JP5168618B2 - Electro-pneumatic braking system and control method of electro-pneumatic braking system - Google Patents
Electro-pneumatic braking system and control method of electro-pneumatic braking system Download PDFInfo
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Description
本発明は、電気−空気圧制動システム及び電気−空気圧制動システムの制御方法に関する。 The present invention relates to an electro-pneumatic braking system and a control method for the electro-pneumatic braking system.
商用車両の電気−空気圧制動システムでは、圧力媒体溜め又は圧縮空気溜めの貯蔵圧力が、弁を介して、それぞれの車輪モジュールへ通じる制動導管に与えられる。２チャネル又は多チャネル制動システムでは、例えば車軸の両方の車輪モジュールが弁により起動される。弁の起動は、一般に制動導管に設定される制動圧力を圧力センサにより求める分散制御装置を介して行われる。この場合分散制御装置、弁及び圧力センサは制動圧力変調器を形成し、この変調器が圧力制御を行い、制御された圧力を車輪モジュールへ出力し、これらの車輪モジュールにおいて一般に補足して又は重畳して、滑り制御又はロック防止制御が行われる。 In commercial vehicle electro-pneumatic braking systems, a pressure reservoir or compressed air reservoir storage pressure is applied via valves to the brake conduits leading to the respective wheel modules. In a two-channel or multi-channel braking system, for example, both wheel modules of the axle are activated by valves. The activation of the valve is generally performed via a distributed control device that obtains a braking pressure set in the braking conduit by a pressure sensor. In this case, the decentralized control device, the valve and the pressure sensor form a braking pressure modulator, which controls the pressure and outputs the controlled pressure to the wheel modules, generally supplemented or superimposed on these wheel modules. Thus, slip control or lock prevention control is performed.
一般に制動圧力制御は、例えば中央モジュール又は中央制御装置から車両内部のデータバスを介して分散制御装置へ伝送される制動要求に応じて行われ、その際中央モジュールは、制動値発信器により出力される目標制動信号又は別のシステム例えば非常制動システムから、制動要求を求める。 In general, the braking pressure control is performed in response to a braking request transmitted from the central module or the central control device to the distributed control device via a data bus inside the vehicle, and the central module is output by a braking value transmitter. The braking request is determined from a target braking signal or from another system such as an emergency braking system.
制動圧力制御は一般に例えば１０ｂａｒの限界圧力まで行われ、その際一般に例えば１２ｂａｒの一層高い貯蔵圧力が利用可能である。この一層高い貯蔵圧力は車両の制動には利用可能ではない。なぜならば、制動システムの設定目標値は圧力センサの値範囲を超過しないからである。 The braking pressure control is generally performed up to a limit pressure of, for example, 10 bar, with a higher storage pressure of, for example, 12 bar being generally available. This higher storage pressure is not available for vehicle braking. This is because the set target value of the braking system does not exceed the value range of the pressure sensor.
運転者又は非常制動システムによる非常制動の場合、要求される制動圧力又は目標制動圧力は最大値に設定される。しかし圧力センサにより出力される圧力信号の値範囲は上方に対して限定されているので、原理的に利用可能な高い貯蔵圧力は、完全には利用不可能である。従って電気−空気圧制動システムの最大に設定可能な制動圧力は、圧力センサの圧力信号の値範囲により限定されている。 In the case of emergency braking by the driver or the emergency braking system, the required braking pressure or target braking pressure is set to a maximum value. However, since the value range of the pressure signal output by the pressure sensor is limited to the upper side, the high storage pressure available in principle cannot be used completely. Therefore, the braking pressure that can be set to the maximum in the electro-pneumatic braking system is limited by the value range of the pressure signal of the pressure sensor.
本発明の基礎になっている課題は、一方では通常作動において確実な制動圧力制御を保証し、他方では一層大きい制動力の要求がある場合急速な制動を可能にする電気−空気圧制動システム及び制動システムの制御方法を提供することである。 The problem underlying the present invention is an electro-pneumatic braking system and braking which, on the one hand, ensures reliable braking pressure control in normal operation and on the other hand allows rapid braking when there is a demand for greater braking force. It is to provide a system control method.
