JPH0141535B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention comprises a rotation detector associated with at least one non-driven wheel and at least one driven wheel of a vehicle, and a rotation sensor connected to each of these rotation detectors to determine the wheel speed. A wheel speed forming circuit which forms a proportional signal can be connected to each of these wheel speed forming circuits so that during braking, at a specific deceleration value, starting from the current wheel speed, the wheel speed is formed from this wheel speed. A reference circuit that respectively forms a reference speed signal that does not follow rapid changes in A maximum value selection circuit that uses a common overall reference speed signal for each wheel, and a rotation detector attached to the driven wheel and the maximum value selection circuit, which determines whether braking is adjusted or not during driving. Only if the braking is adjusted while driving by closing or opening accordingly.
The present invention relates to a circuit arrangement for obtaining a reference signal for an anti-stick vehicle braking system, comprising switching means for making it possible to supply a reference speed signal of a driven wheel to a maximum value selection circuit.

Such a circuit arrangement was proposed in the second invention of the original patent, and it makes it possible to obtain an overall reference speed valid for all brake pressure control circuits from the output signals of rotation detectors attached to different wheels. This makes it possible to prevent the overall reference speed from increasing due to idling of the driven wheels.

However, this circuit arrangement has the disadvantage that, for example, if the undriven front wheels enter into a idling state before the driven rear wheels, the overall reference speed is increased.

The object of the invention is to provide a circuit arrangement that does not have these drawbacks.

In order to solve this problem, according to the present invention, the switching means is a switch inserted between a reference circuit attached to the driven wheel and a maximum value selection circuit, or a rotation detector attached to the driven wheel. and a reference circuit attached to the driven wheel, or a rotation detector attached to the driven wheel, a rotation detector attached to the non-driven wheel, and a reference circuit attached to the driven wheel. and a slip adjustment signal that is generated when the wheel speed signal of the wheel and the wheel speed of the non-driven wheel decreases below its reference speed or the wheel acceleration of the driven wheel exceeds a limit value. and a logic circuit that generates an output signal that opens the switch when an acceleration adjustment signal is present and closes the switch when braking pressure adjustment is initiated.

As a result, if the driven wheels spin,
Since only the speed of the non-driven wheels is used to form the overall reference speed, if, for example, a driven rear wheel is spinning, this rear wheel does not increase the overall reference speed. If the vehicle is stationary or the detector of the non-driven wheel is faulty, the reference circuit of the driven wheel is not disconnected.
Furthermore, when the vehicle is running, the reference speed of the wheels that are not driven, such as the front wheels, is used as the overall reference speed. According to the invention, only when it is certain that the speed of the driven wheels is not higher than the vehicle speed can the reference circuit of the driven wheels be used again for the formation of the overall reference speed.

A further object of the second invention is to eliminate the need to disconnect the reference speed signal of a driven wheel even when the wheel is idling.

According to the second invention to solve this problem,
The switching means includes a divider that reduces the reference speed signal of the driven wheels and selectively supplies the reference speed signal of the driven wheels or the reduced reference speed signal via the divider to the maximum value selection circuit. a logic circuit for passing the unreduced reference speed signal to the maximum selection circuit with a signal applied to the set input indicating the beginning of the adjusted braking, or a signal indicating the end of the adjusted braking applied to the reset input; and a storage circuit that operates the logic circuit to pass the applied reduced reference speed signal to the maximum value selection circuit.

This allows the reference speed signal of the driven wheels to be reduced to a fraction of the reference speed without being disconnected even when the wheels are idling, and can be used to form the overall reference speed. Therefore, when changing the reference speed, a sudden change in the reference speed is prevented. Only when a braking force adjustment takes place and a slip adjustment signal for the driven wheels is generated can the actual reference speed of the driven wheels be used to form the overall reference speed.

Next, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

In Figure 1, in order to perform diagonal adjustment,
A right front wheel that is not driven (hereinafter referred to as the front wheel) 2 and a driven left rear wheel (hereinafter referred to as the rear wheel) 4
It is assumed that the overall reference speed is obtained by detecting the rotational speed of the motor.

