (Threshold value), which indicates an increase in the speed of the wheel by a given value, so that a signal is generated is to de-energize the output circuit 76 and the actuation of the valve 24 to end. However, as already mentioned, it is desirable that this threshold value be in accordance with the The speed of the vehicle is varied. Therefore, the speed-dependent acceleration threshold section changes 64, since it is connected to the third slope detector 56, this threshold value, so da.3 at higher vehicle speeds the actuation of the third steepness detector is delayed or in the event of a greater wheel acceleration or in the event of a larger value of the speed increase occurs. This can result

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bring the speed of the wheel closer to the vehicle speed, before the third slope detector 56 is actuated in order to switch on the output section 76 and the valve 24. The speed sensitive one Acceleration threshold section 64 is provided to the threshold of the third slope detector generally to change at higher speeds, and it is essentially ineffective at slow speeds. In the case of surfaces with medium and high u, the switching off of the valve 24 is controlled by the third slope detector 56 For surfaces with a small u, the increase in speed is not sufficient to activate the third slope detector and the valve 24 is enabled by the first slope detector 52.

As already mentioned, the first slope detector section 52 can switch on the output section 76 and actuate the valve 24, whereby it responds to a determinable braking delay. However, when the section 52 is actuated, it is de-energized with a much smaller braking delay and has a timer circuit which is set so that sufficient time is certain to have passed, thereby increasing the speed of the wheels. This time is selected so that an increase in the speed on surfaces with a small u is ensured. As already mentioned, at high speeds and on surfaces with a small u, the output section J6 and the valve should be actuated longer. The speed-dependent reverse current section 66, which is generated by the speed analog section

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is operable, scans the high-speed state and outputs a signal to the first slope detector section 52, to vary the point in time at which the first slope detector section 52 is de-energized by a longer period of time for the Increasing the speed of the wheels for surfaces with a small u and bei allow high vehicle speeds.

Speed switch

In braking systems in which both rear brakes are closely matched, both wheels tend to react similarly under similar braking conditions. In many cases, however, the vehicle brakes are not balanced and the braking characteristics of one wheel are different; different from that of the other. As can be seen from the preceding description, the operation of the system generally depends on the averaged signal from both wheel sensors 28, 23 '. It is therefore possible for a wheel to rapidly approach the blocking state, which results in a sufficiently high averaged signal which would result in the output section 76 being switched on; at the same time, however, the other wheel could still be significantly removed from the locked state. During this actuation, the rapidly decelerating wheel would exert a considerable braking effect, while the other wheel would only contribute a small part of its possible effectiveness. Releasing the brakes in this state * would only emphasize this state, so that the result is an unstable braking state for the vehicle. To ensure that 3

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Both wheels contribute effectively to the braking of the vehicle, the speed blocking section 74 is provided. The speed switch section 74 receives a speed signal 48a from the first and second slope drivers 48. The speed switch section "Jk" is bonded to the output section 76 and maintains it (and valve 24) in the de-energized state when the mean * speed is both wheels is greater than a predetermined value, ie a preselected mean wheel speed of 12.8 km / h has been selected for a vehicle system. Thus, the output section 76 cannot be actuated until the mean wheel speed is at or below the preselected value -Switch section 74 is provided with a lock so that.3, once the output section "J6 has been actuated, the switch section 74 is ineffective even at speeds above the selected speed until the output section 76 is de-energized by the means just described, wherein at this time the speed switch section 7 ^ again rum is effective.

Security section

The second slope detector section 54 is part of a Security system and is connected to the security blocking section 68 and to the security section 70. The second slope detector 54 samples the negative speed change of the speed signal 48a from the first and second slope detector driver sections 48 and generates a signal that

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indicates the occurrence of the braking deceleration on the controlled wheels, and generates a signal 54 a to actuate the safety interlocking section 68 which controls the safety section 70. The safety section 70 is connected to the output section 76 and senses when the output section 76 has been actuated, whereby the control valve 24 is actuated to relieve the brake pressure. As long as the brake pressure is relieved as a result of excessive braking of the vehicle wheels in accordance with a lock control cycle, the safety section 70 is disabled by a signal from the safety lock section Jo actuated by the second steepness detection section 54. However, in the event that the control valve 24 is erroneously operated to relieve the brake pressure, for example due to an erroneous operation, the section 76 outputs a signal 76a to operate the control valve 24 under a condition in which the wheels are not subject to braking deceleration. In this state, the safety blocking section 70 is no longer blocked by the safety blocking section 68, since no braking deceleration signal has been received from this section by the second steepness detector section 54. As a result, the safety section 70 is then operated and outputs a signal that terminates the operation of the control valves 24.

A spike suppressor section 72 is provided, the actuation of the output section 76 as a result of transients to eliminate. The voltage regulator section 46 gives

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a regulated voltage for the subsequent Circuits _o, and is further turned on, da.3 it responds to the actuation of the safety portion 70 so da3 a visible indication is provided to the driver, da3 the operation of the braking force Re ^ pushed position due to an incorrect Mode of operation has ended and that a correction is necessary. The ignition cycle circuit 44 is coupled to the voltage regulator section 46 and is responsive to actuation of the ignition of the vehicle to provide a pulse to the summing amplifier section 42 which actuates the output section 76 each time the ignition is turned on. In this manner the valves, seals, etc. are actuated to prevent deterioration .. With regard to the circuit for the valve cycle and for checking, reference is made to German patent application P 17 55 741.4.

Figs.

In Figures M, B and C is a schematic diagram of the various Sections described above are shown.

Voltage regulator section 46

The negative terminal of the battery B is connected to earth and its positive terminal to a safety fuse F, which in turn is connected to a conductor 90. An NPN transistor Ql is with its collector to the conductor 90 via a diode CRl and with its emitter to the output via the conductor J2. from which the regulated B + is derived. The base of the transistor Ql is connected to the diode CRl

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create a voltage resistance Rl. A secondary capacitance C1 lies between the base of the transistor Q1 and earth. The base of the transistor Q1 is also a Zener diode CR22 via the base circuit of a second K? N transistor Q2 _o , the emitter of which is connected to earth A V ^ rs ^ approximation resistor R2 is connected to the connection point of the Di-de CRl and the resistor Rl and to the base of the transistor ^ 2. Therefore the Zenerdicde 22 keeps together the remaining S-Attitude _e the bias of the base vcn Ql and its AusgangsSi-oltage constant. the operation of transistor Q2 and other Related S ^ holding devices shown in the circuit portion 4o, is described in connection rr.it the Sicherheitsabs ^ hnitt As can be seen from Figures 3A to 3C, the B + line fd. Is routed through the entire circuit.

