SE437499B - CLUTCH DEVICE FOR PERIODIC MONITORING OF THE FUNCTIONAL ABILITY OF PARTS OF A LOAD PROTECTED MANUFACTURED MANUFACTURED VEHICLE BRAKE SYSTEM - Google Patents

Description

7800222-7 2 The invention is explained in more detail below in the exemplary embodiments with the aid of the accompanying drawing. Fig. 1 shows a first embodiment of a device for testing the function of an anti-lock control device, Fig. 2 shows another embodiment of the device according to the invention with a test and safety coupling which is arranged in a special coupling circuit separate from the control channels, Fig. 3 shows a device according to Fig. 2 in which, however, the test and safety coupling is integrated with the control circuit in a block and Fig. 4 in principle the construction of the test coupling according to Figs. 2 and 3.

In Fig. 1, a sensor 2 transmits 4 signals via a logic circuit. to a control channel 6 in the anti-lock control system. A generator 8 is provided for simulating sensor signals. A control means 10 controls the test processes.

“The trial takes place as follows. After initiation of the test process, a signal first appears at the output 12 of the control member 10 'which is passed over a line 14 and an OR gate 16 as well as an AND gate 18 to an amplifier 20 and magnet 22 at a solenoid valve. The second output 24 of the control means is "low". The signal at the output 12 of the control means 10 is passed on via a line 26 to a comparator 28 which is also connected to the output of the amplifier 20 via a line 30.

If the signal chain from the OR gate 16 to the magnet 22 is faultless, the amplifier 20 switches off the output signal of the amplifier 20, which is then compared in the comparator 28 with the test pulse or test signal of the control means 10.

If no fault is found, the control means can switch on from "12" to "24" so that the output 12 becomes "low" and the output 24 "high". The high signal at output 24 first interrupts the actuation of the output stage by blocking the AND gate 18 and further enables instead of the sensor signal (blocking an AND gate 32) a wheel ratio simulating signal from the generator 8 over an AND gate 34 and an OR gate 36 was added to the control channel 6 to be tested. The output signal of the generator 8 is passed on to a reference control channel 38 which generates a reference signal which in a comparator 40 is compared with the output signal of the wheel control channel 6. The output of the simulated generator signal is controlled via an output 42 on the control means 10. If no fault is found, the test cycle is completed and the control means 10 is put back.

If, during testing of the output stage and the magnet, an error is detected by comparing the corresponding signals in the comparator 28, an error indicating device 48 is actuated over an OR gate 50 and an AND QUORM "._____..____.... .__. ._. _. ...._____-..._.... .., .._...__.-._._..._...._____.._... __ ... __.......... ._ _. _. _.- ..._ 3 7800222-7 gate 52 for marking the fault At the same time the control means is put back over a line (not shown). whereby the generation of the simulated wheel signals is prevented and the further test process is interrupted.

If an error is found during the test of the control channel 6, a difference signal appears at the output of the comparator 40 which is likewise led to the error indicating device 48 over the gates 50 and 52. Also in this case the control means 10 is put back over a response signal line (not shown) and thus the test process ends.

The test should also be suitably prevented if a braking process is conducted. For this purpose, as shown, for example, a line is drawn from the brake light switch to an input 54 of the control means 10 over which in this case the control means 10 is put back and thus the already ongoing test program is interrupted.

Instead of a special reference signal channel 38, another control channel coordinated with another wheel can be taken as a reference channel. In this case, the influence of the solenoid valve must also be interrupted.

In a four-wheel control, four steps would be necessary for complete testing of the control channels. In this case, all final steps are tested; if they are found to be in order, all channels of the anti-lock control system are then affected with the simulated wheel frequency and compared with each other. In this way, a complete and safe testing of the entire anti-lock control system is possible.

Fig. 2 shows a combination of a test and a safety coupling line, the safety coupling being arranged in a coupling circuit separate from the wheel control circuits.

With a wheel sensor 60, a control circuit 62 is coordinated and with another wheel sensor 64 a control circuit 66. With the control circuit 62, the output amplifiers 68 and 70 and the magnets 72 and 74 at an outlet and inlet valve are coordinated; with the control circuit 66, the corresponding output amplifiers 76 and 78 and the magnets 80 and 82 at an outlet and an inlet valve are switched on.

A safety coupling 84 has two redundant safety coupling channels 86 and 88 arranged in a logic block which generate test signals which are output via lines 90 and 92 and via OR gates 94 and 95 on each control circuit 62 and 66. The output of the two safety switching channels 86 and 88 test signals are so controlled that the signals come in chronological order. The output signals of the control circuits 62 and 66, i.e. the output signals from the threshold steps for the acceleration, deceleration and lag, are output over lines P .a. Û .e w._i Cš, ~ -N Å, -.__ \ '° *' = - '.. "' ~ '?“ 7800222-7 4 na 98 and 100 each to both safety coupling channels and are compared redundantly i.e. each safety switching channel compares the output signals of both control circuits, thereby ensuring that, despite the failure of a safety switching signal, a test and error determination are in order. is supplied via lines 102, 104, 106 and 108 to both safety switching channels 86 and 88 and is compared analogously as described above for the control signals. Over a line 110, the supply voltage of a voltage source 112 in both safety switching channels is tested redundantly at setpoint. one of the above tests would show a faulty control circuit, a defective magnet, a fault in a signal chain or a faulty supply voltage is passed over a line 114 and / or 116 corresponding fault signals to a fault display device 118. Fig. 3 shows a test and safety device with two different safety switching channels 130, 132 which, in contrast to the embodiment according to Fig. 2, are integrated together with the coordinated control circuits 134 and 136 in a logic block 137. The safety switching channels are also connected here so that one and the other control circuit can be tested.