この課題は、請求項１に記載の電気−空気圧制動システム及び請求項９に記載の方法によって解決される。従属請求項は好ましい展開を記載している。 This problem is solved by an electro-pneumatic braking system according to claim 1 and a method according to claim 9. The dependent claims describe preferred developments.
従って本発明によれば、（運転者又は別のシステム例えば非常制動システム）により一層大きい例えば最大に可能な制動力を要求されるか否か、更に出力すべき制動圧力が圧力センサの圧力信号の最大値により限定されているか否かが検査される。 Therefore, according to the present invention, whether a greater braking force (for example, the maximum possible braking force) is required (by the driver or another system, for example an emergency braking system), and further the braking pressure to be output depends on the pressure signal of the pressure sensor. It is examined whether it is limited by the maximum value.
このような状態が認識される場合、通常の圧力制御モードにおいて設定される値を越えて弁が開かれ、従って一層大きい特に最大に可能な制動圧力が出力される。 If such a condition is recognized, the valve is opened beyond the value set in the normal pressure control mode, so that a higher braking pressure, in particular a maximum possible, is output.
従って圧力センサが確実な信号をもはや供給しなくても、圧力センサにより検出される限界制動圧力を超えて圧力制御を可能にする最大制動モードが設定される。このため更に別の安全問合わせを行うことができる。 Thus, a maximum braking mode is set that allows pressure control beyond the limit braking pressure detected by the pressure sensor, even if the pressure sensor no longer supplies a reliable signal. For this reason, another safety inquiry can be made.
限界制動圧力以上の圧力制御は、使用される弁例えば比例弁又はクロック弁に応じて行うことができる。好ましい実施形態によれば、そのつどの制動圧力を車輪滑りから求めるか又は評価することができる。最大に可能な滑り値をできるだけ精確に得るため、特に圧力勾配を設定するか又は評価することができる。 Pressure control over the limit braking pressure can be performed according to the valve used, for example a proportional valve or a clock valve. According to a preferred embodiment, the respective braking pressure can be determined or evaluated from wheel slip. In particular, the pressure gradient can be set or evaluated in order to obtain the maximum possible slip value as accurately as possible.
従って本発明による制動システム及び本発明による方法は、今まで使用された圧力センサ及びそれに合わされる圧力制御回路を維持しながら、ソフトウェアの適当な変更により実現することができる。 Therefore, the braking system according to the present invention and the method according to the present invention can be realized by appropriate modifications of the software while maintaining the pressure sensor and the pressure control circuit fitted to it.
添付図面により実施例について本発明を以下に説明する。 The invention will now be described by way of example with reference to the accompanying drawings.
商用車両の電気空気圧制動システム１は例えば２つのチャネルを持ち、そのうち１つの車軸例えば前車軸用のチャネルが図に示されている。圧縮空気溜め２には制動圧力制御装置としての制動圧力変調器３が接続され、この変調器３に弁４、圧力センサ５及び制御装置６が設けられ、この制御装置６が圧力センサ５の圧力信号Ｓ１を受入れ、かつバス７を介して中央制御装置８の信号Ｓ６を受入れ、信号Ｓ２を介して弁４を起動する。 The electropneumatic braking system 1 of a commercial vehicle has, for example, two channels, one of which is shown in the figure for one axle, for example the front axle. A braking pressure modulator 3 as a braking pressure control device is connected to the compressed air reservoir 2, and a valve 4, a pressure sensor 5, and a control device 6 are provided in the modulator 3, and the control device 6 serves as a pressure of the pressure sensor 5. It accepts the signal S1, accepts the signal S6 of the central control unit 8 via the bus 7, and activates the valve 4 via the signal S2.