Cut-off amplifier and inverter sections 36, 36 '

The cut-off amplifier and inverter section 36 has an NPN transistor Qo and a PNP transistor Q1 which are connected together to amplify the input signal. Each transistor Q6 and Q9 is biased so that it is driven into sync to produce a square wave output signal 34a. A PNP transistor or QIC is connected to the. Transistor Q9 and acts as an emitter follower and Inver.ter, se as the I output signal 34a vcn the inverter QLO and-the other signal can be derived from Q9 34b, to create the just mentioned frequency doubling.

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The sensor 23 is connected to the cut-off amplifier and inverter section J4 via the terminals 6 and 4, where the conductor 94 is connected to the base of the transistor Q1, the emitter of which is connected via the voltage resistor R20 _f ; is earthed. The Kullektcr of Qo is nit B + j2 connected via a Vcrwiderstand RlS, w at the resistor Rio using the conductor ό üoer a Vcrwiderstand R17 is connected. The conductor 6 is connected to earth via a shunt diode CRo, where every other halo wave -?. N earth is short-circuited. A shunt. capacitance Cc lies between the emitter and base of the transistor Qo.

The ν cn the basement r of the transistor Qo from ^ en ^ nir.ene amplified signal becomes the base. of the transistor Q9 through the resistor Rl9. Q9 is with his. The emitter is connected directly to the B + line 92, and its Kellekt.r is grounded via a load resistor R22. The Kollelctcr ν η Q9 is also connected to the Di.:de CRb via a back pole resistor R21. The result of the amplification of the sin at ssijnales 2 ^ a by the transistors φ and Q9 is a square wave output signal J6a, which is seen at the collector of Q9, and which is passed on via the signal conductor, .c. As can be seen, transistor Q10 is used as a phase inverter, and therefore its base is connected to the output terminal at the terminal of transistor Q9 via a voltage resistor R22, and transistor Q10 has its collector connected to B * across a load resistor R24 connected. the inverted Reohteckwelle 34b vn the Kollektcr of Transistcrs qlo is s at. from ^ ^ · to by the head of ICO ü..ertra _e.

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Therefore, the output pulses ^ 4a and 34b ran on the conductors 100 and 93 respectively. The output signal is a square wave with essentially constant amplitude and frequency, which according to the frequency of the input signal 28a from the sensor 28 varies. The clip amplifier and inverter circuit 36 'is identical to section 36 and therefore the corresponding Components are denoted by the same reference number with the addition of a prime.

The differentiating-integrating circuit 38 has two separate differentiating stages which interact with integrating stages, which have a common integration capacity CIl. These stages work similarly to those in German patent application P Ij 00 proposed circuits that sioh on a control circuit for a hydraulic control valve. The square wave off The input signal 34a on the output conductor 100 is via a capacitance C9 differentiated by a diode CRo, the cathode of which is grounded is. A second diode CR7 is connected with its cathode to the anode of CRJ and with its anode to the capacitance CIl, which in turn is due to earth. The differentiated signal is integratedj and the integrated signal appears as a common potential at the capacity CIl. Similarly, the square wave output signal 34b differentiated and integrated on conductor 98, the integrated signal appearing on CIl. So the conductor 93 is connected to the differentiating capacitance ClO, which in turn is connected to the diode CR10, the cathode of which is connected to earth. The diode CR9 is with its cathode to the anode

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the diode CRlO and connected to its cathode with the capacitance CIl. The capacitance CI1 is connected to the summing amplifier section via an output conductor 102. The differentiating and integrating circuit j58 'is identical to section 38 and therefore • the same reference numbers with a prime denote the corresponding components. The output capacitance CIl * is thus with the summing amplifier 42 via the output conductor 102 *. The summing amplifier 42 is a Miller integrating amplifier, which builds up a potential at its output, the size of which corresponds varies with changes in potential of the sum of the values that appear at the integrating capacitances CIl and CIl '.

Summing amplifier section 42

The summing amplifier section 42 has an NPN transistor q4 on, its base to conductor 102 via a bias resistor RS and its base to conductor 102 'via a similar bias resistor R9 is connected. The transistor Q4 has its emitter connected to ground and its collector on the B + line 92 via a voltage divider network which the having series-connected transistors R5 and R7. One capacity C4 is between the base and collector of transistor 0.4. A base bias resistor R6 is in between the junction of transistors R5 and R6 and the base of transistor Q4. The transistor Q4 is biased so that it is normally on, and it provides output signals 42a which appear on conductor 104 attached to the connector.

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connection point of the resistors R5 and R7, and on the conductor that is connected to the collector of Q4. The amplitude of the output signals 42a generally changes in accordance with the sum of the output signals; oa and 36a ¹ . It should be noted that transistor Q4 is normally saturated and therefore that the output specifically on conductors 104 and 106 is a positive minimum potential. If, however, the charging capacities ClI and CIl ¹ become increasingly negative (with increasing frequency), q4 conducts less, -mc the potential at the conductors 104 and IO6 drops. The capacitance C4 and the associated circuit carry out an additional integration, so that a relatively smooth output potential is present at the output conductors 104 and 106. Note ζ j that: the output signal 42a is fed to the first and second slope detector driver section 48 and furthermore to the third and fourth slope detector section 50, both sections being emitter followers and being provided to isolate the summing amplifier section 42 and to prevent its loading .

Slope detector driver sections 4b and 50

The first and second slope detector driver sections 4o have an NPN transistor Q5 which is used as an emitter follower and the base of which is connected to the conductor 104 and the collector to the regulated B + line yk . The emitter is connected to ground via a voltage divider network which has resistors RIO and RIl connected in series. From-

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Gan ^ s signals köa of the transistor Q5 are picked up via a conductor IGo, which is connected to the emitter vn ^ 5, and a conductor 110, which is connected to the connection m _t -.s. is connected to the resistance RIO and RIl.