Rotation detectors associated with these wheels 2 and 4 are indicated at 6 and 8. The detector 6 includes a wheel speed forming circuit 10 for determining the wheel speed of the front wheels 2.
and a reference circuit 12 that forms a reference speed from this wheel speed are sequentially connected. The detector 8 includes a wheel speed forming circuit 14 for determining the wheel speed of the rear wheels 4 and a reference circuit 1 for forming a reference speed from this wheel speed.
6 is provided. Reference circuit 12 or 16
As is known, during braking, at a specific deceleration value, starting from the current wheel speed, a reference speed is formed from this wheel speed, but which does not follow rapid changes in the wheel speed. Both reference circuits 12, 16
The output terminal of is connected to a maximum value selection circuit 18 which sets the larger of the two reference speeds as the overall reference speed. The circuits belonging to the front wheel 2 and the rear wheel 4 are logically coupled to each other via a logic circuit 20. The circuit belonging to the rear wheel 4 is provided with a plurality of switches 22 , 23 and 24 in series, which can be operated by the output signal of the logic circuit 20 . The functions of these switches will be described later.

In the following description, a signal generated when a predetermined acceleration or deceleration of a wheel is exceeded and used to adjust the anti-sticking device will be referred to as an acceleration adjustment signal or a deceleration adjustment signal, and a signal generated when a predetermined slippage of the wheel is exceeded. The signal used to adjust the anti-sticking device is called a slip adjustment signal.

The logic circuit 20 has AND gates (hereinafter abbreviated as AND) 25, 26, 27, 28, an OR gate (hereinafter abbreviated as OR) 30, and RS flip-flops (hereinafter abbreviated as FF) 32, 34.
Connected as shown. Furthermore, AND3
6 is provided to logically combine together the output signal of logic circuit 20 and the test signal coming from the test circuit via conductor 48 to a logic circuit for testing internal defects in the anti-stick adjustment device.

AND25 is the wheel speed formation circuit 10 of the front wheel 2
The conduction is controlled by the wheel speed signal v _VR and the slip adjustment signal λ _VR . The signal λ _VR also controls the conduction of AND27. Since this AND27 is not directly related to the present invention, further explanation will be omitted. AND2
6 is given the B output signal of FF32 and the rear wheel deceleration adjustment signal _-bHL . Furthermore, the A output signal of FF32 is led to the inverting input terminal of AND27.
The set input terminal S of the FF 32 is connected to the output terminal of the AND 25, and the reset input terminal R of the FF 32 is connected to the output terminal of the wheel speed forming circuit 10. AND
28 is a front wheel 2 slip adjustment signal λ _VR and a front wheel speed signal through two input terminals and one inversion input terminal.
v Logically combine _VR and brake pressure adjustment start t _V4 .
The output terminal of this AND28 is connected to the set input terminal S of the FF 34, and the reset input terminal R of this FF can be controlled by the slip adjustment signal _λHL of the rear wheel 4.
Further, the A output terminal operates one of the switches 22, 23, and 24.

The signals mentioned above, for example the deceleration adjustment signal −b _HL of the driven rear wheels 4, the slip adjustment signal λ _VR of the undriven front wheels 2, the first acceleration adjustment signal +b _HL of the driven rear wheels, the deceleration adjustment signal −b Signal t _V4 indicating the start of braking pressure adjustment based on _HL , slip adjustment signal λ _HL of the driven rear wheels, test signal and speed signal of the front wheels.
v _VR are conductors 38, 40, 42, 44,
46, 48 and 50.

Next, the operation of the circuit device shown in FIG. 1 will be explained. In the inactive (reset) state, a high level signal is present at the B outputs of FFs 32 and 34, and a low level signal is present at their A outputs. This reset state occurs in driving conditions in which the speed signal v _VR of the front wheels 2 and the slip adjustment signal λ _HL of the rear wheels 4 are present.

Now, it is assumed that the vehicle is running and the driven rear wheels 4 are spinning. This situation is shown in FIG. For simplicity, it is assumed here that the vehicle speed and the front wheel speed v _VR , which is proportional to this, remain unchanged.

Due to the idling of the rear wheels 4 while the vehicle is running, the overall reference speed V _GesRef in the maximum value selection circuit 18 also increases. When the slip adjustment signal λ _VR is generated on the front wheel 2 at time t ₁ , or when the acceleration signal +b _HL is generated on the idling rear wheel (not shown in Fig. 2), the input terminal of AND28 shows the speed. Signal v _VR and signal λ _VR or +b _HL are added. The braking pressure has not yet been adjusted, so the signal t _V4 indicates the start of the adjustment.
Since is zero, AND28 conducts and sets FF34, so that the high level signal appearing at the output of this FF opens switch 22 and disconnects the reference circuit 16 of the rear wheel 4 from the maximum value selection circuit, so that the front wheel Only the reference speed V _RefVR of 2 is the overall reference speed,
It is applied to a brake pressure control circuit (not shown).

