WO2017153028A1 - Procédé et dispositif de commande permettant de commander un système de freinage en particulier pneumatique pour des véhicules - Google Patents

Procédé et dispositif de commande permettant de commander un système de freinage en particulier pneumatique pour des véhicules Download PDF

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Publication number
WO2017153028A1
WO2017153028A1 PCT/EP2017/000133 EP2017000133W WO2017153028A1 WO 2017153028 A1 WO2017153028 A1 WO 2017153028A1 EP 2017000133 W EP2017000133 W EP 2017000133W WO 2017153028 A1 WO2017153028 A1 WO 2017153028A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve
switch
additional
additional switch
valves
Prior art date
Application number
PCT/EP2017/000133
Other languages
German (de)
English (en)
Inventor
Christian Hecht
Original Assignee
Wabco 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 Wabco Gmbh filed Critical Wabco Gmbh
Publication of WO2017153028A1 publication Critical patent/WO2017153028A1/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
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F7/00—Magnets
    • H01F7/06—Electromagnets; Actuators including electromagnets
    • H01F7/08—Electromagnets; Actuators including electromagnets with armatures
    • H01F7/18—Circuit arrangements for obtaining desired operating characteristics, e.g. for slow operation, for sequential energisation of windings, for high-speed energisation of windings
    • H01F7/1805—Circuit arrangements for holding the operation of electromagnets or for holding the armature in attracted position with reduced energising current
    • H01F7/1811—Circuit arrangements for holding the operation of electromagnets or for holding the armature in attracted position with reduced energising current demagnetising upon switching off, removing residual magnetism
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F7/00—Magnets
    • H01F7/06—Electromagnets; Actuators including electromagnets
    • H01F7/08—Electromagnets; Actuators including electromagnets with armatures
    • H01F7/18—Circuit arrangements for obtaining desired operating characteristics, e.g. for slow operation, for sequential energisation of windings, for high-speed energisation of windings
    • H01F7/1877—Circuit arrangements for obtaining desired operating characteristics, e.g. for slow operation, for sequential energisation of windings, for high-speed energisation of windings controlling a plurality of loads

