WO1992017354A1 - Commande de ralentissement automatique d'un vehicule - Google Patents

Commande de ralentissement automatique d'un vehicule Download PDF

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Publication number
WO1992017354A1
WO1992017354A1 PCT/US1991/002437 US9102437W WO9217354A1 WO 1992017354 A1 WO1992017354 A1 WO 1992017354A1 US 9102437 W US9102437 W US 9102437W WO 9217354 A1 WO9217354 A1 WO 9217354A1
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WO
WIPO (PCT)
Prior art keywords
engine speed
control signal
producing
signal
response
Prior art date
Application number
PCT/US1991/002437
Other languages
English (en)
Inventor
William James Tate
Stephen Robert Olson
Craig Lawrence Koehrsen
Karl William Kleimenhagen
Original Assignee
Caterpillar Inc.
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 Caterpillar Inc. filed Critical Caterpillar Inc.
Priority to US08/133,013 priority Critical patent/US5983149A/en
Priority to AU78765/91A priority patent/AU661966B2/en
Priority to CA002105775A priority patent/CA2105775C/fr
Priority to PCT/US1991/002437 priority patent/WO1992017354A1/fr
Priority claimed from CA002105775A external-priority patent/CA2105775C/fr
Publication of WO1992017354A1 publication Critical patent/WO1992017354A1/fr

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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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger

Definitions

  • This invention relates generally to a vehicle speed control and, more particularly, to an electronic control for automatically actuating the brakes of a work vehicle so as to control vehicle 10 speed.
  • the brake ⁇ " system is adapted to control the vehicle brakes to the
  • the braking level required to maintain a constant speed during descent of the hill depends on several factors including the slope of the hill and the vehicle load.
  • the lever must be adjusted to maintain the desired speed during descent of the hill and, therefore, performing optimum brake control is difficult. It is possible for the operator to overheat the brakes on long descents. Hence, it is desirable to minimize operator control over the retarder brakes.
  • More automated brake systems have been developed to reduce the amount of operator input required to control the retarder brakes.
  • these controls include a speed setting lever which enables the operator to select a desired ground speed. Actual ground speed is then sensed and used in a closed-loop control to regulate the brakes so as to control the vehicle speed to the desired speed.
  • Maruyama similarly operates on a closed loop ground speed control strategy.
  • Maruyama is equipped with first temperature sensors for detecting the temperature of the cooling oil supplied to the vehicle's disc brakes. If the brakes become too hot, the controller overrides the desired speed, as set by the operator, and gradually reduces the desired ground speed in an attempt to prevent brake overheating. If the first temperature sensor were to fail or malfunction, it would be possible to overheat the brakes.
  • Maruyama provides a second temperature sensor for detecting faulty operation of the first temperature sensor.
  • the system proposed by Maruyama adds unnecessary cost and complexity to the vehicle control system. Therefore, it is desirable to provide a less complex system in which temperature sensors are unnecessary and operator input is minimized.
  • the subject invention is directed to overcoming the above problems.
  • An apparatus for automatically actuating a brake system in a work vehicle.
  • the work vehicle has an engine and a plurality of ground engaging wheels. At least one of the wheels is driven by the engine for propelling the vehicle.
  • the brake system is provided for opposing motion of at least one of the wheels.
  • the apparatus includes a speed sensor for sensing actual engine speed and xesponsively producing an actual engine speed signal.
  • a controller receives the actual engine speed signal and produces an error signal in response to a difference between the actual and desired engine speed signals.
  • the con ⁇ troller further produces a control signal in response to the error signal.
  • An actuator is provided for receiving the control signal and controlling the braking force applied by the brake system so as to reduce the error signal to zero.
  • an apparatus for automatically controlling braking in a work vehicle.
  • the work vehicle has an engine and a speed shiftable semi-automatic transmission of the type having a plurality of forward gears.
