WO2001096159A1 - Procede et dispositif de reglage de la puissance de freinage sur un vehicule - Google Patents

Procede et dispositif de reglage de la puissance de freinage sur un vehicule Download PDF

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Publication number
WO2001096159A1
WO2001096159A1 PCT/DE2001/002118 DE0102118W WO0196159A1 WO 2001096159 A1 WO2001096159 A1 WO 2001096159A1 DE 0102118 W DE0102118 W DE 0102118W WO 0196159 A1 WO0196159 A1 WO 0196159A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheels
value
depending
wheel
nij
Prior art date
Application number
PCT/DE2001/002118
Other languages
German (de)
English (en)
Inventor
Hermann Goebels
Norbert Leibbrand
Original Assignee
Robert Bosch Gmbh
Knorr-Bremse Systeme für Nutzfahrzeuge GmbH
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 Robert Bosch Gmbh, Knorr-Bremse Systeme für Nutzfahrzeuge GmbH filed Critical Robert Bosch Gmbh
Priority to DE10192411T priority Critical patent/DE10192411D2/de
Priority to AU2001276267A priority patent/AU2001276267A1/en
Publication of WO2001096159A1 publication Critical patent/WO2001096159A1/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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1764—Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear

Definitions

  • the invention relates to a method and a device for adjusting the braking effect in a vehicle with the features of the independent claims.
  • the so-called select-low mode the common setting of the braking effect, in general the braking pressure, is carried out depending on the wheel with the lower wheel speed. If the vehicle moves on a lane with different lane / tire friction values on the vehicle sides ( ⁇ -split condition), the brake pressure in select-low mode usually becomes dependent on the wheel with the lesser lane / tire -Friction value made.
  • the brake pressure on the wheel brakes of this axle is set such that the wheel with the smaller road surface / tire friction coefficient of both wheels, the low wheel, is operated in optimal slip. This prevents both wheels from locking, which results in high cornering.
  • the wheel with the larger road surface / tire coefficient of friction, the high wheel is braked. This has the disadvantage that, in the case of a ⁇ -split condition, only braking according to the lower road surface / tire friction coefficient can be achieved.
  • select high mode the common setting of the braking effect, generally the braking pressure, is carried out depending on the wheel with the higher wheel speed. If the vehicle is moving on a road with different road surface / tire friction coefficients on the vehicle sides ( ⁇ -split condition), the brake pressure in select high mode is therefore generally dependent on the wheel with the higher road surface / tire friction coefficient; in select high mode on one axle, the brake pressure is thus transferred to the
  • Wheel brakes on this axle are set in such a way that the wheel with the greater road surface / tire coefficient of friction is operated by both wheels in optimum slip. This ensures that if there is a ⁇ -split condition, the wheel with the lower road surface / tire friction coefficient is over-braked and possibly even blocked and then can absorb only little or no cornering forces. Locking the low wheel can also damage the tires.
  • the advantage of select high mode is that the vehicle has a relatively short braking distance.
  • DE 197-52 807 AI shows a system for adjusting the braking effect in a vehicle with the features of the preambles of the independent claims. If there is friction Differences in value that can be specified to a lesser extent, the choice of an operating mode occurs depending on the extent of the existing friction values. As an alternative or in addition to this, it can be provided that when there are differences in the coefficient of friction which can be predetermined to a greater extent, the selection of an operating mode is made as a function of the detected vehicle speed.
  • ABS anti-lock control systems
  • EBS electronic brake systems
  • system configurations which carry out the brake pressure control on wheels of individual axles with only a single-channel pressure modulator.
  • the two wheels of an axle can be monitored for a blocking tendency according to the control method Select-High or Select-Low.
  • Select-Smart the select-low operating mode is now selected for brake control on a homogeneous road, while the select-high operating mode is set for brake control under a ⁇ -split condition (inhomogeneous road).
