WO1986001779A1 - Dispositif de freinage - Google Patents

Dispositif de freinage Download PDF

Info

Publication number
WO1986001779A1
WO1986001779A1 PCT/DE1985/000333 DE8500333W WO8601779A1 WO 1986001779 A1 WO1986001779 A1 WO 1986001779A1 DE 8500333 W DE8500333 W DE 8500333W WO 8601779 A1 WO8601779 A1 WO 8601779A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
braking
braking force
braking device
signal
Prior art date
Application number
PCT/DE1985/000333
Other languages
German (de)
English (en)
Inventor
Ingo Remmert
Dirk-Walter Morche
Original Assignee
Ingo Remmert
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Ingo Remmert filed Critical Ingo Remmert
Publication of WO1986001779A1 publication Critical patent/WO1986001779A1/fr

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
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B60T8/266—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means

Definitions

  • the invention relates to a braking device according to the preamble of patent claim 1.
  • Braking devices of this type are known to be required if a vehicle trailer (with one or more axles) is movably or rigidly coupled to a towing vehicle.
  • the rigid coupling of vehicle trailers is already known from DE-OS 24 13 077 and DE-OS 28 25 149.
  • a deceleration of the additional axle or axles * of the vehicle trailer with regard to the towing vehicle is, however, not stated in the cited publications.
  • hydraulic or pneumatic braking takes place in a known manner. If the towing vehicle has a hydraulic brake system, it is not possible to directly connect a hydraulic brake to the vehicle trailer. Rather, complicated mechanical transmission devices are required. Even when using pneumatic brake systems in the towing vehicle, there is considerable expenditure for additional pressure and storage containers for an additional brake of the vehicle trailer.
  • This known braking device has the disadvantage that the system must be readjusted by the driver before each use, taking into account the respective payload of the vehicle trailer, which takes place in a complex manner in that the driver uses a potentiometer of a control unit to apply the braking force of the vehicle the lower axis according to the feeling and then by braking try to determine the point at which the additional brake has the maximum effect but has not yet blocked.
  • the known brake system has the disadvantage that the oscillation or deflection of the sensor is only dependent on the vehicle deceleration and the mass of the pendulum, so that there is no exact relationship between the actual and the required additional braking force. - Otherwise, the pendulum also responds to road gradients, which simulates a deceleration that undesirably leads to the brake of the vehicle trailer being activated. When reversing, the pendulum does not swing at all, so that the brake cannot then come into effect. Because of all these disadvantages, vehicles with a brake system of the type mentioned have not been approved by the responsible official bodies for German and European road traffic.
  • US Pat. No. 3,981,542 discloses a braking device of the type mentioned at the outset, in which the brake fluid from the A special hydraulic additional container is actuated in the towing vehicle, which in turn is connected to a mechanical-electrical converter.
  • the hydraulic auxiliary container (hydraulic reservoir), however, represents a considerable outlay.
  • Another disadvantage is that an intervention in the brake fluid system itself is carried out here.
  • the brake system has now been optimized and adjusted by the manufacturer of the towing vehicle so that subsequent interventions may not be carried out. Therefore, the known braking device is not suitable for retrofitting.
  • the braking device comprises a control unit with a computer and furthermore a characteristic curve memory in which the braking force characteristic of the towing vehicle is stored, that the control unit signals from a braking force sensor Main brake receives, and that the brake signal for the " additional brake is determined by means of the computer in accordance with a Bremskraftver Minors ⁇ function.
  • the invention is based on the fact that each towing vehicle has a very specific braking characteristic, which is specified and known for the type of braking system used in the towing vehicle.
  • the corresponding braking force characteristic curve - or the braking force distribution function - can thus be stored in a memory.
  • the storage of the braking characteristics of the train vehicle is an essential feature of the new braking device.
  • the basic idea of the invention is to subject vehicle-typical signals - both from the towing vehicle and possibly also from the vehicle trailer - which are important for the braking process, to an assessment which corresponds to the respective conditions and from this to produce an actually required braking force curve determine or provide a corresponding brake signal for the additional brake.
  • a braking force sensor is provided on the brake cylinder or on the brake pedal of the main brake in order to generate an electrical signal corresponding to the respective braking force.
  • a braking force sensor for example an expansion measuring strips - an intervention in the brake fluid system is advantageously not required.
  • the strain gauge can, moreover, also be used in agricultural vehicles which are equipped with a brake linkage.
  • the weight ratios of the vehicle trailer are also taken into account.
  • a tare sensor can be used, which determines the payload of the vehicle trailer, the empty weight of the vehicle trailer being stored in a special read-only memory.
  • both the brake pressure of the main brake and the tare weight are subjected to an evaluation in order to determine the optimum braking force curve for the activation of the additional brake.
  • any interference signals (bumps, cornering) have no influence on the braking force distribution curve, since according to another advantageous embodiment of the invention the tare weight signal - ie the payload - is temporarily stored in a volatile memory and the value cannot be changed while driving .
  • __ »Further expedient refinements of the invention are specified in the subclaims and the description and can be found in the drawing.
  • FIG. 1 shows a schematic illustration of a braking device in a towing vehicle with a coupled axle
  • Fig. 4 is a schematic block diagram of a
  • FIG. 5 shows a more detailed block diagram of the braking device according to FIG. 4 to illustrate the signal processing, un
  • FIG. 6 shows a further graphical illustration to explain a braking force curve course.
  • Fig. 1 to the left of a dashed line 1 the parts important for understanding an exemplary embodiment of the invention are shown in a towing vehicle, and to the right of dashed line 1, the parts essential for understanding a vehicle trailer are shown, the is rigidly connected to the train vehicle.
  • the towing vehicle comprises a front axle 2 and a rear axle 3, the hydraulic brakes 4 and 5 of which are connected to a brake cylinder 8 via brake lines 6 and 7.
  • a brake pedal 9 is provided for actuating the brake cylinder 8.
  • the vehicle trailer connected to the towing vehicle has an axle 10 which can be braked by means of an electromechanical brake 11.
  • the brake 11 (additional brake) is connected to a control unit 15 via an electrical line 12 and a detachable plug connection 13 and via an electrical line 14.
  • the control device 15 essentially consists of a computer 38 (microprocessor part) and a power amplifier 37, the output signal of which is fed to the additional brake 11.
  • the new braking device now also has a sensor 16 (or 16 * or 16 ' '), which generates signals and feeds them to the computer 38, which correspond to the respective strength of the braking force of the towing vehicle, which is generated by the driver through the pressure metered with the foot on the brake pedal 9 is achieved.
