JPS60240555A - Method of operating brake pressure controller for car brake gear - Google Patents
Method of operating brake pressure controller for car brake gearInfo
- Publication number
- JPS60240555A JPS60240555A JP60095711A JP9571185A JPS60240555A JP S60240555 A JPS60240555 A JP S60240555A JP 60095711 A JP60095711 A JP 60095711A JP 9571185 A JP9571185 A JP 9571185A JP S60240555 A JPS60240555 A JP S60240555A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- brake
- filler
- controller
- signal
- 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
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
- B60T8/38—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 including valve means of the relay or driver controlled type
-
- 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
- B60T8/321—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 deceleration
- B60T8/3255—Systems in which the braking action is dependent on brake pedal data
- B60T8/327—Pneumatic systems
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
- Control Of Fluid Pressure (AREA)
Abstract
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】
産業上の利用分野
本発明は車両ブレーキ装置のブレーキ圧制御装置であっ
て、１つの圧力制御器泥少なくとも１つの調節可能な目
標値発信器と少なくとも２つの圧力制御弁とを有し、こ
の圧力制御弁が、互いに離れた位置にある少なくとも２
．つの車輪ブレーキシリンダにおける各圧力を少なくと
もほぼ同時に制御するために働き、しかも各車輪ブレー
キシリンダのそれぞれに配属された圧力フイラ示、該フ
ィシに作用するブレーキ圧に応じた電気信号を送出する
形式のものと、そのブレーキ圧制御装置の運転法とに関
する。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The invention relates to a brake pressure control device for a vehicle brake system, which comprises a pressure regulator, at least one adjustable setpoint value transmitter and at least two pressure control valves. and at least two pressure control valves located apart from each other.
．． A pressure filler assigned to each wheel brake cylinder that works to control the pressures in the four wheel brake cylinders at least substantially simultaneously, and sends out an electrical signal in accordance with the brake pressure acting on the pressure filler assigned to each wheel brake cylinder. and a method of operating the brake pressure control device.
従来の技術
イギリス国特許第１３２８１２７号明細書で公知の車両
ブレーキ装置はポンプと少なくとも１つの蓄圧器と車輪
ブレーキシリンダと、この両者間に配置されたブレーキ
圧制御弁と、該弁に接続されて車輪ブレーキシリンダ内
に作用するブレーキ圧を測定するために働くブレーキ圧
゛フイラと、運転ブレーキペダルによって調節可能な電
気的なブレーキ圧選択器と、該選択器及びブレーキ圧フ
イラに接続された電気的な制御器とを有している。運転
ブレーキ作動時には運転ブレーキペダルによってブレー
キ圧が選択される。そして前記制御器によって、ブレー
キ圧選択器名・ら送出される信号と各ブレーキ作動時か
らの信号とが比較されて、ブレーキ圧制御弁が、各車輪
ブレーキ内のブレーキ圧を当該の選択されたブレーキ圧
と可及的に正確に合致せしめるために制御される。特に
突然のブレーキ作動時に可及的に少ないかじ取り操作で
済むようにするためには、車軸の左右の車輪へのブレー
キ圧力ミ同じ大きさでなければならない。このために最
も重要な前提は、左右に配置された各ブレーキ圧フイラ
が同じ圧力での負荷を受けた時にその各表示信号に大き
なずれを有さないことである。しかしこのような正確な
ブレーキ圧フイラの製造と調節は極めて高価である。ま
た各ブレーキ圧フイラを対ごとに検出すること及び、補
充の必要時にそのようなフィシを対ごとに交換すること
も大きな経費を要するものである。BACKGROUND OF THE INVENTION A vehicle brake system known from GB 1328127 comprises a pump, at least one pressure accumulator, a wheel brake cylinder, a brake pressure control valve arranged between the two, and a brake pressure control valve connected to the valve. a brake pressure filler serving to measure the brake pressure acting in the wheel brake cylinder; an electrical brake pressure selector adjustable by the driving brake pedal; and an electrical brake pressure filler connected to the selector and the brake pressure filler. It has a controller. When the driving brake is activated, the brake pressure is selected by the driving brake pedal. Then, the controller compares the signal sent from the brake pressure selector with the signal from each brake activation, and the brake pressure control valve adjusts the brake pressure in each wheel brake to the corresponding selected value. It is controlled to match the brake pressure as precisely as possible. In order to require as little steering effort as possible, especially in the event of sudden braking, the braking pressure on the left and right wheels of the axle must be of the same magnitude. The most important premise for this is that when the brake pressure fillers arranged on the left and right sides are loaded with the same pressure, there is no large deviation in their respective display signals. However, the manufacture and adjustment of such precise brake pressure fillers is extremely expensive. It is also costly to detect each brake pressure filler in pairs and to replace such fillers in pairs when refilling is required.
発明の課題
本発明は上記公知例の各欠点を除去し、安価で製造が容
易でしかも機能が確実な車両ブレーキ装置のブレーキ圧
制御装置とその運転方法とを提供しようとするものであ
る。SUMMARY OF THE INVENTION The present invention aims to eliminate each of the drawbacks of the above-mentioned known examples, and to provide a brake pressure control device for a vehicle brake system that is inexpensive, easy to manufacture, and has a reliable function, and a method for operating the same.