  • the Select Smart mode has the advantages of the two types of control listed above.
  • the brake pressure differences on the wheels in question can either be sampled by temporarily switching from select low to select high mode or with associated axles be formed with individual Radre.gelung by pressure calculation, for example 'by a simulation.
  • a disadvantage of the Select Smart mode is that the detection of a ⁇ -split road condition and thus the switching to the Select High mode can also be incorrectly carried out on a road with a homogeneous coefficient of friction.
  • the criteria described for switching from select-low to select-high operation can also occur when cornering or when there is a vehicle load that is distributed very differently on the vehicle sides or also with wheel brakes that act differently on one side or pull obliquely or pull on one side.
  • the switch from select-low to select-high operation is wrong, especially on a grippy lane, the cost savings due to the saved pressure modulator can be used up several times with just a single braking operation due to tire damage his.
  • underbraking can occur, namely when there are braking force differences on the two sensed wheels and combined into a control circuit, or if they occur over time. Since, as already mentioned, with a select-low control the common brake pressure is always adjusted to the wheel with the lowest wheel speed, the second sensed wheel and possibly also the unsensitive and carried wheel are braked to the same extent as the braking force differences or there are also load differences between the two sensed wheels.
  • Braking can occur, for example, if one of the two closely spaced and sensed axles is designed as a lift axle and the weight is relieved in the suffered condition, but the wheels themselves still touch the ground and thus wheel speed signals are also measured. Since there is practically no load weight on this incorrectly lifted axle, the second axle, which now carries the full weight, will be completely braked in a select-low mode.
  • the invention is based in a first embodiment on a system for adjusting the braking effect in a vehicle with at least two wheels arranged on the right and left of an axle with respect to the direction of travel.
  • the wheels can roll on a road surface with different coefficients of friction.
  • the adjustment of the braking effect on the two wheels takes place jointly, two operating modes being provided for this purpose, which can be selected depending on the friction coefficients present on the wheels and / or depending on the vehicle speed.
  • a first selectable operating mode the select-low operation mentioned above, the common setting is dependent on the detected one
  • the second operating mode the select high operation mentioned above, is only selected when the delay value falls below a predefinable threshold value. It is therefore proposed according to the invention that the switchover from select low to select high is only enabled or permitted in the event of vehicle decelerations below a specific threshold value.
  • a second embodiment of the idea of the invention is based on the joint setting of the braking action on the wheels on one side of the vehicle described at the beginning.
  • two operating modes are also provided, which can be selected at least as a function of the detected rotational speed of the at least two wheels. This also happens - in a first selectable operating mode (Select Low, SL) the common setting depends on the movement behavior of the wheel with the lowest rotational speed and - in a second selectable operating mode (Select High, SH) the common setting depends on the movement behavior of the greatest rotational speed of the wheel.
  • the second operating mode is selected at least as a function of the delay value falling below a predefinable threshold value.
  • the problem of under-braking in the setting of the braking effect summarized page by page is solved by the second variant of the invention.
  • Such an asymmetrical braking state is identified in the same way as in the control on an asymmetrical grip on the roadway according to the first variant of the invention.
  • the monitoring of the switchover logic with release of the switchover only below a certain threshold value is carried out in the same way as for the axis-wise summary of the braking action setting.
  • the advantage of the invention is that, in the case of side-by-side wheel control with monitoring of the changeover logic from select-low to select-high, underbrakes below a certain deceleration value and tire damage above the deceleration value are avoided.
