Anti-locking control system for simultaneous regulation of steered wheels or wheels on a diagonal of vehicle

• US 3,980,346 A
• Filed: 07/10/1975
• Issued: 09/14/1976
• Est. Priority Date: 07/10/1974
• Status: Expired due to Term

• Current Assignee: Robert Bosch GmbH
• Original Assignee: TELDIX GmbH (Rtx Corporation)
• Inventors: Leiber, Heinz
• Primary Examiner(s): Blix, Trygve M.
• Assistant Examiner(s): Butler, Douglas C.
• Application Number:
  US05/594,678
• Time in Patent Office: 432 Days
• Field of Search: 303/21, 303/61-63, 303/6 R, 303/68-69, 303/22, 303/100, 303/115, 303/24, 188/181, 188/195
• US Class Current: 303/115.4
• CPC Class Codes: B60T 8/1764 Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear
• CPC Class Codes: B60T 8/1766 Proportioning of brake forces according to vehicle axle loads, e.g. front to rear of vehicle
• CPC Class Codes: B60T 8/4275 Pump-back systems

Abstract

An improved anti-locking control system for the wheel brakes of four wheel vehicles having a braking system with dual brake lines each connected to the brakes associated with two wheels, which anti-locking control system is of the type in which the brake pressure is regulated jointly at two wheels by a brake pressure regulating unit connected in one of the brake lines and in which signals which are derived from the rotational behavior of two diagonally opposite wheels of the vehicle are fed to an evaluation circuit where brake pressure control signals are generated for the pressure regulating unit. According to the invention, the two wheel brakes connected to the brake line provided with the pressure regulating unit are the brakes of the diagonally opposite wheels whose rotational behavior is being evaluated or the brakes of the steered wheels of the vehicle; a switching arrangement is provided which alternatingly produces two operating states for the evaluation circuit, i.e., a first operating state in which the pressure is regulated when there is a tendency to lock at one wheel and a second operating state in which the pressure is regulated when there is a tendency to lock at both wheels whose rotational behavior is being evaluated; a normally open brake pressure control valve is connected in the other brake line, i.e., the brake line leading to the other or unregulated wheels; and the pressure control valve is closed when the pressure (P_ST) at the brakes connected to the output of the brake pressure control valve has a given relationship to the pressure (P_R) at the output of the brake pressure regulating unit.

Claims

1. In an anti-locking control system for the brakes of a four wheel vehicle having dual brake circuits controlled by a single master cylinder and with each brake circuit connected to the brakes associated with two of said wheels, said control system including, a brake pressure regulating unit connected in one of said brake circuits for jointly regulating the brake pressure at the brakes of the two of said wheels associated with said one brake circuit, means for sensing the rotational behavior of two diagonally opposite ones of said wheels, and circuit means, connected to said sensing means, for evaluating the output signals from said sensing means and for generating brake pressure control signals for controlling said pressure regulating unit, the improvement wherein said two wheel brakes connected to said one brake circuit are the brakes associated with said diagonally opposite wheels whose rotational behavior is being sensed or the brakes associated with the steered wheels of the vehicle;

and wherein said anti-locking control system further includes;

switching means connected to said control circuit means for alternatingly producing a first operating state of said control circuit in which the pressure is regulated when there is a tendency to lock at one wheel whose rotational behavior is sensed and a second operating state in which the pressure is regulated when there is a tendency to lock at both wheels whose rotational behavior is sensed;

a normally open brake pressure control valve connected in the other of said dual brake circuits; and

means responsive to the pressure (P_ST) at the two brakes connected to the output of said brake pressure control valve and to the pressure (P_R) at the output of said brake pressure regulating unit, for closing said brake pressure control valve when the pressure P_ST has a given relationship to the pressure P_R.

2. An anti-locking control system as defined in claim 1 wherein said means for closing said control valve closes said control valve when a given pressure ratio P_ST /P_R which is somewhat less than 1 is reached.