課題を解決するための手段
上記の課題を解決するための装置における本発明による
手段は、圧力制御器に調節兼補正装置が配属されており
、校正作業のためにこの調節兼補正装置によって全ての
圧力フイラに同じ大きさの圧力が少なくとも１度は供給
され、該圧力フイラから送出された電気信号と少なくと
も１つの所属の校正信号との間の差異に基づい゛ て補
正値が検出され、そして平常運転中には圧力制御器によ
って、各圧力フイラから送出された信号が前記補正値に
応じて補正され、その後で実際値として圧力制御器に送
られることであり、またその装置の運転法における本発
明による手段は、圧力制御器の平常運転の前に全ての圧
力フイラに少なくとも１度は同じ大きさの圧力を供給し
、その都度の圧力に１つの電気的な校正信号を配属し、
その校正信号と各圧力フィシから送られて来る信号との
間の相異に基づいて補正値を検出し、そして圧力制御器
の平常運転中にはその都度に送られて来る信号を当該の
補正値を使用して補正し、その後で実際値として圧力制
御器に供給することである。Means for Solving the Problem The measures according to the invention in the device for solving the above-mentioned problem are such that the pressure regulator is assigned an adjustment and correction device, which adjusts and corrects all the components for the calibration operation. the pressure filler is supplied with a pressure of the same magnitude at least once, a correction value is detected on the basis of the difference between the electrical signal emitted by the pressure filler and the at least one associated calibration signal, and a normal During operation, the signal sent from each pressure filler is corrected by the pressure controller according to the correction value and then sent to the pressure controller as the actual value, and also according to the standard operating method of the device. The measures according to the invention provide for supplying all pressure fillers with the same magnitude of pressure at least once before normal operation of the pressure regulator and assigning an electrical calibration signal to each pressure,
A correction value is detected based on the difference between the calibration signal and the signal sent from each pressure sensor, and during normal operation of the pressure controller, the signal sent each time is corrected. The value is used to correct and then to be supplied as the actual value to the pressure controller.
実施態様
本発明の有利な実施態様は特許請求の範囲の各従属項に
記載した通りである。Embodiments Advantageous embodiments of the invention are specified in the dependent claims.
特許請求の範囲第２項には実際的な手段が示されている
。また特許請求の範囲第６項記載の手段によれば、デジ
タル式に作動しかつブレーキ圧制御弁を制御すべき制御
器の一層の改良が安価に行なわれ得る。Practical measures are indicated in claim 2. Furthermore, according to the means set forth in claim 6, further improvement of the controller that operates digitally and controls the brake pressure control valve can be achieved at low cost.
更に特許請求の範囲第５項の手段によれば簡単かつ安価
な方法で各圧力フィシの所定の作業点において、補正値
の検出のための圧力負荷が形成され得る。これによって
車両の左右両側で小さめのブレーキ圧が互いに正確に一
致形成せしめられるので、凍結又は積雪状態の道路上で
のブレーキ時にも車両が良好に制御され得る。Furthermore, according to the measures set forth in claim 5, a pressure load for detecting the correction value can be created in a simple and inexpensive manner at a predetermined working point of each pressure holder. As a result, the smaller brake pressures on both the left and right sides of the vehicle are brought into exact correspondence with each other, so that the vehicle can be better controlled even when braking on icy or snowy roads.
また特許請求の範囲第６項記載の手段によれば、高いブ
レーキ圧においても車両の両側の各ブレーキ力の正確な
一致が形成され得る。この手段の有する利点は、全プに
一キ作用中に車両を所望の走行軌道上に維持するために
かじ取りハンドルの操縦が全く必要ないか又はほんの少
しのみ必要とされ、更に必要なかじ取り力も少なくて済
むことである。特許請求の範囲第７項記載の手段によれ
ば、補正値の検出のために必要な圧力が簡単な方法で提
供され得る。そして特許請求の範囲第８項記載め手段に
よれば校正された圧力フイラの使用の必要なしに補正値
が検出可能である。Moreover, according to the means set forth in claim 6, exact coincidence of the braking forces on both sides of the vehicle can be achieved even at high braking pressures. The advantage of this measure is that no or only a small amount of manipulation of the steering wheel is required to maintain the vehicle on the desired trajectory during a full push, and, furthermore, less steering effort is required. That's all you need to do. According to the means recited in claim 7, the pressure necessary for detecting the correction value can be provided in a simple manner. According to the means described in claim 8, the correction value can be detected without the need for using a calibrated pressure filler.
