Method and system for electrically controlling braking of a vehicle

• US 4,805,105 A
• Filed: 12/04/1986
• Issued: 02/14/1989
• Est. Priority Date: 12/06/1985
• Status: Expired due to Fees

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Maurer, Franz, Jung, Erich, Stahl, Manfred, Weiss, Eberhard, Domann, Helmut
• Primary Examiner(s): Chin, Gary
• Application Number:
  US06/938,024
• Time in Patent Office: 803 Days
• Field of Search: 364/426, 180/197, 340/52 C, 303/95, 303/103, 303/110, 303/DIG. 3-DIG. 4
• US Class Current: 701/78
• CPC Class Codes: B60T 13/683 in pneumatic systems or parts thereof in vacuum systems B60T13/72
• CPC Class Codes: B60T 13/74 with electrical assistance or drive
• CPC Class Codes: B60T 8/00 Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force by changing number of effective brake cylinders in power brake systems B60T17/10
• CPC Class Codes: B60T 8/36 including a pilot valve responding to an electromagnetic force
• CPC Class Codes: Y10S 303/03 Electrical pressure sensor

Abstract

A brake control system has a controller (52, 53, 54) including hysteresis. To prevent over-shoot of control operation if a comparison between actual braking pressure (P_act) and commanded pressure (P_com) is applied to control valves which, for example, operate pneumatically, so that the brakes will not instantaneously respond, a difference pressure threshold (ΔP_G) is determined and, when the difference pressure level is passed by the difference pressure signal, the valves are controlled to operate in pulse operation, in which each pressure pulse (T_E) is followed by a quieting or pressure-OFF time (T_BER). The pulse sequence and the timing of pulses and pulse gaps is controllable in accordance with pressure levels, operating parameters, pressure difference levels and the like.

Claims

1. A method of braking a vehicle, in which the vehicle has

a vehicle brake means (1, 21'"'"', 40a, 40b, 55, 90) responsive to pressure of a brake fluid for braking the vehicle;

a brake control means (6, 7;

     41) providing an electrical command signal (P_com) representative of a desired value of a parameter of a vehicle;

transducer means (4, 22, 46a, 46b, 56,

     91) providing an actual signal (P_act) representative of the actual value of said parameter;

controlled valve means (2, 21a, 44, 45a, 45b, 55a,

     90) controlling, selectively, admission, drainage, or holding of pressurized brake fluid;

a controller (5;

20, 21;

42, 51, 52,

     94) receiving said command signal (P_com) and said actual signal (P_act) and providing output signals dependent on the difference (Δ

P) between said command signal and said actual signal to control said controlled valve means, said controller including switching threshold levels,

said method comprising, in accordance with the invention,

determining if the difference (Δ

P) between the signals representing command signal and actual signal exceeds, or is below a predetermined threshold level (Δ

P_G) representing a predetermined parameter difference; and

, selectively, in dependence on the determined difference (Δ

P) with respect to said threshold level (Δ

P_G);

(1) controlling said controlled valve means for operation in continuing manner by, respectively, admission or drainage of brake fluid to or from the controlled valve means

if the difference between the signals, and representing the pressure difference, is above said predetermined threshold level (Δ

P_G); and

(2) controlling said controlled valve means for operation in pulsed manner by respectively admission or drainage of brake fluid to or from the controlled valve means in pulses, followed by pulse pauses between pulses

if the difference (Δ

P) between the signals representing the pressure difference is below said predetermined threshold level (Δ

P_G).

2. The method of claim 1, wherein the predetermined level (Δ

P_G) defines a pressure difference range (Δ

P) between zero and said predetermined level (Δ

P_G) (0<

Δ

P<

Δ

P_G);

and said range is subdivided into at least one fine control range having a difference limit (Δ

P_F) which is intermediate of zero and said predetermined level (0<

Δ

P<

Δ

P_F) and a rough control range (Δ

P_F ≦

Δ

P≦

Δ

P_G).