The output signal of FF34 is also applied to the inverting input terminal of AND26 to prevent this. In this special situation where the rear wheel reference speed signal is disconnected, it is not desirable to perform a functional test to determine whether the anti-sticking device operates normally, so this AND3
6, the test signal is briefly cut off.

For example, at time _t2 , when the vehicle is decelerated again by releasing the accelerator pedal or applying the brakes, a rear wheel deceleration signal -b _HL occurs, which, as mentioned above, generates the signal t _V4 indicating the start of braking pressure adjustment. ,
This signal _tV4 blocks AND28 via its inverting input. At the same time, the front wheel reference speed V _RefVR and the overall reference speed V _GesRef follow a predetermined course, and both the front wheel and the left rear wheel enter a slipping state.

At time _t3 , when the rear wheel slippage signal λ _HL occurs, the FF 34 is reset and the switch 22 is closed again, so that the rear wheel reference circuit 16 is again connected to the maximum value selection circuit 18 for forming the overall reference value. circuit 1
8, the overall reference speed is given by the maximum value selection circuit from the two reference speeds. This state is
This is shown by the course of the curve after t ₃ . At the same time, the blocking of the test signal is also removed by the conduction of AND36. As can be seen, due to the maximum value selection circuit 18, the overall reference speed V _GesRef is still given by the reference speed V _RefVR of the front wheels, but at time t ₄ the reference speed V _RefHL of the rear wheels changes to the reference speed V _RefVR of the front wheels. exceeds to give the overall reference speed V _GesRef . After time _t4 , the reference speeds of the rear and front wheels alternately give the overall reference speed.

switch 22 to switch 23 or switch 2
4, the reference speed can be increased differently both temporally and numerically depending on each connection. If a switch 22 is provided, the reference value is always available and only switches from zero to full value, so that the reference speed increases in a jump, as shown at _t3 in FIG. If the switch 23 is used, the reference speed is formed from each speed with a delay in the actual circuit, so the rise of the reference speed is delayed and increases from zero to the full value as in the case of the switch 22. .

The use of switch 24 has the advantage that since the speed value v _VR of the undriven front wheels already exists, it is only necessary to increase it slightly to the full value of the speed of the rear wheels. This connection can also be made by switch 22.

The operation of the circuit arrangement of FIG. 1 will now be explained with reference to FIG. 3 when the vehicle and thus the front wheels are stationary and the rear wheels are idling. When the front wheels are stopped, the front wheel speed v _VR is zero, AND28 is blocked, and FF34
cannot move to the set state, therefore switch 22
remains closed and the overall reference speed V _GesRef is formed from the speed of the idle rear wheel v _HL .

At a specific point in time, a front wheel slip adjustment signal λ _VR is generated.
To avoid front wheel brake pressure loss, the λ _VR signal is blocked by AND 28 until the front wheel speed is greater than zero. Since v _VR = 0, FF32 has been reset, so the rear wheel deceleration signal -b _HL
The signal is blocked via AND 26, which is important when the vehicle is idle while the vehicle is stationary. This is because the delayed starting of the reference speed does not then take place and therefore the braking pressure on the rear wheels cannot become pressureless. Furthermore, this means that the front wheel detector 10
This is also important in the event of a failure or a break in the cable. In other words, in the case of a failure of the front wheel detector or a break in the detector cable, v _VR = 0 and AND28
is in a blocked state and FF 34 is not set, so AND 36 is conductive and allows the test signal to pass. Accordingly, the test signal provided via conductor 48 allows a fault detector or cable break to be confirmed and the brake pressure control circuit to be disconnected in a timely manner. In this case, AND36 is conducting, so
The test circuit is not disconnected. This has the advantage that a fault is not detected for the first time by monitoring the brake solenoid valve, but already via the test circuit.