At deir. The third and fourth slope detector driver section ^c j0 is an HPN transistor QIl as emitter follower c: ^e s ~ with its base with conductor 106, its collector with earth and its emitter with the B + line, ^ 2 via one Laso resistor R25 is connected. The Aus ^ an ^ ssi ^ nal becomes ν, η der .; ώΐ, ΐ .teriV lfjer ^ H • ab ^ en.minen via a conductor 112, which is connected to your emitter. The signal 4oa ad Hus ^ an ^ sleiöer 110 wii'd dern Ein ^ an ^ of the first steepness detectorLrabs ^ hnltteo ^l jL ·, den; Ein_an _{c of} the second ßteilheitsdeteictc; rabsjhniztes 3 ' ¹ "-ma den. A ^ an ^, the speed, -keits-Anal ^ -t.'weruöi ^ ueraOs-jhnittes 62 zu _; _ef'Uirt. The Si <inal 4oa At the Ausban _t , sleiter 10t the. Gesehwindi ^ iceioss errsehaltabschnitt 74 is fed. The Aus ^ an _o ssi _o nal ^ Ca to the. Ladder 112 becomes the. third steepness deuect ^ rabschnitt y5 and the fourth S "; eilheicsde-oekttrabseliniOt 5c supplied. When describing the next section, it is important to pay attention to the fact that the signals uca and 50a represent the angle of speed of the wheel.

The first slope vector section 52

The first Steilhei ^ sdeoektcrabsehnitt 52 is used to actuate the Treiberabsohnit ^ Jo (and Wntil 24), and in

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in some cases to enable section J6 (and valve 24). The section 52 causes the actuation of the section 76 when the speed signal 46a changes at a predetermined speed, whereby an excessive braking deceleration of the wheels is indicated.

The section 52 has a differentiating stage and therefore has a differentiating capacitance CI6, which is connected to the conductor 110 via a resistor R2, - and to ground via a resistor RJIa. A N ° N transistor QlJ, which is normally not conductive, is connected with its base to the connection point between the resistor Jl and the capacitance Clβ and to earth via a Di.:de CRI6, which acts as a clamping diode and the resistor RJIa in parallel is switched. The base of the transistor QlJ is biased via the series-connected resistors RJO and RJl, which are connected to the B + line 92. The emitter of QlJ is connected to ground through series resistors RJo and RJ>'in driver section J6 . The values of the resistors RJC and RJ1 relative to the other parameters of the circuit are chosen so that a selected bias is created at the base of the transistor Q1J, which. normally holds transistor QlJ in its off position. QLJ is held in the off state until the potential at the base of which is supplied by the differentiating stage with the capacity Cl6, assumes a Gröie sufficient to overcome the barrier voltage or Vorspannungsschwellenwertes, the ^y by the resistors walls RJO, RJL etc .

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is. The preload threshold is selected because it represents a preselected amount of wheel braking deceleration which indicates that the wheels are being braked at an undesirable speed, in which case an output signal 52a is generated which actuates control valve 24 and a Blocking control effect occurs, ie that the brake pressure is relieved. The transistor Ql 3 has its collector connected to the B + line 92 via a load resistor R ^ 2. A coupling capacitance C17 lies between its base and the collector. When the differentiated signal at the base of Q1 ^ exceeds the bias voltage, transistor Q13> is turned on, thereby turning on section 76 and control valve 24. The output signal 52a from the first slope detector section 52 is transmitted to the output and driver section 76 to operate the control valve 24 via the output conductor 112 which is connected to the collector of Q13. The valve 24 can be released, ie. the output section can be de-energized when the transistor Ql ^ is switched to its non-conductive state. This process will be described later.

As mentioned earlier, it is desirable that the size the braking delay required to switch on transistor QI3 is required according to different surface conditions i.e. according to the u of the surface, as it is due to the increase in speed of the wheel determines ^, is, is changed. To accommodate these changes, the threshold value of the first slope detector section 52 is changed by the threshold value selector section βθ.

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Threshold voter section 60 '■

The threshold selector section 60 has a PNP transistor Q12, whose emitter-collector path is parallel to the bias resistors RJO and RJ1 of the first slope detector section 52 are connected, so that changes in the conductivity of the Transistor Q12 changes the impedance of the base circuit of transistor QlJ, so that the threshold value, i.e. the Conductivity, of the transistor QlJ is changed. The transistor Q12 is thus with its emitter with the B + line 92 'But one Load resistor R27 and connected with its collector directly to the base of the transistor QlJ. The base of transistor Q12 -is connected to the B + line 92 via a V voltage resistor R26, the darch a capacity CI5 is shunted. the Capacitance CI5 and resistor R26 form a storage stage, whose function will be described later.

The base of Q12 is connected to the anode of the diode CRI5, which in turn is connected to a previous scan R2ü, the in turn via a resistor R50 in the fourth slope detector section 58 is on earth. As already mentioned, the fourth slope detector section 58 samples the increase in speed of the wheel and changes the potential at the resistor R50 in accordance with the magnitude of the acceleration of the wheel, Changes in potential across resistor R50 change the bias voltage the base of transistor Q12 and therefore its conductivity. The conductivity state of Q12 determined by the

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Speed increase is influenced, is in the stage with the capacity CI5 and the resistor R26 stored so that the information is provided via the increase in speed to influence the threshold value of the transistor QlJ for the subsequent cycle. Therefore, as the speed increase rate increases, the potential across the resistor R49 increases, thereby increasing the conductivity of the Transistor Q21 is decreased. This causes a potential increase at the resistor R50, which has the consequence that the Transistor Q12 is made more conductive, which in turn results in a reduction in the shunt resistance that through transistor Q12 and resistor R27 through the bias resistors RJO and RJl for the transistor QlJ is created. The effect of the latter is that the bias of the

! Transistor QlJ is increased, which makes him non-conductive

j state holds. In this state there is a greater braking deceleration

signal necessary to put the transistor QlJ in its conductive supply; stood to convict. This will activate the threshold value selector

device 60 by the output signal from the fourth slope detector ! gate section 58 influenced, i.e. by the increase in speed to To compensate for surfaces with a large u »

The fourth slope detector section 58

In general, the fourth slope detector section 58 has a Differentiation stage on the positive changes in the speed signal 50a responds and therefore the speed increase

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or scans the acceleration of the vehicle wheels. The detector section 50 has a PNP transistor Q21, the emitter of which is connected to the B + line 92 and the collector of which is connected to the output resistor R50 and thus to the conductor 114, which leads to the threshold value transformer section βθ. The base of the transistor Q21 receives the output signal 50a from the third and fourth slope detector driver sections 50 through the conductor 112 and a differentiating capacitance ^{: |} .t CI9. The base of the transistor Q21 is grounded through a Vcr resistor R49 '. A shunt capacitor C20 is connected directly between the base and each collector of transistor Q2I. The capacitance C19 and the Wideretand R49 form a differentiating stage together with the other parameters of the Schaltang, se i since the changes in the speed signal 50a> indicating a speed increase, give an output signal at the collector of transistor Q21. The transistor Q21 is normally conductive and is made less conductive as a function of larger acceleration values, so there? there is a potential drop across resistor R50 and conductor 114, thereby varying the conductivity of transistor Q12 and therefore changing the threshold value for transistor 0.Γ2. The output signal emitted via the conductor 114 from the fourth slope detector 50 is also used to reset the speed analog value section 62, as will be described below. In accordance with the output signal on conductor 112 which is influenced by threshold value selector section 60 and fourth slope detector section 58, t can

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the first slope detector section 52, the output and driver section 76 ^; and therefore operate the control valve 24.