実施例
車両ブレーキ装置２は少なくとも１つの、右車輪３に配
属された車輪ブレーキシリンダ４と少なくとも１つの、
左車輪５に配属された車輪ブレーキシリンダ６と、左右
に１つずつ配置されたブレーキ圧制御弁７又は８と、ブ
レーキ圧導管９，１０と、圧力導管１１．１２．１３と
、少なくとも１つの蓄圧器１４と、左右に１つずつの測
定用接続導管１５又は１６と、圧力フィラ１７．１８と
、測定値増幅器１９．２０と、調節兼補正装置２Ｌ ２
２と、少なくとも１つの車路式の電気的な目標値発信器
２３と、１つのブレーキペダル２４と１つの圧力制御器
２５とを有している。右側の車輪ブレーキシリンダ４と
左側の車輪ブレーキシリンダ６とはそれぞれのブレーキ
圧導管９又は１０を介して、右側又は左側のブレーキ圧
制御弁７又は８に接続されている。このブレーキ圧制御
弁７，８は、圧力導管１１．１２．１３を介して蓄圧器
１４に接続されかつ例えば電磁式に制御される３ポ一ト
６位置方向制御弁として形成され、またその各切換え位
置に配属された機能は「遮閉してブレーキ圧維持」 「
ブレーキ圧上昇」そして「ブレーキ圧低下」である。蓄
圧器１４はそれ自体公知の方法で図示されていないポン
プによって充填され、この際に該ポンプが空気又は類似
の圧力媒体をポンピングするかあるいは油圧媒体をポン
ピングするか自体はどちらでもよい。ブレーキ圧制御弁
７，８及び車輪ブレーキシリンダ４，６の構造は公知方
法でその使用圧力媒体に適合せしめられる。The exemplary vehicle brake system 2 has at least one wheel brake cylinder 4 assigned to the right wheel 3 and at least one
A wheel brake cylinder 6 assigned to the left wheel 5, a brake pressure control valve 7 or 8 arranged one on each side, brake pressure conduits 9, 10, pressure conduits 11, 12, 13 and at least one Pressure accumulator 14, one measuring connection conduit 15 or 16 on the left and right, pressure filler 17.18, measured value amplifier 19.20, adjustment and correction device 2L 2
2, at least one road-type electrical setpoint value transmitter 23, one brake pedal 24 and one pressure regulator 25. The right-hand wheel brake cylinder 4 and the left-hand wheel brake cylinder 6 are connected via a respective brake pressure line 9 or 10 to a right-hand or left-hand brake pressure control valve 7 or 8 . The brake pressure control valves 7, 8 are connected to the pressure accumulator 14 via pressure lines 11, 12, 13 and are designed, for example, as electromagnetically controlled three-point/six-position directional control valves, each of which The functions assigned to the switching position are ``maintaining brake pressure by blocking'' and ``
``brake pressure increase'' and ``brake pressure decrease.'' The pressure accumulator 14 is filled in a manner known per se by a pump (not shown), whether the pump pumps air or a similar pressure medium or a hydraulic medium. The construction of the brake pressure control valves 7, 8 and the wheel brake cylinders 4, 6 is adapted in a known manner to the pressure medium used.
測定用接続導管１５．１６はブレーキ圧導管９．１０に
接続されて、圧力フィシ１７，１８と車輪ブレーキシリ
ンダ４，６とをつないでいる。The measuring connection line 15.16 is connected to the brake pressure line 9.10 and connects the pressure pipes 17, 18 with the wheel brake cylinders 4, 6.
ブレーキ圧フイラ１７．１Ｂは任意の形式、例えば圧力
測定容器として形成されており、該フィシの図示されて
いないダイヤフラムは半導体材料製の伸長測定条片（や
はり図示せず）を保持している。このような伸長測定条
片がそれぞれのダイヤフラムに複数配属されており、所
謂ブリッジ回路Ｋまとめられている。測定値増幅器１９
．２０はまず第１に、圧力フイラ１７゜１８からの測定
信号な増幅して、該信号を十分′ にスムーズかつ確実
に圧力調節器２５へ送るために働く。例えばこの目的の
ために該測定値増幅器は圧力フイラと直接に一体化され
ている。The brake pressure filler 17.1B is designed in any desired manner, for example as a pressure measuring vessel, whose diaphragm (not shown) holds an elongated measuring strip (also not shown) made of semiconductor material. A plurality of such elongation measuring strips are assigned to each diaphragm and are grouped together in a so-called bridge circuit K. Measured value amplifier 19
．． 20 serves first of all to amplify the measurement signal from the pressure filler 17, 18 and to transmit it sufficiently smoothly and reliably to the pressure regulator 25. For this purpose, for example, the measured value amplifier is integrated directly with the pressure filler.
また測定値増幅器１９．２０は有利には、圧力フィシ１
７．１８に作動電流を供給するためにも働く。更にこの
測定値増幅器１９．２０は、調節兼補正装置２Ｌ ２２
に向けて延びる電気的な導線２６．２７へ導線監視レベ
ルを与えるためにも用いられ得、このレベルに、その都
度に圧力フィシから送出される電流又は電圧が加えられ
る。これによって導線’２６．２７の破損が検出され得
る。測定値増幅器１９．２０又は調節兼補正装置２１．
２２から送出される信号（量）は電圧又は電流である。The measured value amplifier 19.20 is also advantageously arranged at the pressure station 1.
It also serves to supply operating current to 7.18. Furthermore, this measured value amplifier 19.20 is connected to an adjustment and correction device 2L 22
It can also be used to provide a line monitoring level to the electrical lines 26,27 extending towards the line, to which the current or voltage delivered in each case from the pressure fin is added. This allows a break in the conductors '26, 27 to be detected. Measured value amplifier 19.20 or adjustment and correction device 21.
The signal (quantity) sent from 22 is a voltage or current.