When starting off or accelerating during normal driving, if the front wheel speed v _VR is apparently equal to zero due to a defect, e.g. a failure of the front wheel detector 10 or a break in its cable, the front wheel slips in order to avoid loss of braking pressure. The adjustment signal λ _VR or the rear wheel acceleration signal +b _HL is likewise blocked (see FIG. 4). In other words, due to the failure, the apparent front wheel speed v _VR =0. During takeoff, the front wheel speed is compared with the overall reference speed formed by the healthy rear wheel speed, so that a front wheel slip adjustment signal λ _VR is generated. This signal is passed through AND25 and FF32 in the set state to AND27.
itself is blocked by Front wheel speed v _VR = 0
Therefore, the rear wheel acceleration adjustment signal +b _HL is also
Blocked by AND28. Since FF 34 is not set, AND 36 is not blocked and remains conductive, allowing testing. The test circuit remains connected, via which a fault can be confirmed and the brake pressure control circuit can be disconnected in a timely manner.

Referring now to FIG. 5, which shows another circuit arrangement according to the invention, once again assuming diagonal adjustment, the reference speed of the driven left rear wheel (hereinafter referred to as rear wheel) is
V _RefHL is not disconnected when the rear wheel is idling, and the splitter 5
0, for example, by dividing by 2, so that 50% of the rear wheel reference speed is the maximum value selection circuit 5.
2 is used to form the overall reference speed.

This circuit device includes, in addition to the above-described divider 50 and maximum value selection circuit 52, a logic circuit 54, an FF 58 as a storage circuit, and an inverting element 60.

The maximum value selection circuit 52 receives a reference speed signal V _RefVR of the right front wheel (hereinafter referred to as front wheel) via a conductor 62.
is supplied, and via the logic circuit 54 and the conductor 64, the full value or half value of the rear wheel reference speed V _RefHL is supplied.

The logic circuit 54 outputs rear wheel reference speed signals V _RefHL and FF.
This FF is set by the rear wheel slip adjustment signal λ _HL and is supplied with the output signal 58 by the signal _tV4 indicating the start of brake pressure adjustment or by the signal BS obtained via the brake light switch. After the braking is completed, the divider 5 is reset.
0 becomes valid again.

The logic circuit 54 has two ANDs 68 and 70, and the reference speed of the rear wheels is input to both input terminals of the AND 68.
The full value of V _RefHL and the output signal of FF58 are derived,
On the other hand, a value of 50% of the reference speed of the rear wheels is introduced to one input terminal of the AND 70 via the divider 50, and an output signal of the FF 58 is introduced to its inverting input terminal.

The output signals of ANDs 68 and 70 are applied to maximum value selection circuit 52 via OR 72.

The circuit arrangement according to FIG. 5 operates as follows.

Since FF 58 is reset, AND 68 is blocked unless a brake pressure adjustment is carried out, which is normally indicated via signal t _V4 or BS.
AND70 is conductive and therefore the output of the logic circuit 54 receives the rear wheel reference speed V _RefHL via the divider 50.
appears and is routed to the maximum value selection circuit 52 for forming the overall reference speed. The advantage of this circuit arrangement is that, by means of the maximum value selection circuit 52, the overall reference speed is formed from the reference speed of the front wheels until half of the reference speed exceeds the reference speed of the front wheels, for example when the rear wheels are idling. . In this case as well, as a result of the division of the reference speed, the overall reference speed does not rise too rapidly from zero and remains within a moderate limit.

If the rear wheel slip adjustment signal λ _HL occurs after the start of the controlled braking process, the reference speed V _RefHL of the rear wheels, which have a higher speed than the front wheels, is directly used to form the overall reference speed. That is, AND70 is blocked by the output signal of FF58, which is set by signal λ _HL , and AND68 becomes conductive, allowing signal V _RefHL to pass. For switching back to the initial state, the storage circuit 58 is reset by the disappearance of the signal _tV4 or BS after the end of the braking process. The rear wheel slip adjustment signal λ _HL is only generated when a slip limit value between the reference speed of the front wheels and the speed of the rear wheels is exceeded.

Even if the driven rear wheels are spinning, the rear wheel reference speed remains constant.
The reduction to 50% is maintained. Upon release of the accelerator pedal, the driven wheels are decelerated and a deceleration signal is generated, which may initiate a reference speed course. The signal derived from this reference speed curve can be logically combined with the output signal of the storage circuit 58 and used to connect a circuit that causes the rear wheel reference speed to progress faster. This makes it possible for the reference speed to assume the correct value within the driver's reaction time, so that the device is ready to brake correctly on all wheels in a timely manner.