中央制御装置８は、制動ペダルに接続される制動値発信器９の目標制動信号Ｓ３を受入れ、図示したチャネルに加えて、例えば１つ又は複数の後車軸及び場合によってはトレーラのここには図示してない別のチャネルを制御する。更に中央制御装置８は、制御信号Ｓ４，Ｓ５を介して、制動圧力変調器３の出口において前車軸の車輪モジュール１２，１４の前に設けられる制動弁１０，１１を制御する。車輪モジュール１２，１４のほかに、とりわけＡＢＳ弁１６，１７及び回転数信号Ｓ８，Ｓ９を中央制御装置８へ供給する回転数センサ１８，１９が設けられ、この供給は直接に又はバス７を介して行うことができる。 The central control unit 8 receives the target braking signal S3 of the braking value transmitter 9 connected to the braking pedal, and in addition to the illustrated channels, for example here one or more rear axles and possibly also trailers here. Control another channel not shown. Furthermore, the central control device 8 controls the braking valves 10 and 11 provided in front of the front axle wheel modules 12 and 14 at the outlet of the braking pressure modulator 3 via control signals S4 and S5. In addition to the wheel modules 12, 14, there are provided, among other things, ABS valves 16, 17 and speed sensors 18, 19 for supplying the speed signals S 8, S 9 to the central control device 8, this supply being directly or via the bus 7. Can be done.
従って制動圧力変調器３は、バス７を介して信号Ｓ６により、中央制御装置８から設定目標値を受ける。 Therefore, the braking pressure modulator 3 receives the set target value from the central controller 8 by the signal S6 via the bus 7.
圧縮空気溜め２には例えば１２ｂａｒの圧力が存在することができる。通常の場合制動圧力変調器３における圧力制御は、例えば１２ｂａｒの限界制動圧力以下で行われる。圧力センサ５は、弁４により使用可能にされる出力導管の１〜１０ｂａｒの圧力ｐを測定して、高い精細度を得るため１０ｂａｒに規定されている測定範囲を持つ圧力信号Ｓ１を出力し、例えば０．５Ｖ〜５Ｖの値範囲にあって測定された圧力に比例するアナログ測定信号Ｓ１を供給する。 A pressure of, for example, 12 bar can be present in the compressed air reservoir 2. In the normal case, the pressure control in the braking pressure modulator 3 is performed, for example, below the limit braking pressure of 12 bar. The pressure sensor 5 measures the pressure p of 1 to 10 bar of the output conduit enabled by the valve 4 and outputs a pressure signal S1 having a measurement range defined at 10 bar in order to obtain high definition, For example, an analog measurement signal S1 that is in a value range of 0.5V to 5V and is proportional to the measured pressure is supplied.
通常の圧力制御モードにおいて、１２ｂａｒの一層高い貯蔵圧力は車両の制動には利用不可能である。なぜならば、制動システムの制動要求信号としての設定目標値信号Ｓ６は、圧力センサ５の値範囲を超過しないからである。従ってすべての通常の圧力制御では、制動圧力変調器３における圧力制御は、圧力センサ５に基いて行われる。本発明によれば、最大制動力がタイヤと車道との間の最大摩擦によって限定されているだけでなく、圧力センサ５の値範囲によっても限定されていることがわかる。 In the normal pressure control mode, a higher storage pressure of 12 bar is not available for vehicle braking. This is because the set target value signal S6 as a braking request signal of the braking system does not exceed the value range of the pressure sensor 5. Therefore, in all normal pressure controls, the pressure control in the braking pressure modulator 3 is performed on the basis of the pressure sensor 5. According to the present invention, it can be seen that the maximum braking force is limited not only by the maximum friction between the tire and the roadway but also by the value range of the pressure sensor 5.
圧力信号又はセンサ信号Ｓ１の評価により、制動圧力変調器３の分散制御装置６又は中央制御装置８によって、運転者又は別のシステム例えば非常制動システムが最大に可能な制動力を必要としていることを認識することができる。この場合本発明によれば、圧力センサ５の値範囲が出力すべき制動圧力ｐを限定しているか否かが検査される。 The evaluation of the pressure signal or sensor signal S1 indicates that the driver or another system, for example an emergency braking system, requires the greatest possible braking force by the distributed controller 6 or the central controller 8 of the braking pressure modulator 3. Can be recognized. In this case, according to the present invention, it is inspected whether or not the value range of the pressure sensor 5 limits the braking pressure p to be output.
