EP0869890A1 - Verfahren zur verbesserung des regelverhaltens eines abs - Google Patents
Verfahren zur verbesserung des regelverhaltens eines absInfo
- Publication number
- EP0869890A1 EP0869890A1 EP96934741A EP96934741A EP0869890A1 EP 0869890 A1 EP0869890 A1 EP 0869890A1 EP 96934741 A EP96934741 A EP 96934741A EP 96934741 A EP96934741 A EP 96934741A EP 0869890 A1 EP0869890 A1 EP 0869890A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- acceleration
- wheels
- pressure reduction
- wheel
- value
- 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.)
- Ceased
Links
- 238000000034 method Methods 0.000 title claims description 21
- 230000001133 acceleration Effects 0.000 claims abstract description 32
- 230000009467 reduction Effects 0.000 claims abstract description 17
- 230000006399 behavior Effects 0.000 claims description 8
- 230000028838 turning behavior Effects 0.000 claims description 4
- 238000005303 weighing Methods 0.000 claims 1
- 238000001514 detection method Methods 0.000 abstract description 5
- 238000011156 evaluation Methods 0.000 description 7
- 238000012545 processing Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000002123 temporal effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1763—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to the coefficient of friction between the wheels and the ground surface
- B60T8/17636—Microprocessor-based systems
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/10—Detection or estimation of road conditions
- B60T2210/12—Friction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/10—Detection or estimation of road conditions
- B60T2210/12—Friction
- B60T2210/124—Roads with different friction levels
Definitions
- the invention relates to a method for improving the control behavior of an anti-lock braking system (ABS), in which the rotational behavior of the vehicle wheels is measured and for determining the slip, the wheel deceleration and acceleration and other control variables, for estimating the instantaneous coefficient of friction between the wheels and the roadway and for generating brake pressure control signals is evaluated.
- ABS anti-lock braking system
- Electronically controlled anti-lock braking systems are now part of the standard equipment of middle and upper class motor vehicles. There are different systems. In the vast majority of cases, the most important input and control variables of the anti-lock braking system are obtained with the aid of wheel sensors, which record the turning behavior of the individual vehicle wheels and pass them on to the electronics for evaluation. Brake pressure control signals are then calculated in the so-called controller, which contains the electronics, and are passed on to actuators for modulating the brake pressure or brake pressure control; in most cases these are electrically controllable hydraulic valves.
- the instantaneous coefficient of friction or coefficient of friction between the vehicle grips and the road is an important variable for the anti-lock control, which the electronics approximately determines by measuring and logically linking the turning behavior of the individual wheels according to predetermined criteria and algorithms.
- Information about the coefficient of friction can be found e.g. B. gain over the accumulated pressure reduction time during a control phase or instability of a wheel.
- B. gain over the accumulated pressure reduction time during a control phase or instability of a wheel.
- the object of the present invention is to develop a method which, in the case of such an electronic anti-lock braking system, enables a quick and reliable estimate of the instantaneous coefficient of friction or coefficient of friction between the wheel and the road. In particular, this involves the detection or confirmation of situations with a low coefficient of friction.
- the increase in pressure reduction in this situation ensures that the non-driven vehicle wheels accelerate almost unhindered or braked and are thus able to provide reliable information about the actual vehicle speed. In this way, a "descender" which would result in a faulty vehicle reference speed — that is, as is known, the reference speed obtained by logically linking the individual wheel speed signals — would certainly be prevented. If the subsequent re-acceleration of the wheel is higher than the value that is plausible for the low friction coefficient, the assumption or logical conclusion that this is a situation with a low friction coefficient is revised and the wheel pressure on the analyzed (non-driven) wheel if a locking tendency occurs, degraded pulsed in the usual way.
- a value between 1.2 and 2.5 g, in particular between 1.5 and 1.8 g, can be favorable for the limit value of the filtered maximum acceleration.
- a time period between 50 and 100 ms, in particular a time period of approximately 80 ms, is expedient as the critical duration for the positive course of the filtered acceleration, when the low coefficient of friction is exceeded.
- FIG. 1 shows a schematically simplified block diagram of the most important components of a circuit arrangement for carrying out the method according to the invention
- FIG. 2 shows a flow chart to illustrate the course of the individual decision steps within the scope of the method according to the invention and 3 the diagram shows the speed curve of a wheel, the associated acceleration and filtered acceleration, and the time recording when the method according to the invention is carried out.