The circuit arrangement of FIG. 5 can be further modified or supplemented. If the reduction, for example by 50% of the reference speed, is not sufficient, a slip adjustment signal is generated at the front wheels that lasts longer than the normal solenoid valve monitoring time while the driven rear wheels are idling. In this case, the slip adjustment signal can be blocked.

Although only diagonal adjustments have been described in connection with the figures, the invention is also applicable to other adjustments of vehicles with at least one driven axle, such as rear axle adjustments, lateral adjustments, etc.

The present invention develops the second invention described in claim 3 of the original patent (No. 1489926), and the switching means is controlled by various signals characterizing the operation of the wheels via a logic circuit. Another device is proposed which, when operated properly, prevents the overall reference speed from being unduly increased as a result of wheel slippage of the driven wheels.

[Brief explanation of drawings]

FIG. 1 is a connection diagram of a circuit device according to the present invention, and FIG.
FIG.
The figure is a diagram showing the course of various speeds together with the time course of the adjustment signal when the driven rear wheels are idling while the vehicle is stopped or the detector of the undriven front wheels is faulty. FIG. 5 is a diagram showing the course of the speed when the sensor of a wheel that is not being braked or started is faulty and is not driven; FIG. 5 is a connection diagram of a further circuit arrangement according to the invention. 2... Right front wheel not driven, 4... Left rear wheel driven, 6, 8... Rotation detector, 10, 14...
Wheel speed formation circuit, 12, 16...Reference circuit, 1
8, 52... Maximum value selection circuit, 20, 54... Logic circuit, 22, 23, 24... Switch, 50...
...divider, 58...memory circuit.

Claims (1)