  • the changeover monitoring according to the invention is both in anti-lock control systems (ABS) and in electrical ones
  • EBS Brake systems
  • the invention is applicable to both commercial vehicles and passenger vehicles.
  • a wheel to represent the extent of the differences in the coefficients of friction between the at least two wheels arranged on the right and left of an axle with respect to the direction of travel - IU -
  • the value which represents the extent of the differences in the coefficients of friction, is determined depending on the detected rotational movements of the wheels.
  • the changes in the rotational movements of the wheels over time are determined and the value is determined as a function of the changes over time.
  • the detection of the changeover mode is based on the different slip behavior of the two vehicle wheels running on different coefficients of friction. This is advantageous because it can be much easier to monitor the two sensed wheels for different slip behavior than to determine the respective wheel deceleration. In addition, the wheel deceleration is more dependent on the respective braking pressure than on the actual coefficient of friction. It is therefore proposed that
  • a speed variable representing the longitudinal vehicle speed (reference speed) is determined, in particular depending on the rotational movements of the wheels,
  • Slip size is determined depending on the rotary movements and the speed size, and -
  • the second operating mode select high, SH is only selected if the wheel slip of the wheel with the lower coefficient of friction exceeds a predefinable value.
  • the deceleration value is preferably determined as a function of the detected rotational movements of the wheels.
  • a reference speed is formed which represents the longitudinal vehicle speed.
  • the delay value can then be inferred from the change in the reference speed.
  • the reference speed can be filtered over time. A difference value is then formed between the filtered and the unfiltered reference speed and the deceleration value is formed depending on the difference value.
  • FIG. 2 shows the control unit controlling the brake system as a block diagram
  • FIGS. 3 and 4 disclosing details of the control
  • the hydraulic vehicle brake system according to the block diagram shown in FIG. 1 has a two-circuit master brake cylinder 117 with a reservoir 104 and with a brake pedal 106, which is connected to the brake booster 105 via a pedal rod.
  • the two brake circuits HZ2 and HZ1 are assigned to the brakes 120hl and 120hr or 120vl and 120vr of the rear and front axles of a vehicle.
  • the brake circuit HZ1 includes a main brake line 108 starting from the master brake cylinder 117, which leads to the anti-lock device 10, and a wheel brake line 118v, which starts from the anti-lock device 10 and leads to the wheel brakes 120vl and 120vr of the front axle.
  • the brake circuit HZ2 includes a main brake line 107 and a wheel brake line 118h, which leads to the wheel brakes 120hl and 120hr of the rear axle.
  • the anti-lock device 10 has two valves MV1 and MV2 116 and 115, which are installed in series with two check valves 114 and 113. There are also two return pumps RFP1 and RFP2 112 and 111, which have a common drive motor, not shown. To reduce pressure pulsations, the return flow takes place through two damper chambers with downstream throttles D2 and Dl (109, 110) into the main brake lines 107, 108.
  • Valves 115 and 116 are designed as 2/2-way valves which can be controlled by means of electromagnets (control signals AI and A2) and which are open when electromagnets are de-energized. Depending on the position of the solenoid valves 115 and 116, the brake pressure can be built up or reduced jointly for the wheel brakes of the front axle on the one hand and jointly for the wheel brakes of the rear axle on the other hand. - i J -
  • the reference numerals 130hl, 130hr, 130vl and 130vr designate wheel speed sensors which are known per se and which detect the rotational speed of the corresponding wheels and transmit them to the control unit 140 as signals Nhl, Nhr, Nvl and Nvr.
  • the control unit 140 calculates the control signals AI and A2 for controlling the solenoid valves 115 and 116.
  • control unit 140 The more precise functioning of the control unit 140 is to be illustrated with reference to FIG. 2.