Definitions

  • the invention relates to a method for controlling a particular pneumatic brake system for vehicles according to the preamble of claim 1. Furthermore, the invention relates to a control device for controlling a particular pneumatic brake system for vehicles according to the preamble of claim 12.
  • EBS electronic brake systems
  • heavy vehicles in particular general utility vehicles and especially trucks and buses, while the brakes are pneumatically controlled.
  • hydraulic systems are also conceivable.
  • ABS anti-lock braking systems
  • traction aids and the like.
  • the brake pressure can be controlled as finely adjusted as a manipulated variable.
  • the brake pressure is regulated via valves.
  • solenoid valves are used in particular. After activation of a solenoid valve, the energy stored in the valve or in its magnetic field must first be dissipated, so that the Valve can actually go back to the unactuated state.
  • the duration of this discharge process is also referred to as hold time.
  • the duration is determined by the driving electronics, in particular a brake control unit.
  • the duration of the hold time results from the speed with which the driving electronics can absorb the energy. Since the current through the magnetic coil initially remains constant after opening the switch, the power consumed by the electronics is determined by the voltage at the electronics.
  • a voltage opposite to the supply voltage is induced. This means that the valve is not the full terminal voltage of the diode is applied, but the terminal voltage of the diode minus the battery voltage.
  • a clamping voltage of typically 65 volts of the clamping diode leads in a vehicle electrical system with 24 volts supply voltage to a resulting voltage of 41 volts, ie about 40 volts.
  • a disadvantage of the known procedure is that it can come to unsatisfactory low switching frequencies by relatively long decay times of the solenoid valve from the actuated state in the unactuated state. This immediately results in only rough and slow controllability of the brake pressure.
  • a method for controlling a particular pneumatic brake system for vehicles with the features or measures of claim 1 solve this task. Accordingly, the method is characterized in that both the at least one valve switch and at least one additional switch are switched to switch off the valve.
  • This additional switch is also provided with a clamping diode. This leads to the effect that add the clamping voltage of the clamping diode on the valve switch and the terminal voltage of the clamping diode on the auxiliary switch. Thus, a substantially larger voltage is applied to the valve to be deactivated as a whole without the additional switch. As a result, this leads in particular to a faster deactivation of the valve by deriving the stored energy. Thus, the switching time of the valve can be reduced.
  • the additional switch is provided with a clamping diode connected in parallel. This means that the
  • Clamping diode is connected in parallel with the auxiliary switch, in particular in the reverse direction to the supply voltage. This prevents current flow from the power source. Conversely, however, an increased clamping voltage for switching off the valve is set.
  • the at least one valve switch and the at least one additional switch are switched simultaneously. Simultaneous switching is required to achieve the shortest possible switching time.
  • the current induced by the valve flows through both diodes connected in series and through the battery and is thus more than twice as high as compared to just one open switch.
  • both the valve switch and the additional switch are opened for this purpose. This connects both clamp diodes to the valve.
  • the valve is switched on the ground side by the additional switch.
  • the at least one additional switch, the connection of the valve or solenoid valve is connected to the ground of the power supply or battery.
  • valve is connected on the side of the positive supply voltage by means of the valve switch.
  • valve switch both conductors between the solenoid valve and power supply unit by corresponding switches connected. Due to the presence of the clamping diodes in both electrical connections, these thus act together, preferably in the form of a series connection.
  • a safety switch for deactivating the at least one valve in case of failure is provided as an additional switch.
  • This safety switch is usually actually switched only in the event of a fault. According to the invention, however, this can also be used to use the clamping voltage of the clamping diode of the safety switch for faster shutdown or falling of the solenoid valve.
  • the at least one additional switch in particular the safety switch, is preferably assigned to several valves or valve switches together. In particular, the assignment can also be done all valve switches together.
  • the arrangement of this additional switch, in particular safety switch can be done simultaneously for several valve switches in fact. It only has to be ensured that the valve switches as such can fulfill their individual functions. In order to increase the counter-voltage for switching off one or more solenoid valves, however, the additional switch for several valve switches can be used simultaneously.
  • the at least one additional switch is provided in particular for the separation of the ground line of the at least one valve switch.
  • a plurality of valve switches more preferably all the valve switches can be supplied by the one additional switch.
  • the arrangement in the ground line allows a corresponding clamping voltage to be applied to one or more valve switches by merely opening the one additional switch in addition to the valve switches.
  • the at least one additional switch is connected to a plurality of the valve switch, preferably with all the valve switches together.
  • This simultaneity or joint switching of the valve switches and the additional switch results in particularly rapid unloading of the previously activated th solenoid valve reached.
  • opening of the additional switch and the valve switch is required in particular.
  • a closing of said switch is required.
  • the at least one additional switch and / or the at least one valve switch are preferably designed as electronic switches.
  • all switches are designed as electronic switches. Electronic switches allow particularly fast response times and a simple construction of a corresponding brake system.
  • both intake valves and exhaust valves are provided as valves to be switched.
  • the intake valves and the exhaust valves are controlled by the valve switch together or in groups.
  • the inlet valves on the one hand and the outlet valves on the other hand are preferably controlled separately in groups. This depends on the specific application. In particular, different comfort functions of the brake system may require different procedures here, in particular suitably summarizing different groups of valves.