3. An anti-locking control system as defined in claim 1 wherein:

said closing means closes said control valve upon a predetermined difference between pressures corresponding to said pressure P_ST and P_R ; and

said closing means includes means responsive to the transverse acceleration of the vehicle, and means, cooperating with said transverse acceleration responsive means, for increasing the difference between said pressures corresponding to said pressures P_ST and P_R with increasing values of transverse acceleration of said vehicle.

4. An anti-locking control system as defined in claim 1 wherein:

said closing means closes said control valve upon a predetermined difference between pressures corresponding to said pressures P_ST and P_R ; and

said closing means includes means responsive to the longitudinal deceleration of the vehicle and means, cooperating with said longitudinal deceleration responsive means, for increasing the difference between said pressures corresponding to said pressures P_ST and P_R with increasing longitudinal deceleration values of said vehicle.

5. An anti-locking control system as defined in claim 4 wherein:

said closing means further includes means responsive to the transverse acceleration of said vehicle, and said means for increasing the pressure difference also cooperates with said transverse acceleration responsive means to increase the pressure difference between said pressures corresponding to P_ST and P_R with increasing transverse acceleration with the influence on the pressure difference caused by the longitudinal deceleration being less than that caused by corresponding transverse acceleration value.

6. An anti-locking control system as defined in claim 4 further comprising means for determining the load state of the vehicle;

and wherein said closing means further includes means, responsive to said load state determining means, for influencing the effect of the longitudinal deceleration on the difference between the pressures corresponding to P_R and P_ST so that with increasing load the influence of the longitudinal deceleration value becomes less.

7. An anti-locking control system as defined in claim 6 wherein said means responsive to said load state determining means effects a change in the influence of the longitudinal deceleration value in a stepwise manner.

8. An anti-locking control system as defined in claim 1 wherein said pressure control valve includes means for reducing the brake pressure P_ST during full braking when the regulated brake pressure P_R drops.

9. An anti-locking control system as defined in claim 1 wherein said means for closing includes:

a movable member movably mounted within a housing which defines a pair of chambers on opposite sides of said movable member;

first means for introducing said pressure corresponding to the pressure P_ST into one of said chambers;

second means for introducing said pressure corresponding to the pressure P_R into the other of said chambers, and means coupled to said movable member for moving the movable valve body of said brake pressure control valve.

10. An anti-locking control system as defined in claim 9 wherein said second means includes a pretensioned one-way valve disposed in the pressure line connecting the pressure P_R at the output of said brake pressure regulating unit to said other chamber.

11. An anti-locking control system as defined in claim 10 wherein said closing means further includes means responsive to the longitudinal deceleration of said vehicle;

means responsive to the transverse acceleration of said vehicle; and

means, responsive to said longitudinal deceleration responsive means and to said transverse acceleration responsive means, for varying the pretensioning of said one-way valve to increase the pressure difference between the two pressures on opposite sides of said movable member.

12. An anti-locking control system as defined in claim 11 wherein:

said pretensioned one-way valve includes a spring mounted on a support for pretensioning the movable valve member of said one-way valve; and

said means for varying the pretensioning comprises a pivotal lever on which said support for said spring is mounted and which is responsive to the forces produced by said transverse acceleration responsive means and/or said longitudinal deceleration responsive means to displace said spring support and increase the tension in said spring.

13. An anti-locking control system as defined in claim 9 wherein said movable member is displaceable piston which is mounted within a cylinder in said housing.

14. An anti-locking control system as defined in claim 13 wherein said displaceable piston is a dual piston with a spring disposed therebetween.

15. An anti-locking control system as defined in claim 9 wherein:

said means for moving said movable valve body of said pressure control valve includes a spring coupled between said movable valve body of said pressure control valve and one surface of said dual piston so as to permit said dual piston to move with a limited range after said brake pressure control valve has been closed; and

wherein the wall of said cylinder surrounding said piston is provided with an opening which is normally closed by said piston and which leads to a brake pressure return line, said opening being disposed as such a location that when said brake pressure control valve is closed and said pressure P_R is dropping, the resulting movement of said piston uncovers said opening to produce a connection between the brake line leading to the unregulated brakes and return line, thus reducing the pressure P_ST.