  • a reference speed Vref representing the longitudinal vehicle speed is first formed from the wheel speed signals Nhl, Nhr, Nvl and Nvr.
  • the brake control this can be done in the simplest way by using the largest wheel speed as the reference speed Vref.
  • the second largest wheel speed can be used for the reference speed Vref; in this case it is taken into account that the vehicle can be equipped with an emergency wheel with a smaller wheel radius.
  • the brake slip for each wheel is determined from the reference speed Vref and the wheel speed.
  • An instability value is formed from the wheel slip thus determined and the wheel deceleration, taking into account further variables, if necessary.
  • the braking stability of each wheel can be concluded from the size of this instability value.
  • the brake pressures in each wheel brake would be controlled in such a way that a stable course of the wheel movement is achieved, that is to say in particular no excessive brake slip occurs.
  • the control unit 140 switches on the drive motor (not shown) and thereby starts the return pumps RFP1 and
  • control device 140 controls at least that of the valves MV1 / MV2 into the closed position, on the associated wheel of which there is a risk of wheel locking.
  • the closed valve MV1 / 2 by the operating return pump RFPl / 2 pressure medium is conveyed back from the wheel brake cylinder to the master brake cylinder 117.
  • the brake pressure within the wheel brake cylinder decreases, the braking effect decreases and the risk of locking is reduced.
  • the corresponding valve MVl / 2 is opened so that it returns to its starting position, with the result that a pressure difference between the master brake cylinder and the wheel brake cylinder that is present as a result of the previous reduction in brake pressure becomes smaller.
  • the brake pressure on the axles is either set in such a way that the stability of the wheel with the smaller roadway / tire is either in select-low mode - Friction value or in Selct-High mode the stability of the wheel with the larger road surface / tire friction value is in the foreground.
  • the two signals (SL / SH) VA and (SL / SH) HA are transmitted from block 1403 Block 1402 fed. These signals can take on two values, depending on whether
  • the wheel speed signals Nhl, Nhr, Nvl and Nvr are fed to block 1401.
  • the wheel deceleration values are calculated by differentiating. Since the maximum possible wheel deceleration is a direct measure of the current coefficient of friction between the tire and the road, the maximum wheel deceleration of the right and left wheels can be used to determine the coefficient of friction ⁇ r for the right half of the vehicle and the coefficient of friction ⁇ _ for the left half of the vehicle. These values are fed to block 1402.
  • the brake pressure differences on the wheels in question can be sensed either by temporarily switching from select low to select high operation are or with associated axles with individual wheel control by pressure calculation.
  • Parts of block 1402 are shown in more detail in FIG.
  • the friction values ⁇ r and ⁇ _ determined in block 1401 are compared with one another in block 1402, whereupon depending on the comparison result, that is to say depending on the size of the friction values and, if appropriate, depending on the size of the current vehicle speed Vref
  • the vehicle reference speed Vref formed in block 1403 is differentiated in block 14022 from the vehicle longitudinal acceleration al.
  • the vehicle longitudinal acceleration a1 is compared in block 14023 with a predefinable threshold value SW.
  • the threshold value can be, for example, 0.35 g (g is the acceleration due to gravity).
  • the signal U on / 0 ff assumes the value U on or U 0 ff.
  • the switches 14024 and 14025 are closed or opened. If the longitudinal vehicle acceleration al exceeds the threshold value SW, the switches U 0 f open the switches 14024 and 14025 or prevent the switches from closing; This means that the switch commands (SL / SH) VA and (SL / SH) H A cannot be carried out, a switch to the high-selector mode is prevented. Such a switchover is only permitted if the vehicle longitudinal acceleration a1 falls below the threshold value SW by the signal U on '.
  • the vehicle longitudinal acceleration can also be determined, as can be seen in FIG. 4.
  • the vehicle reference speed Vref is filtered by a PT ] _ filter (block 14026).
  • the unfiltered vehicle reference speed Vref is subtracted from the filtered signal in the addition stage 14027.