調節兼補正装置２１．２２は、各圧力フイラ内に形成さ
れた圧力が同時的に正確に同じ大きさであるという前提
のもとで、その導線２６．２７を介して送入されてくる
測定値が同じ大きさであるように、該測定値を修正する
ために働く。この修正は該調節兼補正装置２１．２２に
よって、例えば車両が駐車ブレーキによって停められて
静止している状態において各ブレーキ圧制御弁７，８な
、予め決められた時間に亘ってそれぞれ同じ制御位置に
切換えることによって行なわれる。制御位置「ブレーキ
圧の低下」においては圧力フイラ１７．１８が、ブレー
キ圧制御弁７．８によって周囲の大気圧と接続される。The adjusting and compensating device 21.22 adjusts the measurement input via its conductor 26.27, provided that the pressures built up in each pressure filler are of exactly the same magnitude at the same time. It works to correct the measurements so that the values are of the same magnitude. This correction is effected by means of the adjusting and correcting device 21, 22, so that each brake pressure control valve 7, 8 is kept in the same control position for a predetermined period of time when the vehicle is stationary, for example when the vehicle is stopped by the parking brake. This is done by switching to . In the control position "brake pressure reduction" the pressure filler 17.18 is connected to the surrounding atmospheric pressure by means of the brake pressure control valve 7.8.
これによって調節兼補正装置２１．２２による補正値の
検出が行なわれる。ブレーキ圧制御弁７，８が位置「ブ
レーキ圧の上昇Ｊに制御されると、圧力フイラ１７，１
８内の圧力が、蓄圧器１４内にある圧力まで上昇せしめ
られる。This causes the adjustment and correction device 21, 22 to detect a correction value. When the brake pressure control valves 7, 8 are controlled to the position "brake pressure rise J", the pressure fillers 17, 1
The pressure in 8 is allowed to rise to the pressure that is in accumulator 14 .
ブレーキ作動時には両方の圧力フイラ１７゜１８が測定
値増幅器１９．２０と調節兼補正装置２１．２２とを介
して圧力制御器２５に、第２図に符号にで示された理想
的な特性曲線に従う信号を送付しなければならない。こ
の特性曲線には例えば直線であって、点ｐ１（圧力）に
対する例えば電圧Ｕ０及び点ｐ２に対する電圧Ｕ２に示
している。電圧の代りに電流量１１． 工２又は周波数
が示されていてもよい。しかし調節兼補正装置２１２２
の各人口に送られて来る電気信号は、各圧力フイラ１７
，１８と各測定値増幅器１９．２０との製造誤差及び整
合誤差に基づいて前記特性曲線Ｋからずれた特性曲線に
１７及びに１Ｂ上にある。従って調節兼補正装置２１．
２２は前述のように、ブレーキ圧制御弁γ、８が「ブレ
ーキ圧低下」及び「ブレーキ圧上昇」の位置にある時間
中に、例えば両方の圧力ｐ１及びｐ２に対する補正値Ａ
Ｗ１７とＡＷ’１７及びＡＷ１８とＡＷ’ｉ３を検出す
る。During braking, the two pressure fillers 17, 18 are connected to the pressure regulator 25 via a measured value amplifier 19.20 and a regulating and correcting device 21.22 according to the ideal characteristic curve shown in FIG. A signal must be sent in accordance with the following. This characteristic curve is, for example, a straight line and shows, for example, a voltage U0 for a point p1 (pressure) and a voltage U2 for a point p2. Current amount instead of voltage 11. 2 or frequency may be indicated. However, the adjustment and correction device 2122
The electrical signals sent to each population of the pressure filler 17
, 18 and the respective measured value amplifiers 19, 20 lie on the characteristic curve 17 and 1B, which deviate from the characteristic curve K due to manufacturing and matching errors. Therefore, the adjustment and correction device 21.
As mentioned above, 22 is a correction value A for both pressures p1 and p2, for example, during the time when the brake pressure control valve γ, 8 is in the "brake pressure decrease" and "brake pressure increase" positions.
W17 and AW'17 and AW18 and AW'i3 are detected.
調節兼補正装置２１．２２は自動的に制御及び整合を行
なう手段として形成されており、それによって車両の始
動時に前記特性曲線にへの特性曲線移動のために必要な
補正が自動的に行なわれる。このために当該の手段を所
謂等化回路網として形成することが可能である。しかし
該手段は更に圧力段ｐ１とｐ２との間に位置する別の各
圧力段に対して、測定又は補間法による補正値を検出す
るように形成することも可能である。The adjustment and correction device 21,22 is designed as an automatic control and adjustment means, so that the necessary corrections for the characteristic curve shift to the characteristic curve are automatically carried out when the vehicle is started. . For this purpose, it is possible to design the means in question as a so-called equalization network. However, the means can also be designed in such a way that correction values are determined by measurement or interpolation for each further pressure stage located between pressure stages p1 and p2.
調節兼補正装置２Ｌ ２２の別の可能な構成によれば、
圧力制御器２５がデジタル作動式の計算器として形成さ
れ、該圧力制御器２５が、プログラムメモリ２８内に書
き込まれたプログラムと補正値メモリ２９との補助によ
って、圧力フイラ１７，１８から送られて来る各信号の
ための補正値を算出するために働くことも可能である。According to another possible configuration of the adjustment and correction device 2L 22:
The pressure regulator 25 is designed as a digitally actuated calculator, which pressure regulator 25 can be fed from the pressure fillers 17, 18 with the aid of a program written in a program memory 28 and a correction value memory 29. It is also possible to work to calculate a correction value for each incoming signal.