16. An anti-locking control system as defined in claim 9 further including means for maintaining said brake pressure control valve in an open position when said regulated one of said brake circuits malfunctions, said maintaining means including a movable piston mounted within a cylinder and having its opposite surfaces exposed to the respective pressure produced in said dual brake circuits by said master brake cylinder, and means mounted on said piston for movement therewith for opening said brake pressure control valve upon movement of said piston.

17. An anti-locking control system as defined in claim 9 wherein said two wheels which are connected to said one brake circuit, and thus regulated, are the two diagonally disposed wheels of the vehicle;

and a pair of said brake pressure control valves and associated closing means, each of said brake pressure control valves being connected in the brake line to a respective one of the other two wheels of said vehicle.

18. An anti-locking control system as defined in claim 17 further comprising:

a pressure choke disposed in the brake line leading to the regulated rear wheel brake, and a one-way valve, which opens when the pressure increases, connected in parallel with said choke so that the pressure reduction is slowed down through the choke position.

19. An anti-locking control system as defined in claim 9 wherein said movable member is movable even after closing of the associated said brake pressure control valve so that a limited pressure reduction is effected in the controlled brake circuit when there is a pressure reduction in the regulated brake circuit.

20. An anti-locking control system as defined in claim 19 wherein each of said movable members is a piston mounted for movement in a cylinder;

and wherein the cylinder chamber in which pressure P_R exists is connected, via a pressure choke and a one-way valve which discharges pressure medium from said cylinder chamber and which is connected in parallel with said pressure choke, with the brake line in which the regulated pressure P_R exists.

21. An anti-locking control system as defined in claim 20 wherein said choke and said one-way valve are connected to the control valve which controls the pressure at the controlled front wheels whereby a limited pressure reduction and a slow pressure build-up takes place via the choke at the brake of the controlled front wheel.

22. An anti-locking control system as defined in claim 21 wherein the surface of said movable member which is exposed to said pressure P_R is the smaller surface.

23. An anti-locking control system as defined in claim 9 wherein the surfaces of said movable member which are exposed to the pressures P_ST and P_R have different dimensions.

24. An anti-locking control system as defined in claim 1 wherein said brake pressure control valve is a magnetically controlled valve;

and wherein said closing means comprises;

first and second adjacent pretensioned movable members;

means for applying said pressure P_R to one surface of one of said movable members and for applying said pressure P_ST to one surface of the other of said movable members;

a lever pivotally mounted on the opposite surface of one of said movable members and having one of its free ends in contact with the opposite surface of the other of said movable members whereby the position and pivot angle of said lever are determined by the pressure difference exerted on said movable members;

an electrical switch connected to and controlling said magnetically actuated control valve; and

means for mounting said switch adjacent to the other free end of said lever whereby said switch will be actuated when contacted by said other free end at a certain pivot angle corresponding to the desired pressure ratio between said pressures P_ST and P_R.

25. An anti-locking control system as defined in claim 24 wherein:

a further electrical switch is mounted adjacent said other free end of said lever for actuation thereby when the pressure ratio increases beyond a predetermined limit value;

said magnetically actuated valve is provided with a further position in which the brakes connected thereto are connected with a return line; and

said further electrical switch is connected to said magnetically actuated valve to cause same to be switched into said further position when said further switch is actuated by said lever.

26. An anti-locking control system as defined in claim 24 wherein said closing means further includes one mass which is mounted so that it is deflected by the transverse acceleration of said vehicle;

and wherein said means for mounting said switch is responsive to the deflection of said mass to displace said electrical switch to reduce the distance between said other free end of said lever and said electrical switch.

27. An anti-locking control system as defined in claim 1 further comprising a one-way valve serving as a safety valve connected in parallel with said brake pressure control valve, said safety valve being oriented to open when the pressure at its input is substantially higher than the pressure at the output of said brake pressure control valve.