  • a manually operable gear selector is provided for selecting a desired maximum transmission operating gear.
  • a transmission controller effects shifting of the transmission in response to transmission output speed reaching predetermined shift points, and limits maximum transmission gear in response to the desired operating gear set by the gear selector.
  • the vehicle has a plurality of ground engaging wheels, at least one of which is driven by the transmission for propelling the vehicle.
  • a brake system is provided opposing motion of at least one of the wheels and thereby slowing the vehicle.
  • the brake system includes a pressure actuated disk brake adapted to receive pressurized fluid and supply a braking force in proportion to the pressure of the fluid.
  • the apparatus includes a circuit for producing a desired engine speed signal which exceeds any of the transmission shift points.
  • a ⁇ speed sensor is provided for sensing actual engine speed and responsively producing an actual engine speed signal.
  • a controller receives the desired and actual engine speed signals, produces an error signal in response a difference between the actual and desired engine speed signals, and produces a control signal in response to the error signal.
  • An air pump provides a constant air pressure to a first valve; The first valve is adapted to receive the control signal and vary the air pressure applied to a master Cylinder in response to the control signal.
  • the master cylinder receives the pressurized air and delivers pressurized fluid to the disk brake in proportion to the received air pressure.
  • Fig. 1 is a schematic drawing illustrating certain aspects of the immediate retarder brake control
  • Figs. 2A and 2B are software flowcharts which can be utilized in programming a microprocessor in accordance with certain aspects of the retarder brake control.
  • the retarder control 10 can readily be adapted for use in any vehicle having pressure actuated disc brakes.
  • the retarder control 10 is currently being developed for use on series 785, 789 and 793 off-highway dump trucks as manufactured by Caterpillar Inc. of Peoria, Illinois.
  • the vehicle (not shown) truck is equipped with an engine 12 which is preferably a series 3500 engine as manufactured by Caterpillar—Inc.
  • the engine 12 drives a speed shiftable semi-automatic transmission 14 through a torque converter 16.
  • the transmission 14 has a plurality of forward and reverse gears.
  • An electronic transmission controller 18 is provided for effecting shifting of the transmission 14 in response to sensed vehicle parameters, as is common in the art.
  • the transmission controller 18 forms no part of the subject invention and, therefore, it will not be described in great detail.
  • the transmission controller 18 preferably includes a microprocessor, such as a series 68HC11 as manufactured by Motorola, of Austin, Texas.
  • An engine speed sensor 20 is provided for sensing the speed of the engine and responsively producing an engine speed signal. Numerous sensors can be adapted to perform the function of the engine speed sensor 20.
  • the sensor 20 is a magnetic pickup sensor adapted to sense rotation of toothed wheel (not shown) which is driven in proportion to engine speed.
  • the sensor 20 responsively produces a sinusoidal signal having a frequency proportional to engine speed.
  • the vehicle is also equipped with a gear selector lever 22 which enables the operator to select a maximum operating gear.
  • a second speed sensor 23 is adapted to sense the output speed of the transmission and responsively produce a transmission output speed signal.
  • the transmission controller 18 receives a transmission output speed signal and the maximum desired gear signal and effects operation of the transmission 14 in accordance with a predetermined shift strategy. In the above-mentioned Caterpillar vehicles, the transmission controller 18 is programmed to effect upshifts in each gear when the transmission output speed reaches a speed corresponding to an engine speed of 1840 RPM. The transmission controller 18 continues to effect upshifts each time the engine speed reaches 1840 RPM until the maximum desired gear, as indicated by the selector lever 22, is reached.
  • the transmission controller 18 is programmed to shift the transmission 14 to one gear position above the desired gear, thereby preventing overspeeding of the engine 12.
  • the transmission 14 is adapted to drive the vehicle rear wheels 24 (one shown) through a final drive assembly 26.
  • the vehicle is also provided with a brake system 28 for retarding motion of the vehicle.
