JPH02169357A - Traction slip controller or - Google Patents

Abstract

PURPOSE: To improve brake performance by organically combining an ABS control valve, an accumulator chamber storing the pressure medium released by an ABS action, a pump returning the pressure medium in the accumulator chamber to a master cylinder and an anti-slip regulation(ASR) solenoid valve. CONSTITUTION: Two brake circuits I, II connected to a master cylinder 10 are connected to diagonally located wheel cylinders, and they are provided with three-port, three-position direction control valves 12a, 12b exerting an ABS function respectively. Valve junctions 13a, 13b are connected to an accumulator chamber 14, and the pressure medium in the storage chamber 14 is connected to a main connecting pipe 21 by a feedback pump 18. An ASR solenoid valve 22 controlled for the ASR operation is provided on the main connecting pipe 21 between the ABS control valves 12a, 12b and the master cylinder 10. The pressure medium in the accumulator chamber 14 can be fed to the ABS control valves 12a, 12b by the operation of the pump 18 during ASR control.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to traction slip control (ASR) or (
Regarding devices that control starting assistance (hill climbing).

BACKGROUND OF THE INVENTION It is known to use an ABS component (skid control system) installed in a brake system of an automobile for traction slip control or starting assistance control on a hill or on flat ground (GB-
PS2i19883 specification). In this case, it would be advantageous to have a skid control system with a special configuration, that is, based on the so-called ABS Z type. In this skid control system, a pressure medium reservoir is provided in conjunction with a feedback pump. This pressure medium reservoir is used to remove pressure medium from the wheel brake cylinders in the ABS partial function, i.e. in the "depressurization" function using the appropriately switched ABS control valve, in most cases all 3-point, 3-position valves. I will take it. This pressure medium reaches the connecting line between the master brake cylinder and the wheel brake cylinder via a feedback pump connected to a storage container or a storage chamber. in this case,
The connection is located before the ABS control valve.

If traction slip control is implemented on the basis of this known independent ABO3 type skid control system, an additional pressure accumulator is provided, as described in GB-PS2119883. For the traction slip control function, the pressure accumulator is connected via a three-point/two-position directional control valve to a pressure line leading to the wheel brake cylinder. In this case, the pressure of the pressure medium present in the pressure accumulator is selected for the purpose of differential action of the driven axle, since in this case the ABS control valve is controlled for the ASR function to be realized. Reach each wheel brake cylinder to try to control it. In this case, the ABS control valve is reversely controlled in this respect. This is done via a suitably configured control logic circuit for the combined ABS/ASR.

Skid control system components use all of the components to obtain a cost-effective but functionally impeccable ID Traction Slip Control 2.
In addition to the pressure accumulator and the solenoid valve which connects it to the wheel brake cylinder, further pressure-controlled switching valves, overpressure valves and pressure switches are additionally provided.

The pump is configured as a suction pump and is controlled via a pressure switch or directly by an electronic control device, if when switching the solenoid valve there is not enough pressure in the pressure accumulator to realize the full ASR function, Conveys the pressure medium to the pressure accumulator or to the closed brake circuit. Provided as a supplementary
The pressure-controlled switching valve opens when a predetermined minimum pressure is achieved at the outlet of the feed pump storage chamber, so that pressure medium flows from the master brake cylinder to the storage chamber and serves for rearward transport. Furthermore, the additionally provided check valve is AS
This serves to ensure that the pressure between the solenoid valve which is switched in order to realize the full R function and the 71LBS valve in the area of the wheel brakes does not become too high.

From US Pat. No. 8,441,6347 it is also known that an ABS component is used for traction slug control or hill start assist control. Again, the ABS control valve is appropriately "reverse" controlled and changes are made to other existing components. Furthermore, in this case additional means are provided for reducing the total power of the drive machine in the event of a very significant slippage of both drive wheels. For this purpose, the mechanical connection between the gas pedal and the throttle valve in the intake pipe of the internal combustion engine is influenced. This is accomplished using an electromagnetically controlled 6-point 2-position directional control valve.