Output and driver section 76

The output and driver section "J6" includes transistors Q14, QI5, QI6 and QI7, all of which are normally held in the non-conductive state. The transistor Q16 is a power transistor and is connected to the solenoid for the control valve 24 via an output conductor Ho whereby, when the transistor Qlβ is rendered conductive, the valve 24 is operated to relieve the brake pressure. The transistor QI6 is an NPN transistor and its emitter is connected to the output conductor Ho. Its base is connected to a diode CR17, and its cathode is connected to a resistor R57 which leads to earth. The conductivity of the power transistor Ql6 is controlled by the switching transistor QI6. The base (input) of Ql β is therefore. -to the collector (output) of the PNP transistor Ql5 The emitter of Ql5 is connected to battery B via a conductor HS. Transistor QI5 is normally biased in its off state and its base i st connected to the conductor IIS via a bias resistor R ^ 4. The base of the switching transistor QI5 is connected to the control transistor Ql4 via a resistor Rj55, so that the conductivity of QI5 is determined by Ql4.

The NPN transistor Q14 is normally not conductive, its collector is

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with the resistor Rj35 and its base, however, a resistor RJ> 6 is connected to earth. The emitter of the transistor Ql4 is earthed via the emitter collector.-fad of the second control transistor Ql7 and therefore the conductivity of Q14 is determined by Q14. The transistor Ql7 is an NPN transistor, its Kc lle.:t--:r is directly to the emitter of the transistor Q14 and its emitter is via a load resistor Rp-. connected to earth. In this way, the conductivity of transistor Q17 is determined by Q14-. The base of the transistor Ql7 is in turn grounded via a transistor QS9 in the speed s ^ errsohaltaosehnict 74. Therefore, in order to make the Le is - Jigs trans is or Ql β non-conductive, ie., 1 ^ the output section 7'S and the control valve Actuate the 24 _o t are both control transistors Ql must T ² and Ql7 be brought into the conducting state, also to keep conductive to turn the transistor QIO, both Steuertransistcren must be conductive and QL4 Ql7. The control transistor Q14 is controlled by the first slope detector section 52 to operate and de-energize the output section 76, while the control transistor Q17 is controlled by the speed switch section 74 to activate the output section 76 allow, and yes, the third slope detector section 56 to de-energize the output section 76.

The output transistor QI3 of the first slope detector section 52 is via output conductor 112 to the base of the first Control transistor Ql4 connected. Hence the occurrence of one

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, the display, there: a v.-roestimmoer brake was delaying · value is reached, cc.it is exceeded, for F.l <je, because "S Ql 3 is conductive, which in turn the transistor Ql 4 in his conductive state decayed. It is worth paying attention to, there. Ql 4 can only conduct if Transistv r Ql? can guide. the Conductivity v.-n Q17 is, however.; H both vcn the speed blocking section 74 as well as the third slope detector section 56 controlled, which are still being rubbed. Under the Anyway, assume that the transistor Ql 7 is conductive at this point in time the output makes the transistor QlJ the transistor Ql 4 conducting, whereby again the shell transistor QI5 is switched on which then stransist the strips r QI6 in his brings about a conductive state, whereby the output 76a is

l'dst, and the valve 24 bet "ti {-t is there.- the brake pressure:

is relieved. With interruption ihan ^. the Lei ^ f'hickeir of the transistor QI3 and on termination of the off _£ on _t ; ssignales on. the control transistor Ql · + is switched off on the conductor 112, whereby the signal 76a is terminated, since the control valve is switched off and the brake pressure is reapplied. d.

To allow an increase in the speed of the wheels, the transistor Qlj> kept conductive, even after the brake deceleration worth, is no longer at an undesirable level. This is due to the interaction of the discharge time of the capacitance Cl6 and achieved by the action of transistor Ql7. V / enn Ql7 conductive is, the potential at the resistor FT59 in the. Emitterlere is increased in transistor QI3. This works in the sense that 2 is held in a leading position, and makes a bigger Vermir.de-

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tion of the preload at the base of Ql3 and therefore an even longer discharge time is necessary. As has already been mentioned, this discharge period is selected, whereby the Trar sistor Ql 3 in general, due to its control effect , switches off the output section 76 under surface conditions with a small u, ie at low speed increases.

Further, as described above, it is desirable that the output section 76 be kept on or operated for an extended period of time at high vehicle speeds. The speed-dependent reverse current section 66 is therefore connected to the resistor Jj via an output conductor 120, so that at high vehicle speeds the impedance of the resistor R3J is varied in such a way that a longer discharge time is required for the capacitance Cl6 and that the transistor QI3 is kept in its switched-on state for a long period of time. It should be noted that the ¹ speed-dependent blocking-state current section is 122verbunden 66 with the Ausgangsabscnnltt 76 via a conductor, is held invalid whereby the speed sensitive reverse current section 66 is connected to the collector of transistor QL4, is actuated until the section 76th This is carried out in such a way that the speed-sensitive reverse current section 66 has no effect on the actuation of the first slope detector section 52 and on the establishment of the conductivity of the transistor QI3, but rather; he only after the actuation of the section 76 the switching off of the transistor QI3 and therefore only the de-energization of the off. _w angsabschnittes 76 can cause. Hence, section 76

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depending on the output signal · 52a from the first slope detector section 52 actuated and when the Ausla.3 signal stops 52a is de-energized when transistor Q13 is turned off will.

The first .Seilheitsdetektorabschnitt 52 represents only one device to de-energize the output section 76 and is only effective under surface conditions with a small u. For surface conditions with large u, the third slope detector section becomes 56 used.