- FIG. 1 An electronic circuit arrangement for processing the input signals of an anti-lock braking system and for generating brake pressure control signals is shown in FIG. 1.
- the input signals of the control system are obtained with the help of wheel sensors SI to S4.
- signals or data are derived from the information supplied by the sensors, which represent the speeds of the individual vehicle wheels vj-v 4 .
- an evaluation circuit 2 the deceleration and acceleration a ⁇ -a 4 of the individual wheels, the changes over time in these variables (a j -ä 4 ) and the wheel slip ⁇ 1 - ⁇ 4 are calculated from these speed signals or data .
- a vehicle reference speed v REF approximately corresponding to the vehicle speed is required as a reference variable for this slip calculation, which is determined in a circuit 3 by logically combining the individual wheel speed signals Vj-v 4 .
- the evaluation circuit 2 depending on the embodiment of the control electronics, further signals dependent on the rotational behavior of the individual wheels, e.g. B. peak values, mean values, etc. are derived.
- ABS logic circuit block 4 the extensive hardwired or programmed circuits contains, gel algorithms brake pressure control signals are predetermined based on Re "obtained which are supplied to a switch block 6 via a valve control 5, the brake pressure actuators, z. B. electromagnetically controllable Hydraulic valves, contains.
- the ABS logic 4 in many cases contains one or more complete microcomputers or microcontrollers for processing the input data and for carrying out monitoring functions.
- the valve block 6 can contain, for example, electrically controllable inlet and outlet valves assigned to the individual regulated wheels, with which the brake pressure in the individual wheel brakes can be adjusted to the calculated value.
- the circuit arrangement according to FIG. 1 contains an additional circuit 7, which according to the invention is used to analyze the re-acceleration or the re-acceleration behavior of the non-driven vehicle wheels - in this case wheels 1 and 2.
- the deceleration and acceleration signals aj, a 2 obtained with the aid of the evaluation circuit 2 and containing the required input information for the additional circuit 7 are therefore supplied to the additional circuit 7 via connecting lines 1, 1, 2 .
- these deceleration or acceleration signals aj ... a 4 represent the first time derivative of the wheel speed v j ... v 4.
- the ge ⁇ filtered speed signals a F3 , a F4 formed in the evaluation circuit 2 or - as in the representation chosen here - in the additional circuit 7.
- the duration T F of the positive course of the filtered acceleration a F ⁇ , a F2 also required for the method according to the invention is likewise determined in the additional circuit 7.
- FIG. 1 symbolically represents circuits and / or program blocks with which further ABS Functions and evaluation methods of the input information are implemented. It is namely expedient to evaluate, monitor and secure the information obtained by evaluating the wheel sensor signals according to different criteria in order to detect the very different situations to which the control system must respond in a suitable manner.
- the data processing in the ABS logic 4 is adapted to the knowledge obtained with the circuit 8 or to the special conditions.
- the operation of the additional circuit 7 required according to the invention is illustrated by the flow chart according to FIG. 2.
- the following function is carried out by programming or logical linking with the aid of the additional circuit 7: after the START of this special function, the acceleration signals originating from the non-driven wheels are first determined in '9'; In the embodiment according to FIG. 1, this selection is made by the exclusive connection of the additional circuit 7 via the lines I 1 / I 2 to the non-driven vehicle wheels.
- a branch 10 according to FIG. 2 first of all for a wheel, here for the left front wheel 'VL', ascertained whether the maximum value of the re-acceleration a ⁇ in a re-acceleration phase after a previous pressure reduction reaches a limit value a G.
- the exemplary embodiment of the invention shown is a circuit arrangement for a vehicle with rear-wheel drive, which is why the front wheels VL, VR are the ones that are analyzed by the method according to the invention.
- the decision steps 13, 14 and 15 correspond entirely to the steps 10 to 12 explained.
- the conditions mentioned must be met for both non-driven wheels in order to have a low friction (at) value situation or a criterion for a program step 16 to recognize such a situation (suspected low friction coefficient).
- a permanent pressure reduction is carried out in a step 17 until the wheel re-acceleration occurs in the subsequent control phase, i. H. when the wheel starts to become unstable. 2 - begins anew.
- the method according to the invention therefore only comes into effect if predetermined limit values are observed or exceeded on both non-driven wheels.