  • the sensor 16 can be designed as a hydraulic / electrical converter and can be arranged on the brake cylinder 8. However, it is also possible to use a strain gauge for the sensor 16 'and to provide this on the brake pedal 9. In agricultural traction vehicles that work with a mechanical brake linkage, a sensor 16 ′′ can also be used as a strain gauge on the brake linkage, the signals also being routed to the computer 38, as indicated by dashed lines in FIG. 1. In any case, the respective value of the signal from the sensor corresponds to the simultaneous strength of the braking force of the towing vehicle.
  • the computer 38 of the control unit 15 is also supplied with signals from a tare weight sensor 19 via a line 17 and a plug connection 18, which sensor senses the deflection of springs, here air springs 20, with which the axis 10 is supported.
  • the electrical output signal of the tare weight sensor 19 thus corresponds to the load weight of the vehicle trailer.
  • the computer 38 of the control unit 15 is also connected via a line 21 to a starter switch 22 of the train vehicle and to a switch contact 23 which is actuated when the first gear of the tractor vehicle is engaged. If both switches 22 and 23 are closed when the towing vehicle is started, the value corresponding to the deflection of the air springs 20 is stored in a loading weight memory 34 (see FIG. 5) contained in the control device 15, so that during the furthernic drive independent of the short-term deflection of the air springs 20 and to influence the braking characteristics for the electromagnetic brake 11.
  • control unit 15 and the computer 38 are thus signals from the braking force sensor 16 and the tare weight sensor 19 fed. If braking is carried out while driving, signals pass from the sensor 16 to the control device 15, which generates a pulse sequence as a brake signal 24 according to a stored characteristic after amplification by the power amplifier 37, which is fed to the brake 11 and there a corresponding brake ⁇ force.
  • FIG. 2 shows the theoretical course of the ratio of the braking force f of the brake 4 of the front axle 2 to the braking force f. the brake 5 of the rear axle 3. While this diagram relates to the theoretical ideal case, FIG. 3 shows the conditions present in practice.
  • the braking force f of the front axle 2 is greater than the braking force f ⁇ of the rear axle 3 (in the case of decelerations in the range from 0.15-0.8).
  • the braking force of the front axle 2 is therefore greater than that of the rear axle 3, and the braking force of the third Axle - axle 10 of the vehicle trailer - should be at most that of the rear axle 3.
  • the ratio of f: f- is also constant for all vehicles in all braking situations, as is indicated in FIG. 3 by the dashed line.
  • the proportionality of the brake signal 24 for the brake 11 and its constant relationship to f and f. guarantees, especially since the additional brake 11 is directly adapted to the main brake system of the towing vehicle and has a zero point (the additional brake 11 does not therefore brake on its own on an incline).
  • Each towing vehicle has a typical braking characteristic that can be measured on a brake test bench. After the determined braking characteristic of the train vehicle is stored in the computer 38, only the electrical output line 14 has to be connected to the brake 11 of the axle 10, whereby the brake 11 is then integrated directly into the ideal braking force distribution function. This is described in more detail below with reference to FIG. 5.
  • the analog signals from the sensor 16 are converted into digital signals via an analog / digital converter 25, which come unprocessed into a pre-test stage 26. In the event that the sensor 16 itself already delivers digital signals, these get into the test preliminary stage 26 bypassing the analog / digital converter 25.
  • an error is detected with regard to frequencies that are too high or too low.
  • An error is for example at a defective sensor, which would mean that either no signal is present, or that the 'signal is out of an allowable Liste ⁇ stored frequency window.
  • the result would then be an error message via an error detector 27 which lights up a light-emitting diode 28 in the event of a fault.
  • This value which is constantly compared and adapted with the current signal of the sensor 16 via the parameter field in the characteristic memory, reaches the power amplifier 37, where the value is amplified and converted into a direct current pulse signal 24 to supply the auxiliary brake 11 whose current strength or signal distance influences the braking force f_ of the brake 11 in an analog manner.
  • the characteristic curve memory 29 and the evaluation device 30 are explained in more detail below.
  • the characteristic curve memory 29 the braking characteristic curve specific to the respective towing vehicle - as shown in an example in FIG. 3 - is stored.
  • the characteristic curve is used to determine which braking force is to be assigned to the measured pressure.
  • the determined value of the braking force goes to the evaluation device 30.
  • an assignment is made in such a way that it is determined which current strength is required. is to generate the previously determined braking force by actuating or activating the additional brake 11.
  • the evaluation device 30 there is therefore an assignment of braking force to current.
  • the determined value of the current strength is finally evaluated in the computer 38 of the control unit 15 in such a way that the pulse-shaped brake signal 24 is generated.
  • the pulse intervals or the pulse sizes are determined by the computer so that the additional brake 11 generates the desired braking force.
  • FIG. -5 the tare weight sensor 19 is also shown, the signal - as explained above - is only evaluated when the starter switch 22 and the switch contact 23 in FIG. 1 are actuated by engaging the first gear.
  • the tare weight sensor 19 is connected to an analog / digital converter 31, the digital output signal of which reaches an error detection 32.
  • error detection takes place on the principle of no frequency / too high frequency.
  • the light-emitting diode 28 in turn displays and, in addition, a switch is then made to the Brake pressure value of sensor 16.
  • the signal of the tare weight sensor 19 is in the permissible range, it is stored in a volatile loading weight memory.
  • the braking device also has a fixed memory 35, in which the empty weight of the vehicle trailer is stored.
  • the loading weight signal goes into an evaluation device 36.
  • an optimal braking force curve f: f 3 calculated so that the new braking force curve is variable, as can be seen from Fig. 6.
  • Interference signals - such as bumps, cornering - have no influence on the braking force distribution curve, as the loading weight signal is temporarily stored in the volatile loading weight memory 34 and the value cannot be changed while driving.
  • the vehicle empty weight ( minimum value), however, is permanently stored in the permanent memory 35. An erroneous storage of the empty weight is therefore not possible.
  • the result of the final evaluation from the braking force characteristic, brake pressure value of the sensor 16, empty weight and loading weight then reaches the power amplifier 37, where it is amplified and then controls the brake 11 of the vehicle trailer according to the optimal braking force distribution curve.
  • the power amplifier 37 is short-circuit proof, since it is protected by a miniature fuse and is monitored electronically by a microprocessor. In addition, the short-circuit situation is indicated by the light-emitting diode 28 lighting up.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