Third badness detector section 56

The third slope detector section 56 is essentially a differentiating stage that determines the rate of change of the speed signal 50a scans that of the third and fourth Slope detector driver section 50 is coming. Therefore, the third slope detector section 56 has a differentiating capacity C21, which connects to the output conductor 112 of the third and fourth slope detector driver sections 50 is connected. The capacitance C21 is connected to the base of the PNP transistor Q22, its Emitter on the B + line 92 and its collector via a Copying capacitance C22 is connected to its base. · The transistor Q22 is biased at its base by a resistor R51, which is between the B + line 92 and the base, the base also being connected to ground through resistor R52. A Re-CRl9 lies between the base and the emitter of the tran-

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slstors Q22, where the anode. is connected to the base. The output of transistor Q22 is provided to the base of transistor QI7 through conductor 124 connected to resistor R40. When a high wheel acceleration occurs, which indicates a large increase in wheel speed and also a surface with a large u, the transistor Q22 is therefore switched on, as a result of which the potential at the base of the transistor QI7 is increased and the transistor QI7 is switched off. if Ql7 is turned off, the transistor QL4 is transferred into the non-conductive state as well as the transistors 0.15 and QIO, angsabschnitc whereby the off _a enuregt 76 and the control valve is switched off, resulting in the re-application of the brake pressure to result.

At high speeds and at Oberfl'Lohen with large u
the wheels should keep their speed for a longer period of time
can increase _y and therefore the output section 76 should remain actuated longer. For this purpose, the threshold value of the third slope detector section 56 se is changed, since? At high speeds a larger increase in the speed of the wheels is necessary in order to
make transistor Q22 conductive. This is accomplished by the speed sensitive acceleration threshold section 64 which has a conductor 126 connected to the base of transistor Q22 and operates to change the tension on the base of Q22 so that at higher vehicle speeds transistor Q22 is only activated at higher speeds Accelerations
or larger values of the wheel speed increase is actuated.

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When the output section 76 is switched off, the operating characteristics of both the first steepness detector section 52 and the third steepness detector section 56 are varied with the vehicle speed, so that at higher vehicle speeds, both for surfaces with large and small u, the output section 76 is later than at low vehicle speeds is switched off. This is achieved by the speed-sensitive acceleration threshold value section 64 and the speed-sensitive reverse current section 66 , both of which are under the action of the speed sensor section 62.

Speed sensor section 62

The speed sensor section 62 has a safety circuit, the size of the stored charge being used at each point in time in order to give an indication of the vehicle speed. The size of the load is reduced according to a preselected unloading speed which corresponds to a preselected value of the braking deceleration, whereby an analog value for the vehicle speed is formed _fe speed are the same, ie if no slippage occurs. Since there is significant slip during the lockout control cycle, an analog value is used to provide an indication of vehicle speed. The speed sensor section 62

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has a storage capacity C2j5, the charge amount of which is used to level an analog value of the size of the vehicle speed. The capacitance C23 is grounded with one side and the opposite side is connected so, there ;? it receives the speed signal 50a via the conductor 110, a charging resistor R59 and a diode CR20, the cathode of which is connected to the capacitor C23. The circuit described so far describes the charging path and as long as the potential of the speed signal on conductor 110 is greater than the charge in capacitance C23, a charging current flows through resistor R5y and diode CR20. The charging path is designed in such a way that 3 results in a fast charging time. The «discharge path of the capacitance C2> is formed by a discharge resistor R55, which is connected in parallel to the capacitance C2j3 and has a relatively long discharge time constant, the rate of change of the charge being selected so that a mean preselected value for the braking deceleration, for example 2 , 44 m / sec for a system is simulated. In the case of a blocking control cycle, the wheel speed signal küa therefore drops rapidly when the wheel slips and the charge on the capacitance C23 will exceed the signal 48a contrary to the preload input C20. At this point in time si jh di = capacitance Z27) is discharged via resistor R55 at a preselected rate, so that! the delivered load ¹ Jig is an approximate value for the decrease in vehicle speed and the load remaining at the capacitance C23 simulates that of the current vehicle speed. The majority of a charge on C25, however, is when the vehicle decelerates

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which differ from the selected representative discharge rate, to some extent with an error. adheres. The selected discharge speed does not meet the requirements for surfaces with a large u, since it would indicate a higher than the actually available vehicle speed. This would act on the third steepness detector section 56 (but the threshold value section 64) in order to delay the de-excitation of the output section 76, so that: 3 the wheels would increase their speed too much and could roll freely for a considerable period of time, thereby increasing the braking distance would. Therefore, the speed analog value potential at C2 ^ should be set again under these conditions. This is done by the transistors Q2j? and Q24 causes. The transistor Q.23 is an NPN transistor, which forms an alternative, very fast discharge path for the capacitance C23. Its emitter is grounded and its collector is connected to the capacitance C22 via a load resistor R54. The base of the transistor Q2;} is grounded through a bias resistor R27. The transistor Q23 is normally not conductive and is made conductive by the switching transistor Q24. Q24 is a PNP transistor whose emitter is connected to the B + line -j2 via a resistor R56 and whose collector is connected directly to the base of transistor 0,2.3, so that Q25 is switched into its conductive state when Q, 24 (which is normally not conductive 1st) is switched on. The base of the transistor Q24 is connected to the resistor R 50 of the fourth slope detector section 58,

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so that in the case of a rapid increase in speed, which shows a surface of min. is switched on, so that: the capacitance C23 is discharged. In this case, v / ill then the Ka ^ aziflt C2J again gernrLB the Gesohwindigkeltssignal 42a charged, the more accurate the Fahrzeu_ _o esch ^T .7indigkeit are again under these conditions. ·

The output signal of the speed sensor section 62 is used both in the speed-sensitive acceleration threshold value section 64 and in the ;; _e eschwindigk: eitserr _i :, - sensitive reverse current section 66 is used.

Velocity sensitive acceleration threshold section 64

This section has an amplifier whose output signal the changes in the charge of the speed sensor capacity C25 follows. This circuit has an NPN T.ransistor.Q25 whose collector connects to conductor 126 and therefore to the base of transistor Q22 in third steepness detector section 56 connected is. The emitter of Q25 is grounded through a load resistor R58. The base of transistor Q25 is with the speed sensor capacitance C23 connected. Of the. Transistor Q25 is

generally non-conductive and generally becomes conductive at high vehicle speeds, i.e. other at high potentials Capacity C2j5. When transistor Q25 is conductive, changes

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its conductivity mi '; The finderunr of the charge on the capacitance C2J5 and therefore its A jsfon _; -sirnal changes with the vehicle speed. The collector-T-emitter path of the transistor Q25 is parallel to the V ^ the third Steiiheitsdeiekt rabschnitt $ 6 and therefore, when the conductivity of Transisters is increased Q25 is, the resistance between the base of transistor Q22 and ground low, whereby its bias reduced se da ^-; transistor Q22 only one gro3ere acceleration (speed increase ) is brought into its conductive state. It follows that "the output section 76 is internally actuated at high vehicle speeds.

