JPH0211446A - Drive slip controller - Google Patents
Drive slip controllerInfo
- Publication number
- JPH0211446A JPH0211446A JP875489A JP875489A JPH0211446A JP H0211446 A JPH0211446 A JP H0211446A JP 875489 A JP875489 A JP 875489A JP 875489 A JP875489 A JP 875489A JP H0211446 A JPH0211446 A JP H0211446A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- brake pressure
- control device
- brake
- valve
- 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.)
- Granted
Links
- 230000001105 regulatory effect Effects 0.000 claims abstract description 15
- 230000001276 controlling effect Effects 0.000 claims description 2
- 230000014759 maintenance of location Effects 0.000 claims description 2
- 230000003247 decreasing effect Effects 0.000 abstract description 2
- 238000010276 construction Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 230000035939 shock 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
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
-
- 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
- B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
-
- 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
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/20—ASR control systems
- B60T2270/203—ASR control systems hydraulic system components
Abstract
Description
【発明の詳細な説明】
本発明は、空転傾向のある車輪にてブレーキ圧制御を行
う駆動スリップ制御装置であって、ブレーキ圧制御を行
うために１少なくとも１つの切換弁によって駆動輪の車
輪ブレーキに至る管路に接続される圧力源を有し、制御
自体は、後方に接続された調整弁を介して行われ、該調
整弁は圧力形成、圧力減少および必要に応じて圧力保持
の位置を有し、前記切換弁と調整弁の制御はセンサ信号
から弁に対する制御信号を形成するエレクトロニクスユ
ニットによ９行われる駆動スリップ制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention is a drive slip control device that performs brake pressure control on wheels that tend to spin. The control itself takes place via a downstream connected regulating valve, which controls the position of pressure build-up, pressure reduction and, if necessary, pressure retention. 9, and the control of said switching valves and regulating valves is carried out by an electronics unit 9 which forms control signals for the valves from sensor signals.
従来の技術
この種の駆動スリツプ制御装置は例えばＶイソ連邦共和
国特許出願公開第３４２１７５１号公報から公知である
。そこでは、切換弁がブレーキ圧制御フェーズ中、駆動
車輪のブレーキに至る管路にブレーキ庄原を接続する。BACKGROUND OF THE INVENTION A drive slip control device of this type is known, for example, from German Patent Application No. 3,421,751. There, a switching valve connects the brake pad to the line leading to the brake of the drive wheel during the brake pressure control phase.
すなわち、ブレーキ圧制御の終了と共に圧力源を遮断す
る。That is, the pressure source is shut off at the end of brake pressure control.
切換弁の投入接続および遮断によシ、液圧構造ブロック
にそれぞれ圧力波が発生する。この圧力衝撃波は騒音と
して感知される。Due to the switching on and off of the switching valve, pressure waves are generated in the hydraulic construction block. This pressure shock wave is perceived as noise.
発明が解決しようとする課題
本発明の課題は上に述べた欠点を回避し、快適性の向上
した駆動スリップ制御装置を提供することである。OBJECT OF THE INVENTION The object of the invention is to avoid the above-mentioned disadvantages and to provide a drive slip control device with improved comfort.
課題を解決するための手段
上記課題は、電子ユニットが少なくとも１つの切換弁を
ブレーキ圧制御の終了後火のような位置に保持すること
によシ解決される。すなわち、圧力源が車輪ブレーキに
至る管路に接続され、制御弁がブレーキ圧を一定保持ま
たは減少するような位置に保持することＫよシ解決され
る。The object is achieved in that the electronic unit holds the at least one switching valve in the active position after the end of the brake pressure control. That is, it is provided that a pressure source is connected to the line leading to the wheel brake and that the control valve maintains the brake pressure in a position such that it is kept constant or reduced.