28. An anti-locking control system as defined in claim 1 further comprising a safety valve connected in parallel with said brake pressure control valve, said safety valve being connected with a piston which is subjected to said regulated brake pressure P_R in a manner so that said safety valve is closed when said regulated pressure P_R increases beyond a given value.

29. An anti-locking control system as defined in claim 1 further comprising a safety valve connected in parallel with said brake pressure control valve, said safety valve being connected with a piston which is subjected to said pressure P_ST in a manner so that said safety valve closes when said pressure P_R increases beyond a given value.

30. An anti-locking control system as defined in claim 1 wherein said control circuit means includes a first circuit means for evaluating the output signals from said sensing means and said for producing acceleration, deceleration and/or slip signals therefrom, and control logic circuit means, responsive to said signals from said first circuit means, for generating said control brake pressure control signals for said pressure control unit;

and further comprising;

means responsive to the transverse acceleration of the vehicle for generating an output signal corresponding thereto; and

switching means, responsive to the output signals from said transverse acceleration responsive means for effecting a pressure reduction in said regulated one of said brake circuits at a given reduction in the amount of transverse acceleration within a given time period when a slip signal is present simultaneously.

31. An anti-locking control system as defined in claim 1 wherein said control circuit means includes a first circuit means for evaluating the output signals from said sensing means and for producing acceleration, deceleration and/or slip signals therefrom, and control logic circuit means, responsive to said signals from said first circuit means, for generating said control brake pressure control signals for said pressure control unit;

and further comprising;

a steering angle sensor for the vehicle for producing an output signals when a given steering angle has been reached; and

switching means responsive to the output signal from said steering angle sensor for controlling said brake pressure regulating unit to cause a pressure reduction in said regulated one of said circuits when said given limit steering angle has been reached.

32. An anti-locking control system as defined in claim 31 further comprising means for varying the steering angle value at which said steering angle sensor produces an output signal in dependence on the vehicle speed so that with increasing vehicle speed said steering angle sensor will produce an output with smaller steering angle values.

33. An anti-locking control system as defined in claim 32 further comprising means for varying the steering angle value at which said steering angle sensor produces an output signal in dependence on the deceleration of the vehicle so that the steering angle value at which said steering angle sensor produces an output signal increases with increasing vehicle deceleration.

34. An anti-locking control system as defined in claim 1 wherein:

said sensing means comprises first and second sensors for respectively sensing the rotational behavior of two diagonally disposed wheels of the vehicle; and

said switching means causes the output signals from said first and second sensors to be alternatingly evaluated in said control circuit means.

35. An anti-locking control system as defined in claim 34 wherein said switching means comprises means for alternatingly connecting the outputs of said first and second sensors to the input of said control circuit means.

36. An anti-locking control system as defined in claim 35 further comprising means responsive to the initiation of a braking action for the vehicle for controlling said switching means to cause the output signals from the one of said first and second sensors associated with the regulated front wheel of the vehicle to initially be connected to the input of said control circuit means for a period of time to effect the regulation.

37. An anti-locking control system as defined in claim 36 further comprising means connected to said switching means for controlling same to switch from said initially connected sensor associated with the regulated front wheel to the other of said sensors only temporarily if no signal indicating a tendency to lock is determined there.

38. An anti-locking control system as defined in claim 36 further comprising:

means for measuring the deceleration of the vehicle and for providing an output signal when a given deceleration value is reached; and

means responsive to said deceleration value output signal for varying the switching time period of said switching means.

39. An anti-locking control system as defined in claim 38 wherein said means for varying the switching time period is additionally responsive to said slip signal for shortening the time period the sensor associated with the rear wheel of the vehicle is connected to said control circuit means to a time t₁ which is shorter than the basic time period t₀ if a high slip value is present when said rear wheel sensor is connected and a low value of vehicle deceleration is present.