  • the brake system includes oil-cooled, pressure actuated disc brakes 30 on all vehicle wheels. The preferred brakes 30 are described in U. S. Patent No. 3,941,219 which issued on March 2, 1976 to Myers and is specifically incorporated by reference herein.
  • the brakes 30 are disposed intermediate the wheels 24 and the drive assembly 26. If the vehicle has undriven wheels, such as the front wheels on the above-mentioned Caterpillar vehicles, these wheels are also preferably provided with brakes 30.
  • the automatic retarder control 10 actuates the existing disc brakes 28 to maintain a constant ground speed. Specifically, the retarder control 10 maintains the vehicle at one of a plurality predetermined ground speeds, wherein the ground speed is controlled by the position of the selector lever 22.
  • the brake system 28 also includes a cooling system 32 to keep the brakes 30 from overheating.
  • the cooling system 32 includes an engine driven pump 34 which circulates cooling fluid through the brakes 24 to reduce the temperature of the brakes 30.
  • the pump 34 draws cooling fluid from a cooling fluid reservoir 36 and delivers it to the brakes 26 through a supply conduit 38. Cooling fluid is returned from the brakes 30 to the reservoir 36 through a return conduit 40.
  • the pump 34 is directly driven by the engine; therefore, the volume of cooling fluid circulated through the brakes 30 is directly proportional to engine speed.
  • the brakes 30 can be manually operated using a brake pedal 42.
  • the brake pedal 42 is spring biased to return to a neutral position in the absence of an external force.
  • the brake pedal 42 mechanically actuates a regulator valve 44 for regulating air pressure from a pressurized air reservoir 46, i.e. an air tank.
  • the air reservoir 46 is maintained at a constant pressure by an engine-driven air compressor 48.
  • the regulator valve 44 has an input orifice 45 connected to the air reservoir 46 for receiving a constant air pressure from the reservoir 46.
  • the regulator valve 44 has an output orifice 49 connected to a first input orifice 50a of a shuttle valve 52.
  • the degree of brake pedal actuation proportionally controls the air pressure applied to the shuttle valve first input orifice 50a.
  • the shuttle valve 52 further has a second input orifice 50b which receives pressurized air regulated by the subject retarder control 10, as explained below.
  • An output orifice 54 of the shuttle valve 52 is connected to an input orifice 56 of a master cylinder 58.
  • the shuttle valve 52 delivers the higher of the two air pressures applied to its input orifices 50a, 50b to the master cylinder input orifice 56.
  • the master cylinder 58 further has. a fluid input orifice 60 which is adapted to draw hydraulic fluid from a fluid reservoir 61.
  • An output orifice 62 of the master cylinder 54 is connected to an input orifice of the brake 36 by a fluid conduit 62.
  • the master cylinder 54 is adapted tcTreceive pressurized air from the shuttle valve 52 and deliver pressurized fluid to the disk brake 30 in proportion to the jreceived air pressure.
  • the automatic retarder control 10 includes a controller 64 which may be implemented with any suitable hardware including analog or digital circuits which may be either discrete components or integrated.
  • the controller 64 is implemented employing a microprocessor 65 with appropriate input and output signal conditioning circuits as is well known in the art.
  • the microprocessor 65 is programmed to effect operation of the disk brakes 30 in response to sensed input parameters, as is explained below.
  • the microprocessor 65 is a series 68HC11 microprocessor as manufactured by Motorola Semiconductor Products, Inc. of Austin, Texas; however, numerous other commercially available devices could readily be adapted to perform the functions of the controller 64.
  • a three-position throw switch 66 is provided for selecting an operating mode of the retarder control 10.
  • the throw switch 66 is movable between “off,” “on,” and “resume” positions, and ⁇ is biased to the “on” position from the “resume” position in the absence of external force.
  • the throw switch 64 is adapted to respectively connect “off,” “on” and “resume” input terminals 67a-c to ground when the switch is in the "off,” “on,” and “resume” positions.