On génère, pour le frein auxiliaire (11) d'une remorque attachée à un véhicule de traction, un signal de freinage dérivé du système de freinage principal (8) du véhicule de traction. A cet effet une unité de commande (15) munie d'un ordinateur (38) ainsi qu'une mémoire à ligne caractéristique sont prévues. Cette dernière mémorise la ligne caractéristique de la force de freinage du véhicule de traction. L'unité de commande reçoit, depuis le détecteur de pression de freinage (16', 16"), des signaux qui représentent la pression relative de freinage et l'ordinateur engendre un signal de freinage pour le frein supplémentaire (11) de manière à ce que la force de freinage du frein supplémentaire (11) soit égale à celle de l'essieu arrière (3) du véhicule de traction. Lorsqu'on utilise un détecteur de tare (19) qui détermine la charge supplémentaire de la remorque, il est possible de tenir compte également du poids à vide et de la charge supplémentaire de la remorque lors de la détermination de la force de freinage idéale.
PCT/DE1985/000333 1984-09-20 1985-09-20 Dispositif de freinage WO1986001779A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19843434512 DE3434512A1 (de) 1984-09-20 1984-09-20 Elektrische steuereinrichtung fuer eine elektromagnetische bremse eines fahrzeuganhaengers
DEP3434512.4 1984-09-20