The device according to Fig. 3 operates in principle as well as that according to Fig. 2. The test signals from each safety switching channel 130, 132 are routed to each control circuit 134 and 136 via the lines 138 and 140 and the ELIER gate 142 and 144. The control circuit output signals and the output signals from the final amplifiers 146, 148, 150 and 152 which are connected in front of the magnets 154. 156, 158 and 160 at the corresponding outlet and inlet valves, were returned to the safety switching channels and compared there redundantly as already described for the device according to Fig. 2. A monitoring of the supply voltage is likewise preceded - seen, cf. the reference numeral 162. If a fault is found, corresponding error signals are emitted via lines 164 and 166 to the fault indication device 158.

Fig. 4 shows the basic structure of the test connection according to Figs. 2 and 3. Over a line 170 is input with a determined step pooa QUW-TY

Claims (4)

78ÛÜ222 ~ 7 frequency a signal which is passed over an AND gate 172 to a multi-stage meter or frequency divider 174- AND the gate is prepared by placing a memory 176 over an initial input 178 and a "high" signal at the memory 176 Q output. In the meter 174 a multi-stage division of the frequency of the signals takes place for simulation of specific wheel courses. A multiplexer 179 is affected one after the other by the signals taken at the individual steps of the meter and the signals with the different frequencies f1 ..... fn are connected one after the other to the output and applied to the control circuits. The output signals from the final amplifiers connected in front of the magnets of the control valves were applied to the connections 180, 181, 182, 183, 184, 185, 186 and 187, the present four control circuits being assumed with an outlet and an inlet valve at each location and the connections 180 - 183 shall be co-ordinated with the outlet valves and the connections 184 ~ 187 with the inlet valves. The time synchronized outputs of the output stages to terminals 18O - 183 are compared in an exclusive-OR gate 188 and the output signals to the terminals 184-187 in an exclusive-OR gate 190. The outputs 180 and 190 of these gates as well as the output 192 of other monitoring devices, for example devices for monitoring the threshold steps, are added to an OR gate 194. In the absence of a signal, an error is signaled in that at the output of the corresponding exclusive OR gate a "high" signal appears as above The OR gate 194 puts an error memory 196 over whose output and an OR gate 198, to which also other outputs 200 on other test connections can be added according to a schematic indication, an error indicating device 201 is connected. After reviewing the meter steps of the meter 174, the memory 176 is automatically put back over a line 202. The error memory 196 can be put back over a connection nip; 204 and nelietaiias. P a t e n t k r a v: Coupling device for periodic monitoring of the functionality of parts of a lock-protected pressure medium-operated vehicle braking system with a control device (10) provided with a clock pulse generator (8) for generating test signals at predetermined intervals which can be input to the part 78 intended for monitoring. the control system of the braking system, with a monitoring device which monitors the occurrence of output signals triggered by the test signals, which in turn is supplied to a final amplifier (20) connected before a solenoid valve (22) for the pressure medium control, and with a warning device a (48) which is activated in the absence. of these signals, characterized in that a) the monitoring device has a comparator (28) which compares with each other and with respect to simultaneous behavior controls the output signals of the output amplifier (20) and on a direct line (26). directly applied test signals; b) the monitoring device further has a reference control channel (38) for generating reference signals corresponding to an error-free control channel (6) in the control circuit, which in a second comparator (40) is compared with the output signals from the control circuit control channel (6) and / or individual function groups in control channel; c) after testing the end amplifier (20), the control device (10) interrupts its actuation by means of a logic coupling (18) and supplies the control channel (6) with a simulated signal relating to the wheel ratio; d) in the event of non-simultaneous occurrence of the signals to be tested, a warning device (40) is activated and the control device (10) is reset. Coupling device according to Claim 1, characterized in that a control channel coordinated with another vehicle wheel is used as the reference control channel. Coupling device according to Claim 1 or 2, characterized in that a safety coupling with two redundant safety coupling channels (86.88; 130.132) is provided, which are connected to each function group (72.74 and 80.82, respectively). 154,156 and 158,160, respectively) or each control channel (62 and 66; 134 and 136, respectively) and that the outputs of the function groups or control channels are returned to both safety switching channels (86, 58; 130,132) whose comparators redundantly compare the output signals of the function groups or control channels. _ Switching device according to Claim 3, characterized in that the two safety switching channels (130, 132) are integrated in a logic block (137) or are two different logic blocks. - ~ -š man. -. PÖOR 9 ""? "F"