- a ma-- the wheel acceleration a has a
- a Fmax of the filtered wheel acceleration a F has a limit between 1.2 and 2.5 g
- the minimum value should be between 50 and 100 ms; in the particular embodiment, this minimum value was set at about 80 ms.
- the curves "A" to "D” show the speed profile v R of a non-driven front wheel, the associated wheel acceleration A, the associated filtered acceleration a F and the time recording, e.g. B. with the aid of a correspondingly controlled counter or an integrator, detected and displayed in a situation in which the method according to the invention affects the control and leads to the improvement of the control.
- Anti-lock control starts.
- the temporal change in the wheel speed v R namely the deceleration and acceleration a, reaches a maximum value a in the re-acceleration phase at time t x . max (see Fig. 3B).
- the filtered wheel deceleration and re-acceleration a r naturally reaches the maximum value - only the re-acceleration after the first instability of the wheel is of interest here
- the duration of the positive course of the filtered acceleration reaches or exceeds a time limit value T G.
- the maximum acceleration values a ma-- and a F ⁇ na-- are below the specified limit values a G and a FG .
- the duration of the positive half wave T is above the limit value T G. Since the conditions for both non-driven wheels are fulfilled, it is concluded, as already explained with reference to FIG. 2, that a situation with "low friction (at) value" is inferred from this and an increased or even permanent pressure reduction in the following Instability phase, which begins at time t 4 in the example according to FIG. 3.
- the analysis according to the invention ensures that the current coefficient of friction, and in particular a low coefficient of friction, is detected particularly reliably, quickly and reliably.
- the detection of the low-friction (at) value situation is thus already possible through the wheel course in the first control phase by evaluating the re-acceleration of the non-driven wheels.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19545012 | 1995-12-02 | ||
DE19545012A DE19545012B4 (de) | 1995-12-02 | 1995-12-02 | Verfahren zur Verbesserung des Regelverhaltens eines ABS |
PCT/EP1996/004530 WO1997020718A1 (de) | 1995-12-02 | 1996-10-18 | Verfahren zur verbesserung des regelverhaltens eines abs |
Publications (1)
Publication Number | Publication Date |
---|---|
EP0869890A1 true EP0869890A1 (de) | 1998-10-14 |
Family
ID=7779032
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP96934741A Ceased EP0869890A1 (de) | 1995-12-02 | 1996-10-18 | Verfahren zur verbesserung des regelverhaltens eines abs |
Country Status (5)
Country | Link |
---|---|
US (1) | US6205393B1 (de) |
EP (1) | EP0869890A1 (de) |
JP (1) | JP2000501353A (de) |
DE (1) | DE19545012B4 (de) |
WO (1) | WO1997020718A1 (de) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2337309B (en) * | 1997-03-15 | 2001-07-25 | Grau Ltd | Vehicle braking system |
GB9705445D0 (en) * | 1997-03-15 | 1997-04-30 | Grau Ltd | Vehicle braking system |
WO1999000279A1 (en) | 1997-06-27 | 1999-01-07 | Kelsey-Hayes Company | Algorithm for testing road surface with a small pressure release in an anti-lock brake system |
DE19822535B4 (de) * | 1997-10-29 | 2010-08-05 | Continental Teves Ag & Co. Ohg | Vorrichtung und Verfahren zur Steuerung einer Bremsanlage |
AU2209399A (en) | 1997-12-30 | 1999-07-19 | Kelsey-Hayes Company | Algorithm for preventing wheel speed sneakdown on a low mu surface |
DE10107862B4 (de) * | 2001-02-20 | 2004-11-25 | Conti Temic Microelectronic Gmbh | Verfahren zur Bestimmung eines Reibbeiwertes zwischen einem Kraftfahrzeugreifen und einer nassen Fahrbahn |
DE102012200653A1 (de) | 2011-01-19 | 2012-07-19 | Continental Teves Ag & Co. Ohg | Verfahren zur Erkennung des Abseilens der Fahrzeugreferenzgeschwindigkeit |