  • An accelerator pedal sensor 68 is provided for detecting when the accelerator pedal (not shown) is depressed and responsively producing an electrical signal.
  • the function of the accelerator pedal sensor 68 is performed using an absolute position sensor which produces a pulse-width-modulated signal corresponding to pedal position.
  • the accelerator pedal sensor 68 is embodied as a pressure actuated switch (not shown) which is disposed in the accelerator valve air line (not shown) .
  • the switch is normally closed when the accelerator pedal is not depressed, and the switch is biased open when the accelerator pedal is depressed.
  • ground potential is applied to an input terminal 69 of the controller 64.
  • a preselected electrical potential is applied to the controller input terminal 69.
  • a brake pedal sensor 70 is provided for sensing the position of the brake pedal and responsively producing an electrical signal.
  • the senor 70 preferably is in the form of an absolute position sensor, such as the one described in ⁇ . S. Patent No. 4,915,075.
  • the brake pedal currently embodied in a pressure actuated switch 71 disposed between the regulator valve 44 and the shuttle valve 52 for detecting when the brake pedal 42 is depressed.
  • the switch 70 is normally closed, and is biased open, by air pressure, when the brake pedal is actuated.
  • ground potential is applied to an input terminal 73 of the controller 64.
  • a preselected electrical potential is applied to the controller input terminal 73.
  • the controller 64 is further connected to the engine speed sensor 20 for receiving the actual engine speed signal.
  • a desired engine speed signal is also produced in response to the particular vehicle on which the retarder contro ⁇ " ⁇ 8 is implemented.
  • the desired speed is selected to exceed any of the transmission upshift points and to be of a speed sufficient to ensure proper circulation of cooling fluid through the brakes 30.
  • the desired engine speed is set at 1950 RPM, which is 100 RPM above the normal transmission upshift speed. Therefore, the transmission 14 will be upshifted until the maximum desired gear is obtained.
  • the desired engine speed can be set permanently in memory.
  • the controller 64 is adapted to receive a vehicle identification signal from a wiring harness (not shown) , as is common in the art.
  • the controller 65 produces one of a plurality desired end of speed signals in response to the vehicle identification signal.
  • the controller 64 further produces an error signal e in response to a difference between the actual and desired engine speed signals.
  • the error signal is only calculated when the actual engine speed is above 1800 RPM.
  • the controller 64 produces a control signal in response to the error signal and in accordance to the following formula:
  • K., K., K 3 are emperically determined constants.
  • the control signal is limited to zero because a negative braking force would be meaningless.
  • PID proportional integral differential
  • Using a proportional integral differential (PID) algorithm as shown above has the advantage of preventing engine overspeeding in instances when engine speed is increasing rapidly. Normally, the control signal will not be produced and thus the brakes will remain inactive, as long as actual engine speed is less than desired engine speed. However, if engine speed is rapidly increasing the PID algorithm anticipates the need for retarding and causes the brakes to become active before the desired engine speed is exceeded. If other strategies, such proportional or proportional integral controls were used, it could be possible to overspeed the engine in instances engine speed rapidly increases.
  • the control signal is in the form of a pulse-width-modulated signal having a constant frequency and a duty cycle responsive to the error signal e g .
  • the control signal is applied to a solenoid operated control valve 76 which is biased “opened” and “closed” in response to the duty cycle of the control signal.
  • a solenoid operated air supply valve 78 has an input orifice 80 connected to the air reservoir for receiving a constant air pressure.
  • the supply valve 78 has an output orifice 82 connected to an input orifice 84 of the control valve 76.
  • the controller 64 delivers a supply control signal to the supply valve 78 whenever the control signal is produced.
  • the supply valve 78 is biased open and a constant air pressure is applied to the control valve input orifice 84.
  • the control valve 76 has an output orifice 86 connected to the second input orifice 50a of the shuttle valve 52.