圧力点ｐ’ｌ及びｐ２においてこの計算器はプログラム
メモリ２８から所定の大きさの電気的な値を取り出す。At the pressure points p'l and p2, the calculator retrieves electrical values of predetermined magnitudes from the program memory 28.
しかし更に、例えば両方の圧力フイラ１７，１８の内の
一方を前記の理想的な特性曲線Ｋを形成するために用い
ることも可能である。この場合その都度に他方の圧力フ
ィシが、補正されるべき信号を送出する。各補正値は例
えば表にされて補正値メモリ２９内に書き込まれ、ブレ
ーキ作動中に該メモリから応答せしめられる。又は圧力
ｐ１とｐ２に配属された補正値を使用して、その間に位
置する他の各圧力のために補正値をそれぞれ個々に算出
することも可能である。However, it is also possible, for example, to use one of the two pressure fillers 17, 18 to form the ideal characteristic curve K mentioned above. In each case, the other pressure fixture sends out a signal to be corrected. Each correction value is, for example, tabulated and written into a correction value memory 29, from which it is responded during braking. Alternatively, it is also possible to use the correction values assigned to pressures p1 and p2 to calculate correction values individually for each of the other pressures located therebetween.
運転ブレーキ時にはブレーキペダル２４によって目標値
発信器２３が調節される。この発信器２３によって圧力
制御器２５に電気的な目標値信号が送られる。この圧力
制御器２５によって、圧力フィシ１７，１Ｂの補正済み
の各表示信号と前記の目標値とが比べられる。ブレーキ
開始時にはその補正済みの圧力フィシ信号が目標値より
下にあり、それによって圧力制御器２５が制御導管３０
．３１を介して電磁石３２．３３を制御し、この電磁石
３２．３３によってブレーキ圧制御弁７，８が図示の１
ブレーキ圧低下」の位置から「ブレーキ圧上昇」の位置
へ切換えられる。これによって圧力媒体が蓄圧器１４が
ら車輪プレ」′キジリンダ４，６内へ流れ、それによっ
て該シリンダ内で圧力カー上昇せしめられる。この各車
輪ブレーキシリンダ４，６内での圧力上昇は別個に各圧
力フイラ１７，１８によって測定され、必要な補正を以
って圧力制御器２５に報知される。そして所望のブレー
キ圧の達成が該圧力制御器２５によって確認されると即
座に、それぞれのブレーキ圧制御弁７又は８が「ブレー
キ圧維持」の位置に戻し制御される。During operation braking, the setpoint value transmitter 23 is adjusted by the brake pedal 24. This transmitter 23 sends an electrical target value signal to the pressure controller 25 . The pressure controller 25 compares each corrected display signal of the pressure gauges 17 and 1B with the target value. At the start of braking, the corrected pressure signal is below the target value, which causes the pressure regulator 25 to
．． 31 to control an electromagnet 32.33, which controls the brake pressure control valves 7, 8 as shown in FIG.
The brake pressure is switched from the "brake pressure decrease" position to the "brake pressure increase" position. As a result, pressure medium flows from the pressure accumulator 14 into the wheel pressure cylinders 4, 6, thereby causing a pressure build-up in these cylinders. This pressure increase in each wheel brake cylinder 4, 6 is measured separately by the respective pressure filler 17, 18 and is reported to the pressure controller 25 with the necessary corrections. As soon as the pressure controller 25 confirms that the desired brake pressure has been achieved, the respective brake pressure control valve 7 or 8 is returned to the "brake pressure maintenance" position.
そしてブレーキペダル２４の踏み込みが部分的に戻され
ると、目標値発信器２３かもの目標値信号は小さくなる
。その結果圧力制御器２５によって、所与のブレーキ圧
が所望よりも高いことが認識される。これに対応して該
圧力制御器２５がブレーキ圧制御弁７，９を１ブレーキ
圧低下」の位置に切換える。そして圧力フイラ１７．１
Ｂからの圧力信号が十分に低くされると、圧力制御器２
５によってブレーキ圧制御弁７．８が再び「ブレーキ圧
維持」の位置に戻される。When the brake pedal 24 is partially released, the target value signal from the target value transmitter 23 becomes smaller. As a result, the pressure controller 25 recognizes that a given brake pressure is higher than desired. Correspondingly, the pressure controller 25 switches the brake pressure control valves 7 and 9 to the position of 1 brake pressure decrease. and pressure filler 17.1
When the pressure signal from B is made low enough, pressure controller 2
5, the brake pressure control valve 7.8 is returned to the "brake pressure maintenance" position again.
この説明では簡略化のために本発明による方法を、唯１
本の車両軸の各圧力フイラとの関係において述べて来た
。しかし一般的には車両の全ての軸にブレーキがかけら
れる。従って図示された両正カフイラよりも多い圧力フ
イラが配置されている。そしてブレーキ力を各軸の左右
で同じ大きさにするために、その各圧力フイラのための
補正値が検出される。この場合例えば理想的な特性曲線
には数学的な論理、例えば各圧力フイラからの各測定値
の平均値から、又は前述のように一方の圧力フイラによ
って規定される。In this description, for the sake of simplicity, the method according to the invention will be described as only one.