40. An anti-locking control system as defined in claim 39 wherein said means for varying the switching time period additionally includes means for shortening the time the sensor associated with the front wheel of the vehicle is connected to said control circuit means to the time which is shorter than said basic time period t₀ if a high slip value is present when said front wheel sensor is connected and a low value of vehicle deceleration is present.

41. An anti-locking control system as defined in claim 38 further comprising:

means for measuring the individual pressure build-up times in said regulated brake circuit during the period of time one of said first and second sensors is connected to said control circuit means;

means for storing a signal which corresponds to the last pressure build-up time t_a ;

further switching means responsive to the output signal from said deceleration measuring means for effecting a controlled pressure increase in the regulated brake circuit for a short time t_b = a t_a, where a >

1, after switching to the other of said first and second sensors, if only a slight vehicle deceleration is detected.

42. An anti-locking control system as defined in claim 41 wherein said further switching means causes a phase of constant pressure to follow said controlled pressure increase.

43. An anti-locking control system as defined in claim 41 wherein the diagonally opposed wheel brakes of the vehicle are regulated, and further comprising:

a steering angle detector means for producing an output signal when a predetermined steering angle is detected; and

means, responsive to the output signal from said deceleration measuring means and the output signal from said steering angle detector means indicating a turn in a direction away from the regulated front wheel, for controlling said switching means to maintain the connection of the one of said first and second sensors associated with the front wheel of the vehicle to the control circuit means until a given vehicle deceleration has been reached and then switch to the other of said first and second sensors for a period of time, for causing said storing means to store a signal corresponding to the last pressure build-up time t_a during the period of time said other sensor is connected to said control circuit means, and for causing an increase in the pressure in said regulated brake circuit according to t_b = a t_a during the subsequent period of connection of said sensor associated with the front wheel of the vehicle.

44. An anti-locking control system as defined in claim 34 further comprising means connected to said switching means for controlling the time periods during which the output signals from one of said first and second sensors is connected to said first control circuit means to effect the regulation between a basic time period t₀ and a variable time period therebetween which lies between the time of switching to the then connected one of said first and second sensors and the first pressure reduction thereafter in said regulated brake circuit.

45. An anti-locking control system as defined in claim 34 further comprising means connected to said switching means for controlling the time periods in which the output signals from one of said first and second sensors is connected to said control circuit means to effect the regulation between a fixed basic time t₀ and a time period following thereafter which is terminated when the slip signal from said control circuit means falls below a certain value and/or the acceleration signal from said control circuit means ends.

46. An anti-locking control system as defined in claim 34 further comprising steering angle detector means for producing an output signal when a predetermined steering angle is detected;

and means responsive to said steering angle output signal for causing said switching means to connect said wheel sensor associated with the front wheel of said vehicle to said control circuit means for the duration of said steering angle output signal and for a time period thereafter which is long compared to the basic switching period t₀.

47. An anti-locking control system as defined in claim 34 wherein the one of said first and second sensors which monitors the rotational behavior of the driven wheel of the vehicle is mounted on the differential of the vehicle.

48. An anti-locking control system as defined in claim 47 wherein said control circuit means includes switching means for switching to a higher reference slip value when switching from evaluation of the signals from the one of said first and second sensors disposed at the vehicle wheel to said sensor mounted on the differential.

49. An anti-locking control system as defined in claim 1 wherein the diagonally opposite wheels of the vehicle are connected to said regulated brake circuit, wherein an additional sensor is provided at the unregulated front wheel of the vehicle;

and wherein the signals from said additional sensor are fed to said control circuit means and evaluated together with the output signals from the one of said first and second sensors associated with the regulated front wheel in select-low operation.

50. An anti-locking control system as defined in claim 49 wherein said control system is used in an embodiment which permits pressure reduction, preferably a pressure reduction which is limited by the movement of the pistons.

51. An anti-locking control system as defined in claim 1 wherein said control circuit means causes the pressure build-up and/or pressure reduction in said regulated brake circuit to the take place in a pulsed manner.