  • the air flow rate, and hence pressure, delivered to the shuttle valve second input orifice 50b is controlled by the duty cycle of the control signal applied to the control valve 78.
  • the retarder control has five modes: OFF, RETARD, ACTIVE, ARMED and RESUME.
  • the control 10 is provided with a dash lamp 88 that is energized in certain modes for indicating the operating condition of the control 10.
  • the OFF mode which is entered whenever the throw switch 66 is in the "off” position, the lamp 88 is deenergized and neither the control nor supply signals are produced.
  • the ACTIVE mode is entered when the throw switch 66 is in the "on" position and actual engine speed is below 1800 RPM.
  • the lamp is flashed at a preselected frequency during the ACTIVE mode to alert the operator that the RETARDER mode will be entered if engine speed exceeds 1800 RPM.
  • the RETARD mode is entered when the throw switch 66 is in the "on" position and actual engine speed exceeds 1800 RPM. During the RETARD mode, the control and supply signals are produced as explained above.
  • the RESUME mode is entered when the system is in the ACTIVE or RETARD modes and the operator steps on either the accelerator or brake pedals. If the throw switch 66 is moved to the "resume” position while the control is in the RESUME mode, the system will enter either the RETARD or ACTIVE mode depending on the actual engine speed. During the RESUME mode, the lamp 88 remains deenergized.
  • the ARMED mode is entered whenever the control is in the RESUME mode and the throw switch is moved to the "resume” position while either of the brake or accelerator pedals is depressed. Control will remain in the ARMED mode until the brake and accelerator pedals are both released at which time control will enter either the
  • FIGs. 2A and 2B are a flowchart illustrating a computer software program for implementing the preferred embodiment of the present invention.
  • the program depicted in this flowchart is particularly well adapted for use with the microprocessor and associated components described above, although any suitable microprocessor may be utilized in practicing an embodiment of the present invention.
  • This flowchart constitutes a complete and workable design of the preferred software program, and has been reduced to practice on the series 684HC11 microprocessor system.
  • the software program may be readily coded from these detailed f owcharts using the instruction set associated with this system, or may be coded with the instructions of any other suitable conventional microprocessors.
  • the process of writing software code from flowcharts such as these is a mere mechanical step for one skilled in the art.
  • the switch 66 is sensed to determine the desired operating mode of the retarder control 10. If the switch 66 is in the "off" position, control is passed to the block 205 where a flag is set in memory indicating that the OFF mode is desired. Otherwise, control is passed to the block 210 where it is determined if the throw switch 66 is in the "on” position. If the switch is is not in the "on” position, control is again passed to the block 205 where memory is set to indicate the OFF mode. The throw switch 66 is wired in such a way that the "on" input to the microprocessor is also active in when the switch is in the "resume” position.
  • control is passed to the block 212 where memory is checked to determine if control is in the ARMED mode. If the ARMED mode is indicated, control is passed to the block 215 where the it is determined if either the brake or accelerator pedals are depressed as indicated by the brake pedal and accelerator pedal sensors 70, 68, respectively. If either pedal is depressed, control is passed to the block 218 causing control to stay in the ARMED mode. Subsequently, control is passed to the block 275. If, however, neither pedal is depressed, control is passed to the block 250. where memory is set to indicate the RESUME mode. In the block 250, either the RETARD mode or the ACTIVE mode is entered in dependance on engine speed.
  • control is passed to the block 220 where memory is checked to determine if the mode is currently set to RESUME. As set forth above, the RESUME mode is entered when the system is in the
  • control is passed to the block 225 where it is determined if either the br ⁇ ce or accelerator pedals are depressed as indicated by the brake pedal and accelerator pedal sensors 70, 68, respectively. If either pedal is depressed, control is passed to the block 230 where memory is set to indicate the RESUME mode. However, if neither pedal is depressed, control is passed to the block 250.