Furthermore, ABS function and AS using the same components
In another combined device for implementing the R function, an additional pressure accumulator is assigned to the ABS system. The pressure accumulator serves to supply the full brake pressure to the ASR function reservoir. This pressure accumulator is supplied with pressure medium in a valve-controlled manner using a feedback pump of the skid control system. In this case, the feedback pump supplies the entire pressure medium to the pressure accumulator during the pressure reduction phase of the traction slip control.

Outside of this control period, that is, during normal driving, the vehicle is either stopped or running in a running state VC in which no braking is applied.
If so, the accumulator is refilled in cooperation with the feedback pump by actuation of the vehicle brakes or by automatic activation of the filling circuit (DE-O 83137).
No. 287).

In this known combined system, therefore, additional hardware components are always required, namely at least one further pressure accumulator and a hydraulic conduit connecting this pressure accumulator with other components.

In this case, the pressure necessary to carry out the ASR function is provided by this additional pressure accumulator.

The problem of the invention is to start from an ABS 2 type skid control system and, based on this skid control system, to improve it by using as few additional measures as possible without causing any problems. The objective is to enable effective traction slip control or hill-start assist control to be realized with additional software input to the control device (calculator). In this case, the pressure level of traction slip control or uphill start assist control is always tc for the ABS2 type skid control system.
Irrespective of the function of the storage chamber present, it is desired that a sufficient amount of pressure medium is always available with a sufficient pressure rise even for strong ASR operation.

Advantages of the Invention This problem is achieved according to the invention by the features of claim 1. The advantage of the present invention is that it does not require any additional energy supply, yet it can be applied to slip-rotating wheels for the purpose of obtaining a locking differential action in order to achieve the ASR function in a very small amount of time. The objective is to achieve the generation of sufficient brake pressure.

As additional hardware, only one switching valve, preferably a 3-port 1-2 position directional control valve, and some check valves are required.The invention provides an ABS type 2 skid control system. The basic components present in any case are used, namely the feedback pump present in the skid control system, in this case of course my self-suction pump, and the pressure accumulator present as the ABS component. In this case, however, the pressure generated from this pressure accumulator, which is limited in its limit 1c, is not used, but the pressure medium is removed from the area of the master brake cylinder by means of a feedback pump and the traction slip control is controlled. When this occurs, the desired selective braking effect is produced.

Normal braking and optional skid control are carried out unhindered by the enhanced traction slip control.

The invention provides that, in the case of traction slip control or in the case of starting assistance control on slopes or on flat ground, particularly high requirements are not imposed, or in any case must be imposed, on the slip-rotating wheels with respect to the pressure rise time. We start from the recognition that there is no such thing. Accordingly, the present invention completely eliminates the use of stored energy, thereby eliminating the problem of gas entering the brake fluid from the pressure accumulator and eliminating the need for a separate hydraulic circuit.

Advantageous embodiments of the present invention are possible depending on the configurations described in claims 2 and below. For example, A where the switching serpent is controlled
Brake operation is also possible during the realization of SHJa ability.A
In order to limit excessive pressure increases in SR operation, a check valve that opens toward the wheel brakes and a check valve that opens toward the master brake cylinder HBZ are installed in parallel with the switching solenoid valve. It is connected. The reverse valve, which opens toward the master brake cylinder, is supplied with pressure medium by a feedback pump with automatic suction action. Press.

The present invention will now be described with reference to the drawings: First, it should be noted that the drawings only show the hardware components necessary for the invention. In order to control the electrical switching and control valves present in this case, K is provided with an electronic control unit (not shown in the drawing), preferably in the form of a program-controlled calculator. .

The electronic control unit carries out the necessary controls and changes on the basis of the output signals of the wheel sensors and possibly other information. Since such control circuits are known both for conventional brakes and for combined ABS/ASH brakes with associated ABS components, a detailed explanation of this is omitted.

The master brake cylinder of the brake system is designated by the reference numeral 10 in the drawing. The master brake cylinder 10 has a brake pedal operating device 11 and a storage container for pressure medium. In this embodiment, two independent brake circuits I and I are provided, which brake circuits I and I each lead to the wheels of one axle or, in the case of a diagonal play circuit distribution, respectively 1c to the wheels of one axle. Fully load one front wheel and one rear wheel.