3. The method of claim 1, wherein (FIG. 7a) the pulses have a predetermined length (T_E) followed by a predetermined pause period (T_BER);

and including the step of changing the pulse length, starting from an initial value of pulse legnth (T₀).

4. The method of claim 3, including the step of changing the length of the pulses as a function of the command signal (P_com).

5. The method of claim 3, including the step of changing the length of the pulses as a function of said output signals representative of difference between commanded and actual parameter (Δ

P).

6. The method of claim 2, wherein said fine control range is subdivided into at least two fine control ranges having a difference limit (Δ

P_F)* which is intermediate of zero and said predetermined level (0<

Δ

P<

Δ

P_F)

and wherein the changing rates of the pulse length are different in the at least two fine control ranges.

7. The method of claim 4, including the step of allocating a plurality of range to respectively different levels of command signal (P_com) to define a plurality of command sub-ranges;

and wherein the changing of the pulse length (T_E) is controlled in dependence on which sub-range the then pertaining command signal falls.

8. The method of claim 7, including the step of storing a plurality of changing values for the pulse length T_E which values depend on the different (Δ

P) and on the command signal (P_com);

and utilizing the stored values in dependence of the present subrange of the difference (Δ

P) and of the command signal (P_com).

9. The method of claim 3, including the step of increasing the length T_E in dependence of the number of pulses needed.

10. The method of claim 3, including the step of controlling the initial pulse length (T_O) as a function of at least one of:

command signal (P_com);

then pertaining difference (Δ

P).

11. The method of claim 10, including the step of storing a plurality of different initial values of pulse length (T_O) dependent of at least one of:

command signal (P_com);

the difference (Δ

P),

and utilizing said so-stored values as initial values for the pulse length (T_O).

12. The method of claim 10, wherein the pulse length T_E(K) for pressure rise or pressure drop or drainage, respectively, is controlled by the relationship:

space="preserve" listing-type="equation">T.sub.E (1)=T.sub.O (+Δ

P;

-Δ

P;

P.sub.com) (12a)

space="preserve" listing-type="equation">T.sub.E(K1) =T.sub.E(K-1) +Δ

T(+Δ

P;

-Δ

P;

P.sub.com ;

K) (12b)

wherein K is the ordinal number of the pulses and varies from 1 upwards

13. The method of claim 12, wherein the change in the pulse length is defined by

14. The method of claim 2, wherein, if the difference output signal (Δ

P) changes in sign, a pulse of reverse polarity with respect to an immediately prior pulse is provided and wherein a pulse which is shorter than the last pulse (T_EX) resulting in crossing the zero pressure difference level is generated and stored for recall at a subsequent braking event.

15. The method of claim 14, wherein the pulse of reverse polarity which is being stored is defined by:

space="preserve" listing-type="equation">T.sub.E (CORREC)=T.sub.EX -[Δ

T'"'"'+a (Δ

P)·

|Δ

P.sup.*|]

wherein

Δ

T'"'"', is a time period depending on a starting range;

a is a function of the difference out signal (Δ

P);

Δ

P* is the deviation of the difference between a Δ

P from zero level; and

T_EX is the length of the last pulse.

16. The method of claim 1, including the steps of

associating a small band width (P_com +Δ

P_S) with the incoming command signal P_com of the controller, and

generating a constant output signal P_com of the controller as long as the incoming command signal P_com falls within the said band width; and

wherein Δ

P_S is a given constant.

17. The method of claim 2, including the steps of

associating a small band width (P_com +Δ

P_S) with the incoming command signal P_com of the controller, and

generating a constant output signal P_com of the controller as long as the incoming command signal P_com falls within the said band width;

wherein Δ

P_S is a given constant.

and wherein respective control ranges have different band widths.

18. The method of claim 1, including the steps of storing data representative of the pulse length (T_E) which resulted in an effectively zero output difference signal (Δ

P);

and utilizing that so-stored pulse length at a braking event subsequent to said storing step in which command signals (P_com) and actual signals (P_act) occur which are comparable to command and actual signals which resulted in said effectively zero output different signal.