圧力センサ５の値範囲が出力すべき制動圧力ｐを限定しているか否かの本発明による検査は、例えば測定された制動圧力が例えば９．５ｂａｒより上にあることを評価することによって、簡単に行うことができる。更に場合によっては、値範囲より上の圧力信号Ｓ１を評価することができ、その際比例的でない信号推移と、一層高い圧力の少なくとも基礎又は大体の評価として用いることができる。 The test according to the invention of whether the value range of the pressure sensor 5 limits the braking pressure p to be output is simple, for example by evaluating that the measured braking pressure is above 9.5 bar, for example. Can be done. Furthermore, in some cases, the pressure signal S1 above the value range can be evaluated, which can then be used as a non-proportional signal transition and at least a basic or rough evaluation of the higher pressure.
一方では最大制動圧力又は最大に可能な制動力が望まれており、他方では圧力センサ５の圧力信号Ｓ１の最大値が出力すべき制動圧力を限定していることを、制御装置６が認識すると、安全性の間合わせを考慮して、圧力制御モジュールから最大制動モジュールへの切換えが行われ、即ちそうでない場合制動圧力変調器３により行われる制御を考慮することなしに、最大に可能な制動圧力が出力され、従って弁４が完全に開かれる。最大制動力の上述した状態がもはや存在しないことを制御装置６が確認する時、例えばバス７を介してこのように高い制動力要求がもはや出て来ないか、又は圧力センサ５がもはや過制御されていないか又はもはや最大値を表示しない時、制御装置６が弁４を再び一部又は全部閉じる。 When the control device 6 recognizes that the maximum braking pressure or the maximum possible braking force is desired on the one hand and the maximum value of the pressure signal S1 of the pressure sensor 5 limits the braking pressure to be output on the other hand. The switching from the pressure control module to the maximum braking module takes place in view of safety alignment, i.e. the maximum possible braking without taking into account the control performed by the braking pressure modulator 3 otherwise. The pressure is output and therefore the valve 4 is fully opened. When the control device 6 confirms that the above-mentioned state of maximum braking force no longer exists, such a high braking force requirement no longer comes out, for example via the bus 7, or the pressure sensor 5 is no longer over-controlled. When not being done or no longer displaying the maximum value, the control device 6 closes part or all of the valve 4 again.
本発明によれば次の状態が生じる。
圧力制御モード。即ちバス７を介して制動要求信号Ｓ６による通常の制動要求がある場合、及び／又は圧力信号Ｓ１が出力すべき制動圧力を限定していることが認識されない場合、例えば１０ｂａｒの限界制動圧力以下で制動圧力変調器３により従来の圧力制御が行われる。According to the present invention, the following state occurs.
Pressure control mode. That is, when there is a normal braking request via the bus 7 by the braking request signal S6 and / or when it is not recognized that the pressure signal S1 limits the braking pressure to be output, for example below the limit braking pressure of 10 bar. The braking pressure modulator 3 performs conventional pressure control.
最大制動モード即ち最大制動力要求がある場合の圧力制御。即ち信号Ｓ６により最大制動力要求が認識され、更に圧力信号Ｓ１の最大値が出力すべき制動圧力を限定していることが認識される場合、弁４が更に開かれる。 Pressure control when there is a maximum braking mode or maximum braking force requirement. That is, when the maximum braking force request is recognized by the signal S6 and it is further recognized that the maximum value of the pressure signal S1 limits the braking pressure to be output, the valve 4 is further opened.