This has been described in relation to each pressure filler of the vehicle axle. However, brakes are generally applied to all axles of the vehicle. Therefore, more pressure fillers are arranged than the bidirectional cap fillers shown. Then, in order to make the braking force the same on the left and right sides of each axis, a correction value for each pressure filler is detected. In this case, for example, the ideal characteristic curve is defined by mathematical logic, for example from the average value of the individual measured values from each pressure filler or, as mentioned above, by one pressure filler.
車両ブレーキ装置２は、冒頭で述べたドイツ連邦共和国
特許出願公開第２０４３８４６０号明細書で公知のよう
にアンチスキッド式ブレーキ装置に統合形成され得る。The vehicle brake system 2 can be integrated into an anti-skid brake system as is known from DE 20 438 460 mentioned at the outset.
発明の効果
本発明によれば製造及び（又は）整合において誤差の大
きい安価なブレーキ圧フイラの使用にもかかわらず圧力
制御器が、従来の極めて精密で従って高価なブレーキ圧
フイラにおいて達成されるのと同様な正確さを以って、
目標値・実際値比較のための信号値を受け取り可能であ
る。またブレーキ装置の組立て又は保守の後の手による
調整作業は不要である。Advantages of the Invention In accordance with the present invention, pressure regulators can be achieved in conventional highly precise and therefore expensive brake pressure fillers, despite the use of inexpensive brake pressure fillers with high tolerances in manufacture and/or alignment. With the same precision,
It is possible to receive signal values for target value/actual value comparison. Also, no manual adjustment work is required after assembly or maintenance of the brake system.
図面は本発明の１実施例を示すものであって、第１図は
車両ブレーキ装置と接続されたブレーキ圧制御装置を示
す略示図、第２図は２つの互いに相関関係にあるブレー
キ圧フィラの実際の特性曲線と所属の理想的特性曲線と
を示す線図である。
２・・・車両ブレーキ装置、３，５・・・車輪、４゜６
・・・車輪ブレーキシリンダ、７，８・・・ブレーキ圧
制御弁、９．１０・・・ブレーキ圧導管、１１゜１２．
１３・・・圧力導管、１４・・・蓄圧器、１５゜１６・
・・測定用接続導管、１７．１８・・・圧力フイラ、１
９．２０・・・測定値増幅器、２１．２２・・・調節兼
補正装置、２３・・・目標値発信器、２４・・・ブレー
キペダル、２５・・・圧力制御器、２６゜２７・・・導
線、２８・・・プログラムメモリ、２９・・・補正値メ
モＩＪ、３０．３１・・・制御導管、３２゜３３・・・
電磁石The drawings show an embodiment of the invention, in which FIG. 1 shows a schematic diagram of a brake pressure control device connected to a vehicle brake system, and FIG. 2 shows two interrelated brake pressure fillers. FIG. 3 is a diagram showing the actual characteristic curve and the associated ideal characteristic curve; 2...Vehicle brake device, 3,5...Wheel, 4゜6
...Wheel brake cylinder, 7,8...Brake pressure control valve, 9.10...Brake pressure conduit, 11°12.
13...Pressure conduit, 14...Pressure accumulator, 15°16.
...Measurement connection conduit, 17.18...Pressure filler, 1
9.20...Measured value amplifier, 21.22...Adjustment and correction device, 23...Target value transmitter, 24...Brake pedal, 25...Pressure controller, 26°27...・Conductor, 28...Program memory, 29...Correction value memo IJ, 30.31...Control conduit, 32゜33...
electromagnet
Claims (1)
て、１つの圧力制御器と少なくとも１つの調節可能な目
標値発信器と少なくとも２つの圧力制御弁とを有し、こ
の圧力制御弁が、互いに離れた位置にある少なくとも２
つの車輪ブレーキシリンダにおける各圧力を少なくとも
ほぼ同時に制御するために働き、しかも各車輪ブレーキ
シリンダのそれぞれに配属された圧力フィンが、該フィ
シに作用するブレーキ圧に応じた電気信号を送出する形
式のものにおいて、圧力制御器（２５）に調節兼補正装
置（２Ｌ ２２）が配属されており、校正作業のために
この調節兼補正装置（２１゜２２）によって全ての圧力
フィシ（１７゜１８）に同じ大きさの圧力が少なくとも
１度は供給され、該圧力フィシから送出された電気信号
と少なくとも１つの所属の校正信号との間の差異に基づ
いて補正値が検出され、そして平常運転中には圧力制御
器によって、各圧力フイラ（１７，１８）から送出され
た信号が前記補正値に応じて補正され、その後で実際値
として圧力制御器（２５）に送られることを特徴とする
、車両ブレーキ装置のブレーキ圧制御装置。 ２、調節兼補正装置（２１，２２）が、メモリ（２８，
２９）＆有するプログラムされた計算器から成っている
、特許請求の範囲第１項記載の装置。 ６、 計算器が圧力制御器と共に１つの構成ユニットに
統合されている、特許請求の範囲第２項記載の装置。 ４、車両ブレーキ装置のブレーキ圧制御装置の運転法で
あって、１つの圧力制御器と少なくとも１つの調節可能
な目標値発信器と少なくとも２つの圧力制御弁とを用い
、この圧力制柳井によって、互いに離れた位置にある少
なくとも２つの車輪ブレーキシリンダにおける各圧力を
少なくともほぼ同時に制御し、し力）も各車輪ブレーキ
シリンダのそれぞれに１つの圧力フイラを配属して、該
圧力フィシに作用するブレーキ圧に応じた電気信号を送
出せしめる形式のものにおいて、圧力制御器（２５）の
平常運転の前に全ての圧力フイラ（１７，１８）に少な
くとも１度は同じ大きさの圧力を供給し、その都度の圧
力に１つの電気的な校正信号を配属し、その校正信号と
各圧力フィシから送られて来る信号との間の相異に基づ
いて補正値を検出し、そして圧力制御器（２５）の平常
運転中にはその都度に送られて来る信号を当該の補正値
を使用して補正し、その後で実際値として圧力制御器（
２５）に供給することを特徴とする、車両ブレーキ装置