  • control is passed to the block 235 where it is determined if the throw switch 66 has been moved to the "resume” position since entering the RESUME mode. If it has not, the control remains in the RESUME mode. However, if the switch 66 has been moved to the "resume” position, control is passed to the block 240. In the block 240, the brake pedal and accelerator pedal sensors 70, 68 are checked to determine if either pedal is depressed. If either pedal is depressed, control remains in the RESUME mode.
  • control is passed to the block 250 where it is determined if actual engine speed exceeds the control "ON" speed of 1800 RPM. If it does, control is passed to the block 255 where an engine speed error e is calculated in accordance with the following formula:
  • AS represents the " actual engine speed as indicated by the speed sensor 20, and DS represents the desired engine speed.
  • Control is then passed to the block 260 where a control signal is calculated in response to the speed error and in accordance with the following formula:
  • Control signal K. e_ + K_ ⁇ e_ + K_, ⁇ e
  • control is passed to the block 270 where memory is set to indicate the ACTIVE mode. If this occurs, the blocks 255 to 265 are skipped and no control signal is calculated.
  • memory is checked to determine if the mode is either OFF or RESUME. If either of these modes is indicated, control is passed to the block 285 where all driver outputs are turned off.. More specifically, the control or supply signals are not produced in either the OFF or RESUME modes. If neither of these modes is indicated, control is passed to the block 286 where memory is checked to determine if the ARMED mode is indicated. If the ARMED mode is indicated, control is passed to the block 288 causing the lamp 88 to be energized at a preselected frequency and the control and supply signal drivers are turned off. If the ARMED mode is not indicated, control is passed to the block 290 where memory is checked to see if the mode is RETARD.
  • the ACTIVE mode is assumed and control is passed to the block 295.
  • the valve drivers are turned off and a retarder lamp is energized at the preselected frequency. If, however, the RETARD mode is indicated in the block 290, control is passed to the block 300, thereby causing the lamp 88 to be energized constantly and the control and supply signals to be delivered to the control and supply valves 76, 78, respectively.
  • the subject retarder control 10 is installed on an off-highway truck which is operating in a mine.
  • the operator activates the retarder control 10 by moving the throw switch 66 to the "on" position.
  • the operator selects the speed at which he wished to descend the hill by positioning the gear selector in one of the forward gears.
  • Each gear position will limit the vehicle to a different maximum speed, as set forth above.
  • the retarder control 10 will be in either the ACTIVE or.RETARD modes.
  • the mode will be ACTIVE and the brakes 30 will be inactive as long as actual engine speed remains below the control "on" speed of 1800 RPM.
  • the error and control signals will be calculated. Production of the control signal will be blocked as long as it remains negative. Typically, this will be true whenever actual engine speed is below the desired engine speed of 1950 RPM. However, if engine speed is rapidly increasing, "the control signal may become positive before the desired engine speed is reached. When the control signal becomes positive, the control and supply signa ⁇ sTwill be delivered to the to control and supply valves. The duty cycle of the control signal is responsive to the speed error such that more braking pressure is applied as the error signal increases. If the operator steps on either the brake or accelerator pedals, while the throw switch 66 is in the "on" position, the RESUME mode will be activated.