It is assumed that the individually indicated brake circuits I in the illustrated embodiment are connected in various distribution manners to the wheel brake cylinders of the wheels of the drive axle. In this case, the multi-port solenoid valves 12a, 12b, which realize the ABS function in a known manner, i.e., pressure rise, pressure maintenance and pressure drop, are connected to the master brake cylinder 10 as 6-point, 6-position directional control valves. Master brake cylinder 10 to the coming pressure conduit
and a wheel playback ring (not shown).

Each valve connection 13a for receiving excess pressure medium during the ABS function "pressure fall" phase.

13b is connected to the storage chamber 14. This storage room 14
has a piston 17 within a cylindrical casing 15 biased by a spring 1G. The pressure medium received by the storage chamber and returned to the entire brake circuit is designated by the abbreviation RF.
A feedback pump of P is connected to the storage chamber 14 via a pump outlet valve 19 and to a main connection conduit 21 via a pump outlet valve 20 between the master brake cylinder 10 and the wheel brake cylinder or ABS solenoid valve. A
Ru.

The feedback pump is an automatic suction (ABS) feedback pump. A description of this type is given in GB-PS2119883 mentioned at the beginning.

Based on the above-mentioned braking device with ABS 2 type skid control device, the only additional hardware component to realize the entire traction slip control system or starting assist control system is the abbreviation ASR-MV. An electromagnetic switching valve 22 connects ABsl+ to the master brake cylinder circuit of the drive shaft.
1115a and 15b. The switching solenoid valve 22 is advantageously a six-point, two-position directional control valve. A 3-point, 2-position solenoid valve 22 is connected to the main connection conduit 21t'' from the μ master brake cylinder for normal braking and for skid control device ABS solenoid valves 12a, 12b.
In contrast, when the ASR solenoid valve 22 is controlled, this main connecting conduit coming from the ABS solenoid valve is completely shut off. In this case, the flow from the master brake cylinder 10 is connected to an additional conduit 23. The conduit 23 is connected to the storage chamber 14 directly or via a check valve 197 arranged between the storage chamber 14 and the feedback pump 18.

That is, at the first position where no current is flowing, the ASR
The solenoid valve 22 connects the master brake cylinder to the wheel,
In the demagnetized state, the master brake cylinder is connected to the storage chamber of the ABS decompression circuit. Therefore, in AIR operation, ABS configured to have an automatic suction action
The feedback pump sucks in a quantity of pressure medium from a storage chamber (not shown) of the master brake cylinder 10 via the central valve of the master brake cylinder 10 and supplies it to the wheel brakes of the drive axle (ABS solenoid valve 12at 12).
b). This is because in this case, at the same time, the discharge side of the pump is shut off to the master brake cylinder by the three-bottom, two-position ASR solenoid valve, as described above.

Pressure regulation in ASR operation is carried out in a known manner by ABS-
The feedback pump 1 is controlled by the solenoid valves 12a and 12b.
This is done using a pressure sound produced by 8.

In order to avoid excessive pressure being generated in the device when the feedback pump IBt is operated with the inlets of the ABS solenoid valves 12a and 12b fully closed, for example 14
It is advantageous to connect a check valve (pressure relief valve) 24 biased at 60 bar in parallel to all ASR solenoid valves 22 towards the master brake cylinder.

Furthermore, a second reverse valve 25'k is connected in parallel to the ASR solenoid valve 22 toward the wheel brake, so that the brake pedal operating device 11 can be operated even when the ASR solenoid valve is energized, that is, during ASR operation. It is advantageous if, when actuated, it is possible to exert pressure on the wheel brakes and at the same time to carry out normal braking.

The drawing shows a front axle/rear axle distributed type brake circuit (■) and a hydraulic circuit with gold side (■).

However, the invention can also be implemented with a diagonally distributed brake circuit. In this case, a second switching valve (3-point, 2-position solenoid valve) is required for ASR operation.

Because the pump has automatic suction property, the storage chamber 14
ABS decompression circuit for ABS fi solenoid valve outlet 1
3a and 131) and the storage chamber 14.
6 is advantageously connected to A. This check valve 26 is biased by only 0.5 to 1 part, for example, and when the ABS solenoid valve is out of control for a long time, a pump configured as an automatic suction type is applied to the wheel brake cylinder. Prevent negative pressure from forming.