The transistor Q25 is used as an emitter carrier and the output signal at its emitter becomes the; Geschv.'indiirlreitsem sensitive reverse current section 66 is drawn over the conductor 128.

Speed-sensitive S-flow section 66

Conductor 123 leads to the base of an amplifying N? N transistor Q26, the emitter with the base of an NFN transistor Q27 is connected. The keys of the transistors: ren Q26 and Q27 are connected to each other and to the positive terminal of battery B. connected via the conductor llö-. Transistors Q26 and Q27 follow each other in their conductivity and usually graze in the not kept conductive state. You will be in the conductive State offset as a function of a signal on conductor 128.

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However, a transistor Q28 performs the blocking function mentioned earlier and determines the point in time at which the transistors Q26, Q27 to be made conductive.

The output of transistor Q27 is connected to conductor 120, so that when transistor Q27 conducts, the resistance at Rj59 is changed in order to change the on-time, ie the off-potential, of transistor Q13 in the first slope detector section 52, so there? at high vehicle speeds a longer discharge time of the capacitance is Cl6 netwendig not to make the Ql 3 ^1-conductive and to de-energize the output section 76th

The changes in vehicle speed should affect the Conductivity of transistor Ql j5 affect only after the output circuit 76 was actuated, i.e. in such a way that no effects to the time or the braking delay should be present at which the transistor Ql 3 is switched on. This function will v-n exercised the NPN transistor Q28, whose emitter is grounded and whose collector is connected to the emitter of transistor Q27 through conductor 120 and resistor R59. The basis of the Blocking transistor Q28 is connected to the collector of transistor Q14 via conductor 122, diode CR21 and resistor R60 connected, the diode CR21 with its cathode connected to the resistor R6o is turned on. The transistor Q28 is normally not conductive and, when in this state, the trans-

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sistors Q26 and Q27 are held in their non-conductive state. However, when the output section 76 is actuated and the transistor Ql 4 is turned on, the transistor Q28 is turned on by the potential on conductor 122, so that the transistors Q26 and Q27 are brought into the conductive state.

Therefore, if the speed of the vehicle is as indicated by the The analog value of the potential is tapped at the capacitance C2J, is used to vary the switch-off time or the time at which the output section 76 is de-energized, the control valve 24 is switched off and the brake pressure is reapplied.

Speed lock switch section 74

As mentioned above, should be taken into account for an imbalance of the wheel and / or the brake, the output section 7β be de-energized until both wheels have reached a preselected speed are braked, i.e. to 12.8 km / h in one system. This is accomplished by the speed lock switch 74. Of the Section 74 has an NPN transistor Q29 whose collector connected to the base of the control transistor Q17 and having its emitter grounded. Its base is also via a bias resistor R62 earthed. The speed signal 48a is passed to the base of the transistor via a resistor ROI wear. Transistor Q29 is normally non-conductive and is made conductive when the speed signal has a magnitude which corresponds to a wheel speed that is less than

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is a preselected wheel speed, for example 12.8 km / h, at which the timer transistor Q29 is brought into its conductive state. When Q29 is conductive, the control transistor Q16 is in a conductive state, since the ground branch for its base is formed by the collector-emitter path of the transistor Q29. When the average wheel speed is greater than 12.8 km / h, the transistor Q29 is not switched to the conductive state, and therefore the transistor Q17 cannot conduct. In this case, Ql4 can not be switched into the conductive state, although an actuation signal from the transistor Ql 3 a ^; J- the leader 112 appears. Thus, the transistor Q29 ensures that the output section 76 cannot be operated unless the mean wheel speed is less than a predetermined value.

The speed blocking effect should, however, only occur immediately when the output section 7β is actuated and not during the duration of the actuation of the circuit 7β. This puncture is carried out by the NPN transistor QJO, whose collector is connected in the base of transistor 029, and whose emitter is grounded. The base of the transistor Q15 is connected to the connection point between the resistor R37 and the diode CR17 in the output circuit of the control transistor Q15 through a load resistor H6j . Therefore, when the output section 76 is rendered conductive, the transistor Q15 conducts while the transistor Q50 is in its conductive state

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transfers and holds transistor Q29 in its conductive state conductive although the speed signal on conductor 103 exceeds the predetermined value. In this way is the Transistor Q29 and its blocking effect are inoperative while output section 76 is actuated.

Second slope detector 54; Safety locking portion 65; Security Section 70

The second slope detector section 54 is used in conjunction with the safety lockout section 68 and the safety section 70 to provide a means for de-energizing the system if a malfunction is sensed. The second slope detector section 54 is similar to the first slope detector section 52 and represents a differentiating stage which emits an output signal in accordance with the sampling of a predetermined braking deceleration. An NPN transistor q6 is therefore connected with its base to the conductor 110 to the output signal 42a via a differentiator; to receive aity C5. The collector of the transistor Qp is connected to the B + line 92 through a load resistor R13. A voltage resistance RIS. lies; between the base ν cn q6 and the B + line 92. A shunt capacitance C6 is connected between the collector and the base of the transistor q6. The emitter of the transistor Q3 is connected to the emitter of the transistor QlJ- s: because "its operation by the circuit n: with the resistors R> 3, R ^; · and the transistor Q171-" is similar to that of the Transistor Ql3 influences wire

f ί

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Therefore, when a delay signal occurs (the one with a smaller Value is chosen as that for which the first slope detector is set), an output signal 54a from the collector of the transistor q6 via the output conductor I30 to the safety control section 68 transferred.

The output conductor I30 leads to the safety blocking section 68, which has an NPN transistor QJ , which is normally not conductive, the emitter of which is earthed and the base of which is connected to the output conductor 1J50 via the series-connected diodes C2 and C " 3. A bias resistor R14 connects the base to ground. Transistor Q7 is normally non-conductive and will be rendered conductive when a delay signal 54a appears on conductor IpO.