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

Abstract

L'invention concerne le réglage de la puissance de freinage sur un véhicule comportant au moins deux roues logées à gauche et à droite d'un axe par rapport au sens de la marche, les roues pouvant par ailleurs tourner sur une chaussée présentant différents coefficients de frottement. Le réglage de la puissance de freinage est réalisé en commun sur les deux roues, deux modes de fonctionnement étant prévus à cet effet. Ces modes de fonctionnement peuvent être choisis en fonction des coefficients de frottement présents sur les roues, et/ou en fonction de la vitesse du véhicule, et/ou en fonction du comportement de rotation des roues. Dans un premier mode de fonctionnement, le mode « inférieur », le réglage commun est effectué en fonction du comportement de mouvement relevé de la roue ayant le coefficient de frottement inférieur. Dans un deuxième mode de fonctionnement, le mode « supérieur », le réglage commun est effectué en fonction du comportement de mouvement relevé de la roue ayant le coefficient de frottement supérieur. Par ailleurs, une valeur de décélération représentant la décélération longitudinale du véhicule est relevée. Ladite invention est caractérisée en ce que le deuxième mode de fonctionnement, le mode « supérieur », est uniquement sélectionné lorsque la valeur de décélération dépasse par le bas une certaine valeur seuil prédéfinissable.
PCT/DE2001/002118 2000-06-10 2001-06-08 Procede et dispositif de reglage de la puissance de freinage sur un vehicule WO2001096159A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE10192411T DE10192411D2 (de) 2000-06-10 2001-06-08 Verfahren und Vorrichtung zur Einstellung der Bremswirkung bei einem Fahrzeug
AU2001276267A AU2001276267A1 (en) 2000-06-10 2001-06-08 Method and device for adjusting the braking effect of a vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10028913.4 2000-06-10
DE10028913 2000-06-10

Publications (1)

Publication Number Publication Date
WO2001096159A1 true WO2001096159A1 (fr) 2001-12-20

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PCT/DE2001/002118 WO2001096159A1 (fr) 2000-06-10 2001-06-08 Procede et dispositif de reglage de la puissance de freinage sur un vehicule

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AU (1) AU2001276267A1 (fr)
DE (2) DE10127828A1 (fr)
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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7020551B2 (en) 2003-12-23 2006-03-28 Bendix Commercial Vehicle Systems Llc Roll stability control system
WO2007031567A1 (fr) * 2005-09-14 2007-03-22 Continental Teves Ag & Co. Ohg Procede pour detecter une trajectoire de circulation non homogene
US7415341B2 (en) 2003-12-23 2008-08-19 Bendix Commercial Vehicle Systems Llc Control module for single 3/2 solenoid controlled relay valve

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4529661B2 (ja) 2004-12-02 2010-08-25 株式会社アドヴィックス Ａｂｓ制御装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4005910A (en) * 1975-04-24 1977-02-01 Teldix Gmbh Antilocking control system
US5066074A (en) * 1984-10-18 1991-11-19 Alfred Teves Gmbh Process and circuit arrangement for controlling the slip when braking a road vehicle
EP0619209A1 (fr) * 1993-04-03 1994-10-12 Grau Limited Système de freinage pour véhicules automobiles
GB2323138A (en) * 1997-03-12 1998-09-16 Lucas Ind Plc An electronic braking system, for vehicles, having anti-lock control

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4005910A (en) * 1975-04-24 1977-02-01 Teldix Gmbh Antilocking control system
US5066074A (en) * 1984-10-18 1991-11-19 Alfred Teves Gmbh Process and circuit arrangement for controlling the slip when braking a road vehicle
EP0619209A1 (fr) * 1993-04-03 1994-10-12 Grau Limited Système de freinage pour véhicules automobiles
GB2323138A (en) * 1997-03-12 1998-09-16 Lucas Ind Plc An electronic braking system, for vehicles, having anti-lock control

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7020551B2 (en) 2003-12-23 2006-03-28 Bendix Commercial Vehicle Systems Llc Roll stability control system
US7415341B2 (en) 2003-12-23 2008-08-19 Bendix Commercial Vehicle Systems Llc Control module for single 3/2 solenoid controlled relay valve
US7577509B2 (en) 2003-12-23 2009-08-18 Bendix Commercial Vehicle Systems, Llc Control module for single 3/2 solenoid controlled relay valve
WO2007031567A1 (fr) * 2005-09-14 2007-03-22 Continental Teves Ag & Co. Ohg Procede pour detecter une trajectoire de circulation non homogene
US8068967B2 (en) 2005-09-14 2011-11-29 Continental Teves Ag & Co. Ohg Method of controlling an inhomogeneous roadway

Also Published As

Publication number Publication date
DE10192411D2 (de) 2003-05-22
AU2001276267A1 (en) 2001-12-24
DE10127828A1 (de) 2002-01-31

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