[Scope of Claims] 1. Rotation detectors respectively associated with at least one non-driven wheel and at least one driven wheel of a vehicle, and a signal connected to each of these rotation detectors and configured to output a signal proportional to the wheel speed. Wheel speed forming circuits can be connected to each of these wheel speed forming circuits to form, and when braking, at a specific deceleration value, starting from the current wheel speed and forming from this wheel speed, rapid changes in the wheel speed can be carried out. A reference circuit that is connected to both reference circuits and forms a reference speed signal that does not follow the reference speed signal, respectively, and a circuit that is connected to both reference circuits and selects the larger signal value of both reference speed signals to be common to all brake pressure control circuits. Located between a maximum value selection circuit that serves as an overall reference speed signal, a rotation detector attached to a driven wheel, and the maximum value selection circuit, and is closed depending on whether braking is adjusted or not during driving. switching means for making it possible to supply the reference speed signal of the driven wheels to the maximum value selection circuit only when the braking is adjusted during driving by opening or opening the switching means, the switching means comprising: A switch 22 inserted between the reference circuit 16 attached to the driven wheel and the maximum value selection circuit 18, or the driven wheel 4
The switch 2 is inserted between the rotation detector 8 attached to the wheel 4 and the reference circuit 16 attached to the driven wheel 4.
3, or a rotation detector 8 attached to the driven wheel 4, a rotation detector 6 attached to the non-driven wheel 2, and a reference circuit 1 attached to the driven wheel 4;
6, the wheel speed signal v _VR of the wheel, and the slip adjustment signal λ _VR generated when the wheel speed of the non-driven wheel falls below its reference speed or the driven wheel. The acceleration adjustment signal +b _HL generated when the wheel acceleration of No. 4 exceeds the limit value, if present, generates an output signal that opens the switch, and also output that closes the switch in the case of braking pressure adjustment start t _V4 . 1. A circuit arrangement for obtaining a reference signal for a vehicle braking device which is prevented from sticking, characterized in that it has a logic circuit 20 for generating a signal. 2. The logic circuit 20 is characterized in that the logic circuit 20 has an AND gate 28 which blocks the slip adjustment signal λ _VR of the non-driven wheel 2 in the absence of the wheel speed signal v _VR of this wheel. The circuit device described in Section. 3 The AND gate 28 has two inputs and one inverting input, at which the wheel speed signal v _VR of the undriven wheel 2 and the slip adjustment signal λ _VR and the acceleration of the driven wheel 4 are input. The adjustment signal +b _HL is supplied, the inverting input terminal is supplied with a signal _tV4 indicating the start of adjustment of the braking pressure, and the output terminal of the AND gate 28 is connected to the set input terminal S of the memory circuit 34 configured as a flip-flop. is,
The reset input terminal R of this memory circuit is supplied with a slip adjustment signal λ _HL for the driven wheels 4, and the output signal of the memory circuit 34 operates the switch 22 or 23 or 24. The circuit device according to scope 2. 4. characterized in that in the absence of the wheel speed signal v _VR of the undriven wheel 2, the logic circuit 20 blocks the deceleration adjustment signal -b _HL of the driven wheel 4,
A circuit device according to claim 1. 5. characterized in that the circuit arrangement has a logic gate 36 for supplying the test signal and the output signal of the logic circuit 20, which logic gate 36 blocks the test signal if the output signal of the logic circuit 20 is present; A circuit device according to claim 1. 6. Circuit arrangement according to claim 5, characterized in that the logic circuit 20 passes the test signal via the logic gate 36 if the slip adjustment signal λ _HL of the driven wheels 4 is present. . 7. Circuit arrangement according to claim 5, characterized in that the logic gate passes the test signal when the wheel speed signal of the driven wheel 4 and the speed signal of the undriven wheel 2 are equal. 8. The slip adjustment signal monitoring device in the test circuit is disconnected by the wheel speed signal, the slip adjustment signal of the non-driven wheels and the acceleration adjustment signal of the driven wheels in the non-modulated braking condition by the setting of the memory circuit; of a timing element activated by a slip adjustment signal of the driven wheel, or by an output signal of a comparator that compares the speed signal of the driven wheel with the speed signal of the non-driven wheel, or in conjunction with a set of memory circuits. Claim 5 characterized in that the connection is made again after the operation is completed.
7. The circuit device according to item 7. 9. Circuit arrangement according to claim 8, characterized in that the test circuit is blocked during the operation of the timing element. 10. When the memory circuit is set, the time axis of the test circuit, that is, the start point of periodic generation of the test signal of the test circuit is reset.
A circuit device according to claim 8. 11. The circuit device according to claim 8, wherein the test circuit is disconnected only after the defect is detected a plurality of times. 12 Only the non-driven wheel slip adjustment signal is
9. Circuit arrangement according to claim 8, characterized in that it is monitored by a slip adjustment signal monitoring device. 13. Rotation detectors respectively associated with at least one undriven wheel and at least one driven wheel of the vehicle, and a wheel speed generating circuit connected to each of these rotation detectors and forming a signal proportional to the wheel speed. and a reference speed which can be connected to each of these wheel speed formation circuits and which, during braking, starts from the current wheel speed at a specific deceleration value and is formed from this wheel speed, but does not follow rapid changes in wheel speed. A reference circuit that forms each signal, and a reference circuit that is connected to both reference circuits and selects the larger signal value of both reference speed signals to become an overall reference speed signal that is common to all brake pressure control circuits. The maximum value selection circuit is located between the rotation detector attached to the driven wheel and the maximum value selection circuit, and is closed or opened depending on whether the braking is adjusted or not during driving. switching means for supplying the reference speed signal of the driven wheels to the maximum value selection circuit only when the braking is adjusted during the braking, the switching means being provided with switching means for supplying the reference speed signal of the driven wheels to the maximum value selection circuit a divider 50 for reducing the speed signal V _RefHL and a logic circuit 54 selectively supplying the reference speed signal V _RefHL of the driven wheels or the reduced reference speed signal via the divider 50 to the maximum value selection circuit 52 and a signal λ _HL indicating the start of the adjusted braking is applied to the set input terminal, and the unreduced reference speed signal V _RefHL is passed to the maximum value selection circuit 52, or the reset input terminal indicates the end of the adjusted braking. a memory circuit 58 that operates the logic circuit 54 to pass the reduced reference speed signal to the maximum value selection circuit 52;
1. A circuit device for obtaining a reference signal for a vehicle braking device that prevents sticking. 14. Circuit arrangement according to claim 13, characterized in that the divider 50 halves the reference speed signal. 15. Circuit arrangement according to claim 13, characterized in that a circuit for increasing the course speed of the reference speed signal is provided and is connected by a signal for regulating the deceleration of the driven wheels.