本発明の構成による駆動スリップ制御装置は従来技術に
対し次のような利点を有する。すなわち、ブレーキ圧制
御に対し必要な切換弁が、ＡＳＲ−圧力形成位置でのブ
レーキ圧制御の終了後、ブレーキ圧制御の必要性を生じ
させるような新たな不安定性に直接応答することができ
るという利点を有する。この場合、中央切換弁を介した
圧力形成が、高速調整弁において上昇する供給圧力よシ
も緩慢に行われる、ということが考慮される。そのため
本発明により、新たな不安定性に迅速に対処することが
できる。The drive slip control device according to the configuration of the present invention has the following advantages over the prior art. This means that the switching valve required for brake pressure control can respond directly to new instabilities that give rise to the need for brake pressure control after termination of brake pressure control in the ASR-pressure build-up position. has advantages. In this case, it is taken into account that the pressure build-up via the central switching valve also takes place more slowly than the supply pressure that rises in the high-speed regulating valve. Therefore, the present invention allows new instabilities to be quickly addressed.
さらに本発明によシ、切換弁の必要な切換頻度が減少し
、似て快適性が向上する。Furthermore, the invention reduces the frequency of required switching of the switching valve, which in turn improves comfort.
弁のその通常位置ないし出発位置への戻し接続は所定の
時間（例えば２秒）後に行うことがうこともできる。そ
れとは無関係に、ブレーキングの開始時に弁が直ちにリ
セットされることが確実でなければならない。The return connection of the valve to its normal or starting position can also take place after a predetermined time (for example 2 seconds). Irrespective of that, it must be ensured that the valve is immediately reset at the onset of braking.
実施例 図面を用いて本発明の詳細な説明する。Example The present invention will be explained in detail using the drawings.
１から４は駆動輪および非駆動輪に配設された、車輪速
度検出用センサを示す。Reference numerals 1 to 4 indicate wheel speed detection sensors disposed on driving wheels and non-driving wheels.
センサの信号はエレクトロニクスユニット５に供給され
、エレクトロニクスユニットの部分ブロックは公知の手
段によりセンサ１〜４の信号から制御信号を出力側５ａ
１〜５２Ｌ４に生成する。出力側５ａ１には機関トルク
に対する制御機構６が接続されている。送出される信号
によシ例えばスロットルバルブが調整操作される。The signals of the sensors are fed to an electronics unit 5, which partial block outputs control signals from the signals of the sensors 1 to 4 by known means at the output side 5a.
1 to 52L4. A control mechanism 6 for engine torque is connected to the output side 5a1. For example, a throttle valve is adjusted by the transmitted signal.
しかし点火または噴射を制御することもできる。However, it is also possible to control ignition or injection.
ここでは両軍動輪が空転すると機関トルクが制御される
と仮定する。実際には出力側５ａ１と機構６との間の線
路は複数の線路からなる。ここで重要なことは、これら
線路の少なくとも１つが、機関トルク制御を行う限シ信
号を導通することである。Here, it is assumed that the engine torque is controlled when both driving wheels idle. Actually, the line between the output side 5a1 and the mechanism 6 consists of a plurality of lines. What is important here is that at least one of these lines conducts a limit signal for controlling engine torque.
出力Ｉｌｌ Ｓ ａ ２と５ａ４は調整弁７と８の制御
に用いる。調整弁は３位置弁で、車輪ブレーキ電子９
、１０のブレーキ圧を減少、増加、−足保持することが
できる。調整弁はその通常位置でブレーキ圧形成を行い
、運転者によりブレーキが操作されるとブレーキ圧が管
路１１を介して供給される。出力側５ａ２には、ＡＳＲ
−ブレーキ圧制御が作動する限シ信号が送出される。The outputs Ill S a 2 and 5a4 are used to control the regulating valves 7 and 8. The adjustment valve is a 3-position valve, and the wheel brake electronic 9
, 10 brake pressure can be decreased, increased, - foot held. The regulating valve forms the brake pressure in its normal position, and brake pressure is supplied via the line 11 when the brake is actuated by the driver. The output side 5a2 has an ASR
- A limit signal is sent to activate the brake pressure control.
ブレーキ圧制御の開始時にセットされる２双安定累子１
２を介して切換弁１３が制御される。2 bistable resistors 1 set at the start of brake pressure control
2, the switching valve 13 is controlled.
この切換弁は切換えられ、圧力源１４が調整弁７．８の
入力側に接続される。そして調整弁７゜８により庇−ブ
レーキ圧制御を個別に車輪ブレーキ９と１０で行うこと
ができる。This switching valve is switched and the pressure source 14 is connected to the input side of the regulating valve 7.8. The eaves-brake pressure control can be carried out individually for the wheel brakes 9 and 10 by means of the regulating valve 7.8.