のブレーキ圧制御装置の運転法。 ５、補正値を検出するために全ての圧力フィシ（１７，
ｉＢ）に、第１の圧力として周囲の外気な供給する、特
許請求の範囲第４項記載の運転法。 ６、補正値を検出するために各圧力フイラ（１７、’１
Ｂ ）に、周囲の外気とは異なる圧力を特徴する特許
請求の範囲第４項又は第５項記載の運転法。 Ｚ 前記の外気圧とは異なる圧力として、車両ブレーキ
装置（２）の蓄圧器（１４）内の圧力をそのままの高さ
で各圧力フイラ（１７゜１８）に供給する、特許請求の
範囲第６項記載の運転法。 ８、補正値の検出のために圧力フイラ（１７゜１８〕に
送られる圧力に、予め選ばれた電気的な校正量をメモリ
（２８）牟ら取り出して配属する、特許請求の範囲第４
項から第７項までのいずれか１項記載の運転法。 −[Claims] 1. A brake pressure control device for a vehicle brake system, comprising one pressure controller, at least one adjustable target value transmitter, and at least two pressure control valves. At least two pressure control valves located apart from each other
A type that works to control the pressures in the four wheel brake cylinders at least almost simultaneously, and in which the pressure fins assigned to each wheel brake cylinder send out electrical signals in accordance with the brake pressure acting on the fins. , an adjustment/correction device (2L 22) is attached to the pressure controller (25), and for calibration work, this adjustment/correction device (21゜22) provides the same control for all pressure pipes (17゜18). A pressure of magnitude is supplied at least once, a correction value is detected on the basis of the difference between the electrical signal emitted by the pressure fixture and at least one associated calibration signal, and during normal operation the pressure Vehicle braking device, characterized in that the signal sent out from each pressure filler (17, 18) is corrected by the controller according to the correction value and is then sent as an actual value to the pressure controller (25). brake pressure control device. 2. The adjustment and correction device (21, 22) is connected to the memory (28,
29) Apparatus according to claim 1, consisting of a programmed calculator having &. 6. Device according to claim 2, characterized in that the calculator is integrated with the pressure controller into one component unit. 4. A method of operating a brake pressure control device for a vehicle brake system, which uses one pressure controller, at least one adjustable target value transmitter, and at least two pressure control valves, and by this pressure control Yanai, The pressures in at least two wheel brake cylinders located apart from each other are controlled at least substantially simultaneously, and one pressure filler is assigned to each wheel brake cylinder to control the brake pressure acting on the pressure filler. In the type that sends out an electric signal according to one electrical calibration signal is assigned to the pressure of the pressure regulator (25), a correction value is detected based on the difference between the calibration signal and the signal sent from each pressure station; During normal operation, the signal sent each time is corrected using the corresponding correction value, and then the actual value is sent to the pressure controller (
25) A method of operating a brake pressure control device for a vehicle brake device, characterized by supplying the same. 5. All pressure fissures (17,
5. The operating method according to claim 4, wherein ambient outside air is supplied to iB) as the first pressure. 6. Each pressure filler (17,'1
B) The operating method according to claim 4 or 5, characterized in that the pressure is different from the surrounding outside air. Z The pressure in the pressure accumulator (14) of the vehicle brake system (2) is supplied to each pressure filler (17°18) at the same height as the pressure different from the external pressure. Driving method described in section. 8. Claim 4, wherein a pre-selected electrical calibration amount is extracted from the memory (28) and assigned to the pressure sent to the pressure filler (17, 18) for detection of the correction value.