１０ｂａｒの鎖錠範囲より上の圧力制御は、１つの弁４又は複数の弁４の種類に応じて行うことができる。この場合弁開度が可変に制御可能である比例弁及び周期的に開くクロック弁を使用することができる。現在の圧力は、本発明によれば種々のやり方で評価することができる。例えば１０ｂａｒの最大圧力値より上で圧力センサが変化する圧力信号例えば非直線的に上昇する圧力信号を供給する場合、この非直線的上昇を１つの圧力値（まず大体に）に対応させることができる。１つのクロック弁又は複数のクロック弁を使用する場合も、通気電磁石の整合クロック制御により圧力を制御することができる。 The pressure control above the locking range of 10 bar can be performed according to the type of one valve 4 or a plurality of valves 4. In this case, a proportional valve whose valve opening can be variably controlled and a clock valve that opens periodically can be used. The current pressure can be evaluated in various ways according to the present invention. For example, if the pressure sensor supplies a pressure signal that changes above a maximum pressure value of 10 bar, for example a pressure signal that rises non-linearly, this non-linear rise may correspond to one pressure value (first roughly). it can. Even when one clock valve or a plurality of clock valves are used, the pressure can be controlled by matching clock control of the ventilating magnet.
圧力高さの精確な認識は、車輪モジュール１２，１４のＡＢＳからいずれにせよ求められるそれぞれの車輪の滑りから有利に行われる。ＡＢＳ制御中に地面の状態及び制動機の車輪状態が殆ど変化しないか又は徐々にのみ変化することを仮定すると、車輪の滑り又はロック挙動を制動圧力に対応させることができる。 Accurate recognition of the pressure height is advantageously made from the slippage of the respective wheel, which is required anyway from the ABS of the wheel modules 12,14. Assuming that ground conditions and brake wheel conditions change little or only gradually during ABS control, wheel slip or locking behavior can be made to correspond to braking pressure.
最大に可能な滑り値ができるだけ精確に得られるようにするため、圧力勾配が生じるように、弁の開放が行われる。それにより傾斜限定が行われる。従って最大制動モードは、例えば１２ｂａｒまでの圧力による制動を可能にする。最大制動力要求の状態がもはや存在しないことがわかると、１０ｂａｒの限界圧力まで又は以下の通常圧力制御モードに再び切換えられる。 In order to obtain the maximum possible slip value as accurately as possible, the valve is opened so that a pressure gradient is created. Thereby, inclination limitation is performed. The maximum braking mode thus enables braking with pressures up to 12 bar, for example. If it is found that the state of the maximum braking force demand no longer exists, it is switched back to the normal pressure control mode up to the limit pressure of 10 bar or below.
本発明による制動システムは、一方では適当なハードウェア制御装置によりハードウェア的に構成することができる。しかし圧力センサ及びそれに合わされる圧力制御回路を維持する場合、制動圧力変調器３の制御装置６により使用されるソフトウェアのみが有利に変更される。 On the one hand, the braking system according to the invention can be configured in hardware by means of a suitable hardware control device. However, when maintaining the pressure sensor and the associated pressure control circuit, only the software used by the control device 6 of the braking pressure modulator 3 is advantageously modified.
従って本発明によれば、車両の最大減速度従って車両の安全性も制動距離の短縮により高めることができる。 Therefore, according to the present invention, the maximum deceleration of the vehicle, and hence the safety of the vehicle can be increased by shortening the braking distance.