The output of the security lockout section 68 is applied to the security section 70 through a conductor 1 ^ 2 connected to the Kcllektcr of the transistor Q7. The conductor 1 ^ 2 is connected to the control electrode of an SCRl (silicon controlled Gleichrljhcer) se, that? When the transistor Q7 is conductive, the control electrode is essentially at its potential, so that the SCRl is kept non-conductive. The control electrode of SCRl Isz- is also grounded via a capacitance C7. The cathode of the SCR1 is also directly grounded, while its anode is connected to the output conductor II6 via a load resistor RI6. The bias of the control electrode is created by a diode CR4 connected in series with resistor RI5,

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1915U3

with both components between the conductor 116 and the control electrode walked. If the transistor Qlβ without the presence of a Blocking Re ^ elsignales is turned on, the transistor q6 of the second slope detector section Q54- ni jht conductive and transistor Q7 of blocking section 68 is non-conductive. This makes it possible that the potential at the control electrode is raised by SCRl so that SCRl ignites. The anode-cathode route from SCRl is in series with battery B, the fuse F, the transistor Ql6 and the output conductor Il6 and forms one Path of low impedance for fuse P, so that it blows. As a result, the battery B is disconnected from the circuit and the power supply to the circuit is switched off, so da.3 the of the valve 24 is prevented.

If the fuse P has failed, the voltage regulator transistors will Ql and Q2 transferred to the non-conductive state. The transistor Q2 controls the control electrode of an SCR2 and is with its collector connected to the control electrode in such a way that SCR2 cannot conduct when Q2 conducts. If Q2 doesn't conduct like it when the fuse P is opened, SCR2 can conduct. SCR2 has its control electrode connected to earth via a capacitance C2. The control electrode is connected to the battery B through the resistor R5 and the failure light L. The anode-cathode route from SCR2 is parallel to the light L and the battery B. If a malfunction occurs and the fuse F opens SCR2 will be conductive and the light L will illuminate for the

- 4th

009813/1064

BATH ORIGINAL

1913U3

Drivers are given a visible indication of the incorrect operation create.

Pulse spike suppressor: section 72

The section 72 has a Di-de CRf) and a Zenerdicde CR23 on, with the central diode CR2jJ having its cathode connected to earth and its anode is connected to the anode of the diode CR5, which in turn are connected to the conductor Ιΐβ with their cathode is. The spike suppressor section 72 removes transients, which cause unintentional actuation of the Vontile 24 could.

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009813/106 4

Claims (1)