  • an electrical current flow from the valve, in particular in the form of the electrical energy stored in the valve, with the valve switch open and / or additional switch via the respective clamping diodes of the valve switch or the auxiliary switch derived.
  • the energy is converted into heat in the diodes.
  • control device with the features of claim 12.
  • the control device is accordingly provided for controlling a particular pneumatic brake system for vehicles. It is characterized by the fact that it implements a procedure according to the above descriptions. advantage. Accordingly, a corresponding implementation of the method features according to the above descriptions is provided.
  • At least one valve switch is provided for controlling at least one valve, in particular a solenoid valve, in order to regulate the brake pressure in the brake system.
  • the valve switch is in particular a clamping diode connected in parallel.
  • the control device is characterized in that the valve switch and the additional switch for switching the valve are switched together. This corresponds to the procedure according to the inventive method described above.
  • the two terminal voltages of the clamping diodes are added and subtracted from the on-board voltage.
  • the amount of the resulting voltage is thus greater than, preferably more than twice as high as in a single clamping diode of the valve switch. Consequently, there is a faster dissipation of the energy from the solenoid valve. This significantly shortens the switching times of the solenoid valve.
  • a safety switch for deactivating the valve in the event of a fault is provided as an additional switch.
  • several of these safety switches can be used.
  • a single safety switch is usually sufficient for safety reasons.
  • the safety switch can be used here instead of only in case of failure here to shorten the switching cycles.
  • the additional switch is provided in a ground line between the power supply and the at least one valve.
  • the at least one valve switch is typically arranged in the branch of the positive supply voltage.
  • both contacts of the valve are switched separately.
  • the clamping voltages of the diodes ideally add up, so that the resulting reverse voltage at the solenoid valve increases significantly.
  • the switching times are significantly shortened according to the invention.
  • Fig. 1 shows a control device according to the invention for a particular
  • FIG. 1 shows a control device in the form of a brake control device 10 as a block diagram.
  • a current source 1 1 is provided, which supplies a corresponding supply voltage for the brake system. It may be in particular the on-board network of the affected vehicle, ie in particular a built-in battery. For larger vehicles this is typically a battery with a rated voltage of 24 V.
  • the brake control unit 10 also has two valve switches 12 and 13.
  • the valve switches 12 and 13 serve to switch corresponding solenoid valves 14 and 15.
  • the solenoid valves 14 and 15 may be intake valves on the one hand and exhaust valves on the other hand.
  • a brake pressure can accordingly be built up on the actual brake.
  • a correspondingly provided as an outlet valve 15 valve can conversely be used to reduce the brake pressure again.
  • the valves are provided with dead times because they are solenoid valves. This results from the fact that the built-up for tightening the valve magnetic field must be reduced again. When the magnetic field is reduced, a current is induced which converts the energy stored in the magnetic field into heat in the electronics.
  • the solenoid valves 14 and 15 are provided here located outside of the controller 10.
  • a dashed line serves to symbolize a housing sewand 16 of the controller 10. Consequently, openings or connectors 17, preferably connectors, in the region of line 16 are shown schematically.
  • Corresponding electrical conductors between the electrical components are registered in the usual way as a solid line in the circuit diagram.
  • an additional switch 18 is finally located.
  • This additional switch 18 is formed in this case at the same time as a safety switch for deactivating the valves 14 and 15 in case of failure.
  • Each of the switches 12, 13, 18 has one of the switching contacts 19, 20 and 21, respectively.
  • a respective clamping diode 22, 23 and 24 is provided. These clamping diodes 22, 23, 24 serve to provide a corresponding clamping voltage to the switching contacts 19, 20, 21 in their respective open states.
  • the clamping diodes 22, 23, 24 may be formed, for example, as so-called tens diodes. Such diode types have a breakdown voltage which determines the maximum voltage at the switch.
  • a brake pressure is correspondingly built up or reduced.
  • the supply or discharge for the pressure medium ie in particular regulate the pressure in the pneumatic system.
  • a corresponding liquid is passed through as a pressure medium.
  • the power supply to the solenoid valve 14 or 15 is stopped accordingly. This is done by opening the respective switch contact 19 or 20.
  • the magnetic field in the solenoid valve 14 or 15 must first be reduced, so that the core of the respective valve 14, 15 can fall off. Only when this is the case to a sufficient extent, is an actual deactivation of the respective solenoid valve 14 or 15, ie a drop of the valve 14, 15 in the deactivated state.
  • the energy actually taken from the respective valve 14, 15 can be determined on the basis of the voltage at the components battery 1 1, diode 22 or 23 and valve 13 or 15, since the current in all components is the same.
  • the additional switch 18 is also opened at the same time in the form of the switching contact 21 present there.
  • the clamping diode 24 is additionally connected in series with the clamping diodes 22 and 23. This results in a clamping voltage which is substantially higher than the clamping voltage with only one opening of the valve switches 12 and 13.
  • the current flow thus takes place through the diode 24, instead of according to Be derived directly from the prior art by the switching contact 21.
  • a resulting voltage of about 106 V is used, since now subtracted from the 24 V of the electrical system twice 65 V as clamping voltages.
  • more than two solenoid valves may be provided.
  • the most varied combination of intake valves and exhaust valves can be provided.
  • a separate arrangement of a plurality of additional switch 18 may be provided. These can then be assigned in particular to the respective ground line of FIGS. 14 and 15, respectively. This may allow a more targeted circuit of the individual solenoid valves 14, 15 in the individual case.