Family Cites Families (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6022548A (ja) * | 1983-07-19 | 1985-02-05 | Nippon Denso Co Ltd | ブレーキ圧力制御装置 |
DE3500745A1 (de) * | 1985-01-11 | 1986-07-17 | Alfred Teves Gmbh, 6000 Frankfurt | Verfahren und schaltungsanordnung zur anpassung der schlupfregelung an den momentanen reibwert |
DE3521960A1 (de) * | 1985-06-20 | 1987-01-02 | Teves Gmbh Alfred | Verfahren und schaltungsanordnung zur steuerung einer blockiergeschuetzten bremsanlage fuer kraftfahrzeuge mit allradantrieb |
DE3717531C2 (de) * | 1986-05-30 | 1993-12-23 | Tokico Ltd | Schaltungsanordnung zum Bestimmen der Referenzgeschwindigkeit in einer blockiergeschützten Fahrzeug-Bremsanlage |
DE3809100A1 (de) * | 1988-03-18 | 1989-09-28 | Teves Gmbh Alfred | Verfahren und schaltungsanordnung zur steuerung einer bremsanlage mit blockierschutz- und/oder antriebsschlupfregelung |
JP2620998B2 (ja) * | 1991-10-18 | 1997-06-18 | 本田技研工業株式会社 | 車両用アンチロック制御装置における車体速度推定方法 |
JP2688948B2 (ja) * | 1988-10-26 | 1997-12-10 | 株式会社曙ブレーキ中央技術研究所 | 車両のアンチロック制御方法 |
JPH02310164A (ja) * | 1989-05-24 | 1990-12-25 | Mitsubishi Electric Corp | アンチスキッド制御装置 |
JP2835760B2 (ja) * | 1990-02-16 | 1998-12-14 | 株式会社曙ブレーキ中央技術研究所 | 車両のアンチロック制御方法 |
DE4010212A1 (de) * | 1990-03-30 | 1991-10-02 | Bosch Gmbh Robert | Verfahren zum ermitteln des kraftschlussbeiwerts (my) |
DE4031707C2 (de) * | 1990-10-06 | 2000-08-03 | Continental Teves Ag & Co Ohg | Schaltungsanordnung für eine Bremsanlage mit Blockierschutz- oder Antriebsschlupfregelung |
JPH04201772A (ja) * | 1990-11-30 | 1992-07-22 | Mazda Motor Corp | 車両のアンチスキッドブレーキ装置 |
JPH0822666B2 (ja) * | 1991-10-29 | 1996-03-06 | 日本電装株式会社 | アンチスキッド制御装置 |
DE4300048A1 (de) * | 1993-01-04 | 1994-10-06 | Daimler Benz Ag | Verfahren zur Bestimmung der Kraftschluß-/Schlupfkennlinien der Reifen eines Straßenfahrzeuges |
DE4317050A1 (de) * | 1993-05-21 | 1994-11-24 | Bosch Gmbh Robert | System zur Ermittlung des Kraftschlußbeiwerts bei Fahrzeugen |
JPH07137624A (ja) * | 1993-11-15 | 1995-05-30 | Nissan Motor Co Ltd | アンチスキッド制御装置 |
-
1995
- 1995-12-02 DE DE19545012A patent/DE19545012B4/de not_active Expired - Lifetime
-
1996
- 1996-10-18 EP EP96934741A patent/EP0869890A1/de not_active Ceased
- 1996-10-18 JP JP9520895A patent/JP2000501353A/ja active Pending
- 1996-10-18 WO PCT/EP1996/004530 patent/WO1997020718A1/de not_active Application Discontinuation
-
1998
- 1998-09-08 US US09/077,651 patent/US6205393B1/en not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
---|
See references of WO9720718A1 * |
Also Published As
Publication number | Publication date |
---|---|
JP2000501353A (ja) | 2000-02-08 |
US6205393B1 (en) | 2001-03-20 |
DE19545012B4 (de) | 2005-09-01 |
WO1997020718A1 (de) | 1997-06-12 |
DE19545012A1 (de) | 1997-06-05 |
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Legal Events
Date | Code | Title | Description |
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PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
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17P | Request for examination filed |
Effective date: 19980702 |
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RAP1 | Party data changed (applicant data changed or rights of an application transferred) |
Owner name: CONTINENTAL TEVES AG & CO. OHG |
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RTI1 | Title (correction) |
Free format text: METHOD OF IMPROVING THE CONTROL BEHAVIOUR OF AN ABS SYSTEM |
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RTI1 | Title (correction) |
Free format text: METHOD OF IMPROVING THE CONTROL BEHAVIOUR OF AN ABS SYSTEM |
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17Q | First examination report despatched |
Effective date: 19990720 |
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STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE APPLICATION HAS BEEN REFUSED |
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18R | Application refused |
Effective date: 20000203 |