  • Control will return one of the ACTIVE or RETARD modes if the operator moves the throw switch 66 to the "resume” position while the RESUME mode is active. If however, the operator moves the switch 66 to "resume” while either the brake or accelerator pedals are depressed, control will enter the ARMED mode. Control will remain in the ARMED mode until both pedals are released at which time one of the ACTIVE or .RESUME modes will be entered.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

On décrit un appareil (10) servant à actionner automatiquement un système de freins (28) sur un véhicule de chantier. Le véhicule de chantier comprend un moteur (12) et une multiplicité de roues (24) entrant en contact avec le sol. Au moins l'une des roues (24) est entraînée par le moteur (12) afin de faire rouler le véhicule. Le système de freinage (28) est prévu pour opposer une résistance au mouvement d'au moins l'une des roues. L'appareil (10) comprend un détecteur de vitesse (20) servant à détecter la vitesse réelle du moteur et à produire en réponse un signal indiquant la vitesse réelle du moteur. Un dispositif de commande (64) reçoit ce signal et produit un signal indiquant une erreur en réponse à une différence entre les signaux indiquant la vitesse réelle et la vitesse désirée du moteur. Le dispositif de commande (64) produit en outre un signal de commande en réponse au signal indiquant une erreur. Un actionneur (76, 52, 58) reçoit le signal de commande et régule la force de freinage appliquée par le système de freins (28) afin de réduire à zéro le signal indiquant l'erreur.
PCT/US1991/002437 1991-04-08 1991-04-08 Commande de ralentissement automatique d'un vehicule WO1992017354A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US08/133,013 US5983149A (en) 1991-04-08 1991-04-08 Automatic vehicle speed retarding control through actuation of wheel brakes
AU78765/91A AU661966B2 (en) 1991-04-08 1991-04-08 Automatic vehicle speed retarding control
CA002105775A CA2105775C (fr) 1991-04-08 1991-04-08 Commande automatique de ralentissement de vehicule moteur
PCT/US1991/002437 WO1992017354A1 (fr) 1991-04-08 1991-04-08 Commande de ralentissement automatique d'un vehicule

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CA002105775A CA2105775C (fr) 1991-04-08 1991-04-08 Commande automatique de ralentissement de vehicule moteur
PCT/US1991/002437 WO1992017354A1 (fr) 1991-04-08 1991-04-08 Commande de ralentissement automatique d'un vehicule

Publications (1)

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WO1992017354A1 true WO1992017354A1 (fr) 1992-10-15

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3966011A (en) * 1973-11-21 1976-06-29 Kabushiki Kaisha Komatsu Seisakusho Retarder control device
US3998191A (en) * 1975-03-27 1976-12-21 General Motors Corporation Engine speed limiting control circuit
US4485444A (en) * 1980-12-04 1984-11-27 Kabushiki Kaisha Komatsu Retarder brake automatic control system
EP0145374A2 (fr) * 1983-12-06 1985-06-19 Ae Plc Systèmes automatiques pour commande de vitesse
US4577718A (en) * 1983-05-04 1986-03-25 Diesel Kiki Co., Ltd. Apparatus for controlling the speed of a vehicle with internal combustion engine
EP0241872A1 (fr) * 1986-04-18 1987-10-21 Csepel Autogyár Procédé et dispositif de commande d'un ralentisseur hydrodynamique pour véhicules à moteur
US4922428A (en) * 1986-12-10 1990-05-01 Nissan Motor Company, Limited System and method for automatically controlling cruising speed of vehicles

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3966011A (en) * 1973-11-21 1976-06-29 Kabushiki Kaisha Komatsu Seisakusho Retarder control device
US3998191A (en) * 1975-03-27 1976-12-21 General Motors Corporation Engine speed limiting control circuit
US4485444A (en) * 1980-12-04 1984-11-27 Kabushiki Kaisha Komatsu Retarder brake automatic control system
US4577718A (en) * 1983-05-04 1986-03-25 Diesel Kiki Co., Ltd. Apparatus for controlling the speed of a vehicle with internal combustion engine
EP0145374A2 (fr) * 1983-12-06 1985-06-19 Ae Plc Systèmes automatiques pour commande de vitesse
EP0241872A1 (fr) * 1986-04-18 1987-10-21 Csepel Autogyár Procédé et dispositif de commande d'un ralentisseur hydrodynamique pour véhicules à moteur
US4922428A (en) * 1986-12-10 1990-05-01 Nissan Motor Company, Limited System and method for automatically controlling cruising speed of vehicles

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