ブレーキ圧制御が終了しても、すなわち出力側５１Ｌ２
の信号が消失しても、双安定素子１２はそのままの位置
に留まシ、従って切換弁１３もそのままの位置に留する
。出力側５ａ２の信号が消失したのでＡＮＤ／７” −
ト１５が導通する。Even if the brake pressure control ends, that is, the output side 51L2
Even if the signal disappears, the bistable element 12 remains in its position, and therefore the switching valve 13 also remains in its position. Since the signal on the output side 5a2 disappeared, AND/7” −
The gate 15 becomes conductive.
その出力信号はＯＲデー）１６．１７を介して調整弁を
その圧力保持位置に切換えるように構成されている。The output signal is configured to switch the regulating valve to its pressure holding position via OR (16.17).
双安定素子１２のリセットおよびすべての弁７．８．１
３のその通常位置への戻し接続は、ＯＲデート１９を介
し、ブレーキ操作の際、端子１８に信号発生の際および
インバータ２０を介して、機関制御の継続中を示す信号
５ａｌの消失の際に行われる。さらに双安定素子は、リ
セット信号が所定の時間内に発生しなかった場合に自動
的にリセットするよう構成しなければならない。Resetting the bistable element 12 and all valves 7.8.1
The return connection of 3 to its normal position is made via the OR date 19 when the brake is operated, when a signal is generated at the terminal 18 and via the inverter 20 when the signal 5al indicating the continuation of engine control disappears. It will be done. Furthermore, the bistable element must be configured to automatically reset if a reset signal is not generated within a predetermined time.
発明の効果
本発明によシ、快適性の向上した駆動スリッツゾ制御装
置が得られる。Effects of the Invention According to the present invention, a driving slit roller control device with improved comfort can be obtained.
第１図は本発明の実施例のブロック図である。
１．２，３．４・・・センサ、５・・・エレクトロニク
スユニット、６・・・機関トルク制御機構、７，８・・
・調整弁、９．１０・・・車輪ブレーキ、１１・・・管
路、１２・・・双安定素子、１３・・・切換弁、１４・
・・圧力源FIG. 1 is a block diagram of an embodiment of the invention. 1.2, 3.4... Sensor, 5... Electronics unit, 6... Engine torque control mechanism, 7, 8...
・Adjusting valve, 9.10...Wheel brake, 11...Pipeline, 12...Bistable element, 13...Switching valve, 14.
・Pressure source
Claims (1)
スリツプ制御装置であつて、ブレーキ圧制御を行うため
に、少なくとも１つの切換弁によつて駆動輪の車輪ブレ
ーキに至る管路に接続される圧力源を有し、制御自体は
、後方に接続された調整弁を介して行われ、該調整弁は
圧力形成、圧力減少および必要に応じて圧力保持の位置
を有し、前記切換弁と調整弁の制御はセンサ信号から弁
に対する制御信号を形成するエレクトロニクスユニツト
により行われる駆動スリツプ制御装置において、前記エ
レクトロニクスユニットは少なくとも１つの切換弁を、
ブレーキ圧制御終了後も次のような所定位置に保持する
、すなわち圧力源が車輪ブレーキに至る管路に接続され
、調整弁がブレーキ圧の一定保持または減少の位置に制
御されるような所定位置に前記切換弁を保持することを
特徴とする駆動スリップ制御装置。 ２、付加的に機関トルクの制御を行う駆動スリップ制御
装置において、少なくとも１つの切換弁と調整弁とを、
機関トルク制御終了まで前記所定位置に保持する請求項
１記載の駆動スリツプ制御装置。 ３、ブレーキが操作された際にエレクトロニクスユニッ
トは少なくとも１つの切換弁を出発位置へ戻し、調整弁
を圧力形成位置に切換える請求項１または２記載の駆動
スリップ制御装置。 ４、エレクトロニクスユニットは少なくとも１つの切換
弁を所定時間内に出発位置へ戻し接続し、調整弁を圧力
形成位置に切換える請求項１または３記載の駆動スリツ
プ制御装置。[Scope of Claims] 1. A drive slip control device that controls the brake pressure on wheels that tend to spin, which controls the wheel brakes of the driving wheels by at least one switching valve to control the brake pressure. The control itself takes place via a downstream connected regulating valve, which has positions for pressure build-up, pressure reduction and, if necessary, pressure retention. In the driving slip control device, the control of the switching valve and the regulating valve is performed by an electronics unit which forms a control signal for the valve from a sensor signal, the electronics unit controlling at least one switching valve,
Maintain the brake pressure in the following predetermined position even after the brake pressure control is completed; that is, the pressure source is connected to the pipe leading to the wheel brake, and the regulating valve is controlled to maintain a constant brake pressure or reduce the brake pressure. A drive slip control device, characterized in that the switching valve is held at . 2. In a drive slip control device that additionally controls engine torque, at least one switching valve and a regulating valve,