Illustrated solenoid valve control, normal braking and AB
The switching between braking with S function and braking with ASR function takes place in the usual manner by an electronic control unit designed for these functions. The electronic control unit is supplied with suitable data regarding slipping or locked wheels by peripheral sensors, in particular wheel sensors.

The flowchart shown in FIG. 2 shows the corresponding effects already mentioned, which are carried out in calculations in order to realize the traction slip control or the hill-climbing starting aid control with full program control. From this flowchart, it can be seen that the present invention, in addition to the above-mentioned additional hardware, has a program-controlled system ABS/AS.
It can be seen that it is constituted by a part of the software of the R control device. The ASR function is activated, for example, by a slip rotation Vζ of a wheel detected by a wheel sensor, preferably at a speed below approximately 40 Ka/h.

The features disclosed in the detailed description, claims, and drawings of the book are important as the invention, either singly or in combination.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and FIG. 1 is a chart showing part and all of the master brake cylinder of a vehicle brake, some ABS components, and the present invention. DESCRIPTION OF SYMBOLS 10... Master brake cylinder, 11... Brake operation device, 12al12b... Multi-port electromagnetic valve, 13a, 13b... Valve connection part, 14... Storage chamber,
15... Casing, 16... Spring, 11... Piston, 18... Feedback pump, 20... Pump outlet valve, 21... Main connection conduit, 22... Switching valve,
24... Check valve, 25... Check valve, 26... Traction slip control flowchart Fig. 1 Fig. 2

Claims (6)

[Claims] 1. A skid control system (ABS) is a device for controlling traction slip control (ASR) and/or (hill climbing) starting assistance.
2), such as an ABS multiport directional control valve connected between the wheel brake and the master brake cylinder (HBZ) and a storage chamber for receiving the amount of pressure medium released by the ABS action. and a feedback pump (RFP) which returns the pressure medium in the storage chamber to the master brake cylinder, in which selective braking action is provided to the wheel brake cylinders. A that goes through
ASR is connected to the main connection conduit (21) between the BS control valves (12a, 12b) and the master brake cylinder (HBZ).
An ASR solenoid valve (22) is connected which is controlled for operation, and which controls the master brake cylinder (HBZ) and thus the storage container of the master brake cylinder (HBZ) into the storage chamber ( 14) Entrance to (
connection conduit 23), and at the same time connect to the ABS solenoid valve (12a).
, 12b) and shut off the main connecting conduit (21) leading to the ABS feedback pump (
18) removes pressure medium from the storage vessel of the master brake cylinder during ASR operation and supplies it to the ABS control valve (12a, 12b) for selective control of the wheel brake cylinders for the purpose of ASR brake pressure regulation. A device for traction slip control or starting assistance control, characterized in that: 2. An ABS feedback pump (18) configured as self-suction type takes off the brake pressure medium via the central valve of the master brake cylinder and transfers it to the master brake cylinder (10) via the pump outlet valve (20).
2. The device according to claim 1, wherein the main connecting conduit (21) is supplied between the and the wheel brake cylinders. 3. A first check valve (24) that opens toward the master brake cylinder is connected in parallel to the ASR solenoid valve (22), and the check valve (24) is connected when the feedback pump (18) is operated. and ABS control valve (12a,
3. Device according to claim 1 or 2, which limits the pressure when 12b) is closed. 4. A second check valve (25) that opens toward the wheel brake cylinder is connected in parallel to the ASR solenoid valve (22), and the check valve (25) is connected to the ASR solenoid valve for ASR operation. 4. The device according to claim 1, wherein the device allows normal braking when (22) is energized. 5. In the ABS pressure reducing circuit, the ABS solenoid valve (12a,
12b) and the outlet connection (13a, 13b) of the storage chamber (
5. The device according to claim 1, wherein a check valve (26) is connected between the inlet connection of the device (14). 6. A first check valve (24) parallel to the ASR solenoid valve (22) is biased at approximately 160 bar and a second parallel check valve (25) is biased at approximately 4 bar. , about 1 to the check valve (26) in the ABS depressurization circuit.
6. The device according to claim 1, wherein the device is pearl biased.