Publications (1)

Publication Number Publication Date
WO1986001779A1 true WO1986001779A1 (fr) 1986-03-27

Family

ID=6245875

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1985/000333 WO1986001779A1 (fr) 1984-09-20 1985-09-20 Dispositif de freinage

Country Status (3)

Country Link
EP (1) EP0196321A1 (fr)
DE (1) DE3434512A1 (fr)
WO (1) WO1986001779A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1990002675A1 (fr) * 1988-09-09 1990-03-22 Saab-Scania Aktiebolag Procede et agencement d'adaptation des systemes de freinage entre un vehicule tracteur et une semi-remorque associee

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3603494A1 (de) * 1986-02-05 1986-07-10 Hans-Jürgen 3000 Hannover Diekmann Bremsvorrichtung
DE3611941A1 (de) * 1986-04-09 1987-10-22 Wabco Westinghouse Fahrzeug Bremswertgeber
SE9904556L (sv) * 1999-12-13 2001-01-29 Scania Cv Ab Anordning för styrning av ett bromsarrangemang, samt ett bromssystem för tunga fordon, som innefattar bromsarrangemanget
EP1650095A1 (fr) * 2004-10-22 2006-04-26 Groenewold's Carrosseriefabriek B.V. Régulateur de freinage pour système de véhicule configurable comme tracteur avec remorque articulée ou non-articulée
GB2462072B (en) * 2008-07-19 2013-02-13 Haldex Brake Products Ltd Vehicle braking system