The driving method described in any one of paragraphs 7 to 7. −
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3416744.7 | 1984-05-07 | ||
| DE19843416744 DE3416744C3 (en) | 1984-05-07 | 1984-05-07 | Method for operating a pressure regulator of a vehicle brake system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60240555A true JPS60240555A (en) | 1985-11-29 |
| JPH0717192B2 JPH0717192B2 (en) | 1995-03-01 |
Family
ID=6235087
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60095711A Expired - Fee Related JPH0717192B2 (en) | 1984-05-07 | 1985-05-07 | Method for using a pressure regulator of a vehicle braking system and vehicle braking system |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPH0717192B2 (en) |
| DE (1) | DE3416744C3 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001116130A (en) * | 1999-10-18 | 2001-04-27 | Nissan Motor Co Ltd | Hydraulic controlling method |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT1187956B (en) * | 1986-02-24 | 1987-12-23 | Marelli Autronica | ANTI-LOCK DEVICE FOR THE WHEELS OF A VEHICLE |
| GB8905311D0 (en) * | 1989-03-08 | 1989-04-19 | Lucas Ind Plc | Electronic braking system |
| DE4030980A1 (en) * | 1990-10-01 | 1992-04-02 | Bosch Gmbh Robert | ELECTROPNEUMATIC BRAKE SYSTEM |
| DE4136978A1 (en) * | 1991-11-11 | 1993-05-13 | Bosch Gmbh Robert | COMPRESSED AIR BRAKE SYSTEM FOR VEHICLES |
| DE19506288B4 (en) * | 1995-02-23 | 2005-10-06 | Robert Bosch Gmbh | Method and device for checking the function of an electronically controlled brake system |
| DE19633835B4 (en) * | 1996-08-22 | 2007-11-29 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Method for controlling the brake system of a vehicle |
| DE10027667B4 (en) * | 2000-06-03 | 2010-04-08 | Robert Bosch Gmbh | Method and device for determining an underlying value of at least one measured variable of a brake system |
| DE10134153C2 (en) * | 2001-07-13 | 2003-05-28 | Knorr Bremse Systeme | Method and device for detecting residual pressure in a brake system, in particular in a brake cylinder |
| DE102013110736A1 (en) * | 2013-09-27 | 2015-04-02 | Haldex Brake Products Gmbh | Compressed air preparation device for a commercial vehicle |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1961039A1 (en) * | 1969-12-05 | 1971-06-16 | Bosch Gmbh Robert | Vehicle brake system with anti-lock protection |
| DE2043840A1 (en) * | 1970-09-04 | 1972-03-09 | Daimler Benz Ag, 7000 Stuttgart | Brake systems, in particular for motor vehicles |
| US4383431A (en) * | 1980-11-03 | 1983-05-17 | The Perkin-Elmer Corporation | Auto-zero system for pressure transducers |
| US4387431A (en) * | 1981-03-30 | 1983-06-07 | United Technologies Corporation | Roll attitude inhibit of aircraft automatic outer loop |
-
1984
- 1984-05-07 DE DE19843416744 patent/DE3416744C3/en not_active Expired - Lifetime
-
1985
- 1985-05-07 JP JP60095711A patent/JPH0717192B2/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001116130A (en) * | 1999-10-18 | 2001-04-27 | Nissan Motor Co Ltd | Hydraulic controlling method |
Also Published As
| Publication number | Publication date |
|---|---|
| DE3416744C3 (en) | 1999-07-15 |
| DE3416744C2 (en) | 1994-04-14 |
| JPH0717192B2 (en) | 1995-03-01 |
| DE3416744A1 (en) | 1985-11-07 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4093316A (en) | Combined antiskid and load-dependent brake control system for a motor vehicle | |
| US5333940A (en) | Tractor/trailer brake pressure regulation method and system | |
| KR0126913B1 (en) | Trailer brake control for towing vehicles having electronic brake control | |
| JP4250216B2 (en) | Method and apparatus for controlling vehicle brake device | |
| EP0187901A2 (en) | Electrically controlled brake installation for vehicles | |
| US20050001477A1 (en) | Braking system for trailers of utility vehicles | |
| JPS60240555A (en) | Method of operating brake pressure controller for car brake gear | |
| KR102023057B1 (en) | Method and Apparatus for Controlling of Lift Axle of Vechile | |
| JPS6171261A (en) | Controller for braking force | |
| US6318818B1 (en) | Method for compensating the temperature dependence of an inductive resistance of a valve coil | |
| EP0630788B1 (en) | Electronic braking system with system test | |
| JPS62155162A (en) | Brake gear operated by pressure medium for car | |
| SE462152B (en) | SETTING AND ARRANGEMENTS FOR BRAKE ADJUSTMENT BETWEEN A TRUCK VEHICLE AND A CONNECTED SEMITRAILER | |
| JP4272713B2 (en) | Method and apparatus for controlling vehicle brake device | |
| SE514573C2 (en) | Method and apparatus for controlling a vehicle's braking system | |
| US6244672B1 (en) | Method and apparatus for controlling a brake system | |
| JPH02231258A (en) | Anti-skid brake gear with unit for limiting yawing moment | |
| JPS6111825B2 (en) | ||
| US7052096B2 (en) | Vehicle antilock brake control system | |
| US6109702A (en) | Method and device for controlling the braking system of a vehicle | |
| JP3990480B2 (en) | Method and apparatus for controlling vehicle brake device | |
| CN104220307B (en) | Method and brake apparatus for determining brake pressure value by indicatrix | |
| US6802211B2 (en) | Method and device for determining a basic value of at least one measured quantity of a brake system | |
| SE467204B (en) | ARRANGEMENTS FOR ADAPTING THE BRAKE PRESSURE IN THE BRAKE SYSTEM TO A TOWED VEHICLE TO THE BRAKE PRESSURE IN THE BRAKE SYSTEM ON A TOWING VEHICLE | |
| KR100365607B1 (en) | Method and apparatus for adjusting the brake system of the vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| LAPS | Cancellation because of no payment of annual fees |