VJ Claims Blocking control device for. Rules of fluid pressure actuation, _ten Braking of at least one wheel of a wheeled vehicle by regulating the fluid pressure for the brakes Via a control valve that is in a first state to relieve the stress and in a second state is operable to apply the fluid pressure, marked; by control circuit means (26) for actuating the control valve (24) in the first state when the braking deceleration of the wheel has a first determinable quantity, the control circuit device (^ 6) having a first Has acceleration device that is responsive to the acceleration of the wheel to the actuation of the control valve (24) in the first state follows to the first detectable quantity in accordance with the changes in the The amount of acceleration to vary. 1 - 009813/1064 Si '"TST5U3 2. Device according to claim I _3, characterized in that; the control switching device (26) actuates the control valve (24) in the second state when a further, different state occurs with a further different, determinable magnitude, that a speed device (62) is also provided in order to create a speed signal that represents the speed of the vehicle, and that the further, different determinable quantity is changed according to the changes in the size of the speed signal. 3. Device according to claim 2, characterized in that the da3 Speed device (62) increases the further determinable variable as a function of the size of the speed signal, which indicates a higher vehicle speed, so that <3 the actuation of the control valve (24) in the second To. tand is decelerated at higher vehicle speeds. 4. Device according to claim 3, characterized in that the speed device (62) has an electrical storage device (C23) for storing an electrical charge, this charge representing the speed signal and having a size which indicates the vehicle speed, and there; the size: Be the load changes with a preselected time constant. 5. Device according to claim 1, characterized in that the Control valve (24) is actuated in the first state when 009813/10 6. A. BATH ORIGINAL a control signal is triggered, and da3 the control valve (2k) is operated in the second state when the control signal ends, and da3 the control circuit device (26) has an output circuit device (76) for triggering the control signal when the braking deceleration of the wheel has the first measurable size. 6. Device according to claim 5, characterized in that the da3 Output circuit means (76) terminates the control signal at a determinable point in time after the braking delay drops to a selected size below the first detectable size. 7. Device according to claim 6, characterized in that the da3 Control holding means (26) further comprises speed means for providing a speed signal, which shows the speed of the vehicle, and da.3 the first ascertainable time according to the changes in the size of the speed signal will be changed. 8. Device according to claim 7, characterized in that the dai3 Speed device increases the determinable time when the speed signal reaches values that are greater Show vehicle speeds. 9. Device according to claim 8, characterized in that the speed device has an electrical storage device (C23) for storing an electrical charge, 009813/10 64 BATH where the charge is the speed signal and has a size which indicates the vehicle speed, and since the size of the charge is changed according to a predetermined time constant. 10. Device according to claim 1, characterized in that the da-3 Control valve (24) in the first state at a first control] signal and is actuated in the second state with a second control signal, da3 the control circuit device (26) output circuit means (76) for outputting the first control signal when the braking deceleration of the wheel the first measurable size assumes that? ' the control circuit means (26) has a second accelerator to provide the second control signal when the Acceleration of the wheel a second measurable variable?, E an- ■ takes, this acceleration due to the actuation of the. Control valve (24) in the first state follows. 11. The device according to claim 10, characterized in that the Control circuit means (26) comprises a speed device in order to be a representative of the vehicle speed To create speed signal, and da3 the second detectable size be according to the changes in the size of the speed signal is varied. 12. Device according to claim 11, characterized in that the speed device (62) is the second lockable 009813/1064 "T915U3 The size increases when the values of the speed signal for vehicle speed indicate, so that the actuation of the Control valve (24) in the second state at higher vehicle speeds is delayed. 15. Facility naoh Ans or ich 11, characterized in that. the control valve (2 ^l \ ') in the. first state 'is actuated it in reading out the first control signal and in the second state at the termination of the first control signal and the L-da Sceaurschaltungseinrichtun ^ (26) having a Äusgan ^ ^ sschaltun selnrichtun _ö (76) un. the first control signal in the event of a burning, to trigger a deceleration of the wheel with a first determinable quantity. 14. Device according to claim I5, characterized in that the Output circuitry; (76) the first control signal a determinable time nr.ch the fall of the braking deceleration to a selectable size 3e below the first determinable Size finished. 15. Device according to claim 1 ^, characterized in that the Control holding device (Co) also has a speed limit; on \ ieist, urn a for the vehicle speed to create a representative speed signal, and then ■ u the determinable time according to the .'-. ndei> hang in the size of the Geschwiiidi _ö 'iceit; ssiönales is varied. 009813/1064 BATH ORIGINAL • t · t "T915U.3 l6. Device according to Claims 1 and I5, characterized in that, that the control valve (24) regulates the brakes of several wheels by means of fluid pressure, and that a wheel speed device is provided, which is responsive to the speed of the wheels in order to actuate the control valve (24) in the first state, unless the speed of the wheels is below a preselected value. 17 · Blocking regulating device for regulating pressure fluid actuated Braking of at least one wheel of a wheeled vehicle by regulating the fluid pressure for the brakes via a control valve that is in a first state for relieving the flow medium pressure and in a second state for applying the Fluid pressure is actuatable, wherein a control circuit device is provided to the control valve in the to actuate first state when a selected condition occurs, characterized in that the control circuit means (26) has an acceleration device which responds when the acceleration of the wheel after actuation of the control valve (24) in the first state reaches a first determinable size in order to move the control valve (24) into the ^ second state to operate. 18. Device according to claim 17 *, characterized in that one Speed device (62) is provided, which generates a speed signal representative of the vehicle speed, and da3 the first determinable variable according to FIG 009813/1064 BATH 1915U3 "Changed the changes in the size of the speed signal will. 19 · Device according to claim 18, characterized in that the Speed device (62) increases the first determinable variable when the values of the speed signal are greater Show vehicle speeds, so that the actuation of the control valve (24) in the second state at higher vehicle speeds is delayed. 20. Device according to claim 19, characterized in that the Speed device (62) an electrical storage device (C25) to store an electrical charge has, this charge forming the speed signal and one representative of the vehicle speed Has size, the larger of which is cargo range according to a preselected Time constant changes. 21. Device according to claim 20, characterized in that a second acceleration device is provided which responds when the acceleration of the wheel after actuation of the control valve in the first state has a second determinable size to the memory device (C2J) quickly to unload so that the charge on a new one for the vehicle speed representative size is set again. 22. Device according to claim IJ, characterized by a second acceleration device which responds when the acceleration 0098137106-4 BATH inclination of the wheel after actuation of the control valve (24) in the first state has a second determinable quantity, urn set the size of the speed signal again. 23. Device according to claim 21 and 22, characterized in that that the second measurable quantity> 3e is a large increase in speed of the wheel. . 24. Device according to claim 23, characterized in that the speed device (62) a. Has locking device that generates the speed signal for changing the determinable time prevented by the speed device when the control valve (24) in the second state is. 25. Blocking control device for controlling pressure-actuated devices Braking of at least one wheel of a wheeled vehicle by regulating the fluid pressure for the brakes via one Control valve operating in a first state to relieve fluid pressure and in a second state to apply of the fluid pressure can be actuated, wherein a control circuit device is provided to the control valve in the first state when a control signal is triggered and in the second state when the control signal is terminated to be operated, characterized in that the control circuit device (2β) is an output circuit device (76) to trigger the control signal when the brake 009813/1064 T915U3 deceleration of the wheel has a first determinable quantity, and to terminate the control signal by a determinable period of time after which the braking delay to a selected value drops below the first detectable variable, and that the control circuit device (26) further comprises a speed device (62) which is a speed for the Fahrzeu.ggeschwindig provides a representative speed signal and the determinable period of time according to the changes in the size of the Speed signal changes. 26. Device according to claim 25, characterized in that the speed device (62) has the determinable time period increased when the values of the speed signal indicate higher vehicle speeds, so that the actuation of the Control valve (24) is delayed in the second state at higher driving, stuff speeds. 27. Device according to claim 26, characterized in that the speed device (62) is an electrical storage device (C23) for storing an electrical charge, this charge representing the speed signal and a quantity representative of the vehicle speed wherein the size of the charge varies according to a preselected time constant. 28. Block! Er control device for regulating pressure medium-actuated brakes for several wheels of a wheeled vehicle by controlling the fluid pressure for the brakes via a control 009813/1064 BATH ORlGINAL. 1915U3 valve that is in a first state to relieve the fluid pressure and is actuatable to a second state for applying the fluid pressure, wherein a control circuit means for actuating the control valve in the first state when a preselected condition occurs is provided, characterized in that the control circuit device (26) is a wheel speed device which is responsive to the speed of the wheels to actuate the valve (24) in the first state to prevent if the speed of the wheel is not below a preselected value. 29. Device according to claim 28, characterized in that the preselected size is derived from the sum of the wheel speeds is. 50. Device according to claim 28, characterized in that the selected value is the mean value of the wheel speeds. j> l . Device according to Claim 28, characterized in that the control circuit device (26) has a locking device in order to lock the wheel speed device when the control valve (24) is in the first state. 32. At least a method for regulating pressure-actuated brakes a wheel of a wheeled vehicle running on a surface in a blocking control device, in which the braking deceleration - 10 - 009813/1064 BAD OWGINAL 1915U3 tion of the wheel is scanned and the pressure is relieved when the braking delay has a determinable size, characterized in that the determinable size according to the changes the coefficient of friction between the wheel and the surface is changed, so that the pressure occurs when larger coefficients of friction occur is relieved in the case of larger braking decelerations. 5. At least a method for regulating pressure-actuated brakes a wheel of a wheeled vehicle running on a surface in a locking control device, in which the braking deceleration of the wheel is scanned and the pressure is relieved when the braking deceleration has a first determinable value, characterized in that the pressure is reapplied in the sequence when the acceleration of the wheel has a second measurable quantity. 4. The method according to claim J2, characterized in that alternately successively the pressure is reapplied after a preselected time interval, the selected time interval with lower coefficients of friction between the Wheel and the surface and the second determinable variable comes into effect with larger coefficients of friction. 35. The method according to claim J54 ·, characterized in that the effective size of the preselected time interval increased for larger, as opposed to smaller, vehicle speeds will. ■ - 11 - ■ 009813/1064 1315143 3β. Method according to Claim 33 or 35, characterized in that the second determinable variable is increased at higher vehicle speeds. 37. At least a method for regulating pressure-actuated brakes of a wheel running on a surface of a wheeled vehicle in a locking control device, where the pressure is is burdened when a selected condition occurs, dadurci characterized in that the pressure is subsequently reapplied, the time of reapplication of the pressure being so is changed to be shorter for larger coefficients of friction between wheel and surface and longer for lower coefficients of friction is. 38. The method according to claim 37, characterized in that the time of renewed application of the pressure at higher vehicle speeds is increased. - 12 - 009813/1064