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US3743361A (en) * 1971-08-13 1973-07-03 Diamond Squared Ind Inc Anti-skid system and method
DE2212618A1 (de) * 1972-03-16 1973-09-27 Teldix Gmbh Antiblockierregelsystem fuer ein fahrzeug mit anhaenger
DE2401038A1 (de) * 1973-01-12 1974-07-18 Motor Wheel Corp Bremsensteuervorrichtung fuer anhaengerfahrzeuge
EP0002073A1 (fr) * 1977-11-10 1979-05-30 Robert Bosch Gmbh Dispositif de commande pour un essieu relevable d'un véhicule utilitaire
FR2424827A1 (fr) * 1978-05-02 1979-11-30 Wabco Fahrzeugbremsen Gmbh Dispositif de regulation de la vitesse d'un vehicule
DE3133102A1 (de) * 1980-08-25 1982-06-03 Minnesota Automotive, Inc., 56001 North Mankato, Minn. Elektronisch gesteuertes bremssystem
EP0062246A1 (fr) * 1981-04-03 1982-10-13 CORINT S.r.l. Système de freinage pour véhicules à moteur
WO1983001044A1 (fr) * 1981-09-25 1983-03-31 Ludwig Pietzsch Installation de frein pour un vehicule
US4402047A (en) * 1980-12-16 1983-08-30 General Signal Corporation Computerized brake control system
FR2522603A1 (fr) * 1982-03-04 1983-09-09 Bosch Gmbh Robert Equipement de freinage de train routier
FR2527154A1 (fr) * 1982-05-21 1983-11-25 Bosch Gmbh Robert Equipement de freinage de train routier
FR2539687A1 (fr) * 1983-01-21 1984-07-27 Teves Gmbh Alfred Procede et dispositif de commande de la distribution de force de freinage a l'essieu avant et a l'essieu arriere d'un vehicule
GB2135413A (en) * 1983-02-25 1984-08-30 Teves Gmbh Alfred Improvements in brake force distribution

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DE2840262C3 (de) * 1978-09-15 1995-04-20 Knorr Bremse Ag Einrichtung zur Steuerung pneumatischer oder elektro-pneumatischer Bremsen von Schienenfahrzeugen
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3743361A (en) * 1971-08-13 1973-07-03 Diamond Squared Ind Inc Anti-skid system and method
DE2212618A1 (de) * 1972-03-16 1973-09-27 Teldix Gmbh Antiblockierregelsystem fuer ein fahrzeug mit anhaenger
DE2401038A1 (de) * 1973-01-12 1974-07-18 Motor Wheel Corp Bremsensteuervorrichtung fuer anhaengerfahrzeuge
EP0002073A1 (fr) * 1977-11-10 1979-05-30 Robert Bosch Gmbh Dispositif de commande pour un essieu relevable d'un véhicule utilitaire
FR2424827A1 (fr) * 1978-05-02 1979-11-30 Wabco Fahrzeugbremsen Gmbh Dispositif de regulation de la vitesse d'un vehicule
DE3133102A1 (de) * 1980-08-25 1982-06-03 Minnesota Automotive, Inc., 56001 North Mankato, Minn. Elektronisch gesteuertes bremssystem
US4402047A (en) * 1980-12-16 1983-08-30 General Signal Corporation Computerized brake control system
EP0062246A1 (fr) * 1981-04-03 1982-10-13 CORINT S.r.l. Système de freinage pour véhicules à moteur
WO1983001044A1 (fr) * 1981-09-25 1983-03-31 Ludwig Pietzsch Installation de frein pour un vehicule
FR2522603A1 (fr) * 1982-03-04 1983-09-09 Bosch Gmbh Robert Equipement de freinage de train routier
FR2527154A1 (fr) * 1982-05-21 1983-11-25 Bosch Gmbh Robert Equipement de freinage de train routier
FR2539687A1 (fr) * 1983-01-21 1984-07-27 Teves Gmbh Alfred Procede et dispositif de commande de la distribution de force de freinage a l'essieu avant et a l'essieu arriere d'un vehicule
GB2135413A (en) * 1983-02-25 1984-08-30 Teves Gmbh Alfred Improvements in brake force distribution

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1990002675A1 (fr) * 1988-09-09 1990-03-22 Saab-Scania Aktiebolag Procede et agencement d'adaptation des systemes de freinage entre un vehicule tracteur et une semi-remorque associee
US5141292A (en) * 1988-09-09 1992-08-25 Saab-Scania Aktiebolag Method and arrangement for brake adaptation between a haulage vehicle and an attached semitrailer

Also Published As

Publication number Publication date
DE3434512A1 (de) 1986-03-27
EP0196321A1 (fr) 1986-10-08

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