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  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

L'invention concerne un procédé et un dispositif de commande permettant de commander un système de freinage en particulier pneumatique pour des véhicules. Selon l'invention, au moins un interrupteur de vanne (12, 13) pour commander au moins une vanne (14, 15) ou une électrovanne sert à la commande de la pression de freinage, le ou les interrupteurs de vanne (12, 13) comprenant une diode de verrouillage montée en parallèle (22, 23). L'invention est caractérisée en ce que, pour la coupure de la vanne (14, 15), on peut employer aussi bien le ou les interrupteurs de vanne (12, 13) qu'un ou plusieurs interrupteurs auxiliaires (18) dotés d'une diode de verrouillage (24).
PCT/EP2017/000133 2016-03-05 2017-02-02 Procédé et dispositif de commande permettant de commander un système de freinage en particulier pneumatique pour des véhicules WO2017153028A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016002676.6A DE102016002676A1 (de) 2016-03-05 2016-03-05 Verfahren und Steuerungseinrichtung zum Steuern eines insbesondere pneumatischen Bremssystems für Fahrzeuge
DE102016002676.6 2016-03-05

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US16/410,010 Continuation US10889979B2 (en) 2016-11-15 2019-05-13 Habitation block and method for producing thermal insulation

Publications (1)

Publication Number Publication Date
WO2017153028A1 true WO2017153028A1 (fr) 2017-09-14

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PCT/EP2017/000133 WO2017153028A1 (fr) 2016-03-05 2017-02-02 Procédé et dispositif de commande permettant de commander un système de freinage en particulier pneumatique pour des véhicules

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DE (1) DE102016002676A1 (fr)
WO (1) WO2017153028A1 (fr)

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DE102018121960A1 (de) 2018-09-10 2020-03-12 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Vorrichtung zur Entkopplung und zum Schutz vor Ausgleichsströmen in einem redundanten System für autonomes Fahren
CN112904225B (zh) * 2021-01-05 2021-12-03 珠海格力电器股份有限公司 执行器的故障检测系统

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19635253A1 (de) * 1996-03-19 1997-09-25 Mitsubishi Electric Corp Steuergerät für Antiblockier-Bremssystem eines Kraftfahrzeugs
JP2012020651A (ja) * 2010-07-14 2012-02-02 Advics Co Ltd 電磁弁駆動装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19635253A1 (de) * 1996-03-19 1997-09-25 Mitsubishi Electric Corp Steuergerät für Antiblockier-Bremssystem eines Kraftfahrzeugs
JP2012020651A (ja) * 2010-07-14 2012-02-02 Advics Co Ltd 電磁弁駆動装置

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