2. The drive slip control device according to claim 1, wherein said drive slip control device is held at said predetermined position until engine torque control is completed. 3. Drive slip control device according to claim 1, characterized in that, when the brake is actuated, the electronics unit returns at least one switching valve to the starting position and switches the regulating valve to the pressure-building position. 4. Drive slip control device as claimed in claim 1 or 3, characterized in that the electronics unit connects at least one switching valve back to the starting position within a predetermined time and switches the regulating valve into the pressure-building position.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3801322.3 | 1988-01-19 | ||
| DE19883801322 DE3801322C2 (en) | 1988-01-19 | 1988-01-19 | Traction control system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0211446A true JPH0211446A (en) | 1990-01-16 |
| JP3046028B2 JP3046028B2 (en) | 2000-05-29 |
Family
ID=6345500
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1008754A Expired - Fee Related JP3046028B2 (en) | 1988-01-19 | 1989-01-19 | Drive slip control device |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP3046028B2 (en) |
| DE (1) | DE3801322C2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3153556B2 (en) * | 1990-08-31 | 2001-04-09 | マツダ株式会社 | Vehicle slip control device |
| JPH1035462A (en) * | 1996-07-29 | 1998-02-10 | Toyota Motor Corp | Vehicle acceleration slip controller |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5878832A (en) * | 1981-10-15 | 1983-05-12 | ダイムラ−−ベンツ・アクチエンゲゼルシヤフト | Propulsion controller for automobile also having anti-block device |
| JPS58122246A (en) * | 1981-09-18 | 1983-07-20 | ダイムラ−−ベンツ・アクチエンゲゼルシヤフト | Load device of pressure tank mounted into frame of propulsion controller for automobile as pressure source |
| JPS58202142A (en) * | 1982-04-28 | 1983-11-25 | ロ−ベルト・ボツシユ・ゲゼルシヤフト・ミツト・ベシユレンクテル・ハフツング | Regulator for drive slip |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3421756A1 (en) * | 1983-06-14 | 1985-01-03 | Robert Bosch Gmbh, 7000 Stuttgart | Antilock control system |
| JPH0620877B2 (en) * | 1986-04-23 | 1994-03-23 | トヨタ自動車株式会社 | Vehicle acceleration slip control method |
-
1988
- 1988-01-19 DE DE19883801322 patent/DE3801322C2/en not_active Expired - Fee Related
-
1989
- 1989-01-19 JP JP1008754A patent/JP3046028B2/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58122246A (en) * | 1981-09-18 | 1983-07-20 | ダイムラ−−ベンツ・アクチエンゲゼルシヤフト | Load device of pressure tank mounted into frame of propulsion controller for automobile as pressure source |
| JPS5878832A (en) * | 1981-10-15 | 1983-05-12 | ダイムラ−−ベンツ・アクチエンゲゼルシヤフト | Propulsion controller for automobile also having anti-block device |
| JPS58202142A (en) * | 1982-04-28 | 1983-11-25 | ロ−ベルト・ボツシユ・ゲゼルシヤフト・ミツト・ベシユレンクテル・ハフツング | Regulator for drive slip |
Also Published As
| Publication number | Publication date |
|---|---|
| DE3801322C2 (en) | 1997-05-28 |
| DE3801322A1 (en) | 1989-07-27 |
| JP3046028B2 (en) | 2000-05-29 |
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