１ 制動システム
２ 圧縮空気溜め
３ 制動圧力制御装置
４ 弁
５ 圧力センサ
６ 制御装置
８ 中央制御装置
１２，１４ 車輪モジュールDESCRIPTION OF SYMBOLS 1 Braking system 2 Compressed air reservoir 3 Braking pressure control device 4 Valve 5 Pressure sensor 6 Control device 8 Central control device 12, 14 Wheel module
Claims (10)
制動圧力制御装置（３）が、圧縮空気溜め（２）に接続される弁（４）、弁（４）に接続される圧縮空気導管の制動圧力（ｐ）を測定して圧力信号（Ｓ１）を出力する圧力センサ（５）、圧力信号（Ｓ１）及び制動要求信号（Ｓ６）を受けて弁（４）を制御する制御装置（６）を持ち、
圧力センサ（５）の圧力信号（Ｓ１）の最大値が圧縮空気溜め（２）の貯蔵圧力より小さく、通常の制動モードでは、目標圧力がこの圧力信号（Ｓ１）の最大 値以下に制限されるものにおいて、
最大制動モードでは、弁（４）が通常の制動モードにおける制御範囲を超えて開かれる
ことを特徴とする、制動システム。An electro-pneumatic braking system comprising at least a compressed air reservoir (2), a braking pressure control device (3), and at least one wheel module (12, 14) connected to the braking pressure control device (3);
The braking pressure control device (3) measures the braking pressure (p) of the valve (4) connected to the compressed air reservoir (2) and the compressed air conduit connected to the valve (4) to measure the pressure signal (S1). a pressure sensor for outputting (5) has a control device for controlling the accept the valve (4) a pressure signal (S1) and the brake request signal (S6) (6),
The maximum value of the pressure signal (S1) of the pressure sensor (5) is smaller than the stored pressure of the compressed air reservoir (2), and in the normal braking mode, the target pressure is limited to the maximum value of the pressure signal (S1) or less. In things,
Braking system, characterized in that in maximum braking mode, the valve (4) is opened beyond the control range in normal braking mode .
目標制動信号（Ｓ３）に応じて制動要求信号（６）が形成され、
圧力信号（Ｓ１）及び制動要求信号（Ｓ６）により弁（４）が制御されて、圧縮空気溜め（２）を車輪モジュール（１２，１４）へ至る圧縮空気導管に接続し、
圧力センサ（５）の圧力信号（Ｓ１）の最大値が圧縮空気溜め（２）の貯蔵圧力より小さく、
通常の制動モードでは、目標圧力がこの圧力信号（Ｓ１）の最大値以下に制限されるように、弁（４）が開かれ、
最大制動モードでは、通常の制動モードにおける制御範囲を超えて弁（４）が開かれる
制動システムの制御方法。A pressure sensor (5) measures the braking pressure (p) of at least one compressed air conduit leading to the wheel module (12, 14) and outputs a pressure signal (S1);
A braking request signal (6) is formed in response to the target braking signal (S3),
The valve (4) is controlled by the pressure signal (S1) and the braking request signal (S6) to connect the compressed air reservoir (2) to the compressed air conduit to the wheel modules (12, 14);
The maximum value of the pressure signal (S1) of the pressure sensor (5) is smaller than the storage pressure of the compressed air reservoir (2);
In the normal braking mode, so that the target pressure is limited to less than the maximum value of the pressure signal (S1), the valve (4) is opened,
The maximum braking mode, the control method of <br/> brake system valve (4) is opened beyond the control range in the normal braking mode.
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| JP2007228290A JP5168618B2 (en) | 2007-08-08 | 2007-08-08 | Electro-pneumatic braking system and control method of electro-pneumatic braking system |
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| JP2007228290A JP5168618B2 (en) | 2007-08-08 | 2007-08-08 | Electro-pneumatic braking system and control method of electro-pneumatic braking system |
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| JP2009040384A JP2009040384A (en) | 2009-02-26 |
| JP5168618B2 true JP5168618B2 (en) | 2013-03-21 |
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| DE19615831A1 (en) * | 1996-04-20 | 1997-10-23 | Bosch Gmbh Robert | Determining characteristic variable of vehicle wheel-brake |
| DE19649402A1 (en) * | 1996-11-28 | 1998-06-04 | Knorr Bremse Systeme | Pressure control device for electro-pneumatic brake systems of vehicles, in particular commercial vehicles |
| DE10219039A1 (en) * | 2002-04-29 | 2003-11-13 | Wabco Gmbh & Co Ohg | Method and arrangement for monitoring vehicle brakes of electronically controlled brake systems of vehicles and vehicle combinations for overload |
| JP4823529B2 (en) * | 2005-01-19 | 2011-11-24 | 本田技研工業株式会社 | Brake device |
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