19. The method of claim 1, wherein the interval length of the pause (T_BER) subsequent to a pulse is variable to provide a time period for the vehicle brake means to approach a quiescent operating level.

20. The method of claim 1, wherein said controller is a three-point controller having different valve control switching thresholds to operate the respective controlled valve means for opening or closing, respectively, whereby said valve means will operate with hysteresis.

21. The method of claim 20, including a step (FIG. 9) of feeding back a signal representative of control signals (y) controlling said controlled valve means to the controller input to modify said different output signal (Δ

P) in a direction to decrease the difference output signal by a continuously increasing feedback signal until said predetermined level (Δ

P_G) is reached.

22. The method of claim 21, wherein the increase in the level of the feedback signal is selected for effectively approaching the commanded signal (P_com) by the actual signal (P_act) by a signal valve operation.

23. The method of claim 2, wherein said controller is a three-point controller having different valve control switching thresholds to operate the respective controlled valve means for opening and closing, respectively, whereby said valve means will operate with hysteresis;

including a step (FIG.

     9) of feeding back a signal representative of control signals (y) controlling said controlled valve means to the controller input to modify said difference output signal (Δ

P) in a direction to decrease the difference output signal by a continuously increasing feedback signal until said predetermined level (Δ

P_G) is reached; and

wherein said increase in the feedback value is selected to provide for control of the controlled valve means for a single operation and to bring the output difference signal (Δ

P) within the fine control range.

24. The method of claim 2, wherein said controller is a three-point controller having different valve control switching thresholds to operate the respective controlled valve means for opening or closing, respectively, whereby said valve means will operate with hysteresis;

and wherein the hysteresis threshold levels for operation of said controlled valve means are changed to lower values upon sensing that the difference signal (Δ

P) is within said fine control range.

25. The method of claim 1, wherein the command signal (P_com) and the actual signal (P_act) correspond to pressure values.

26. The method of claim 1, wherein (FIG. 4) said control unit includes an anti-brake lock system (ABS) controller.

27. The method of claim 26, wherein the command signal (P_com) and the actual signal (P_act) correspond to pressure values, wherein the vehicle has brake pressure transducer means and wherein said brake pressure transducer means are also used within the antibrake lock system.

28. The method of claim 1, wherein the step (2) of controlling operation of the controlled valve means in pulses comprises

establishing a further control range Δ

P_G <

Δ

P<

Δ

P_A above said predetermined pressure level (Δ

P_G) if the actual signal (P_act) is less than the command signal (P_com) resulting in increase in braking pressure;

wherein a different pulse width (T_O) of the initial pulse is provided for this further range; and

wherein Δ

P_A is a given value.

29. The method of claim 28, wherein said further control range is defined by a range limit (Δ

A) above said predetermined limit (Δ

P_G).

30. The method of claim 28, wherein the value of Δ

P_A is optimized by correcting said value of Δ

P_A by the product a ·

Δ

P and

wherein a is a system parameter.

31. The method of claim 3, wherein the pulse width of said first pulse (T_O) is controlled to be so short that the controlled valve means will not respond within the pulse width until a subsequent, corrected pulse with a longer pulse width occurs;

and including the step of storing data representative of the subsequent, corrected pulse width.

32. The method of claim 1, including (FIG. 8) the steps of

associating a small band width (P_com +Δ

P) with a command value (P_com) received from the controller,

wherein Δ

P_S is a predetermined constant defining said band width;

controlling the pulse length of subsequent pulses only if the command value during the entire predetermined pulse and pulse gap periods (T_E +T_BET) is within said small band width;

sensing if the output signals (y) from the controller was zero or null for a predetermined time interval;

and, thereafter, controlling the pressure being applied to said controlled valve means as a function of the command signal (P_com) without regard to said band width.

33. The method of claim 1, wherein said brake fluid comprises compressed air.

34. Braking system for a vehicle, in which the vehicle has

a vehicle brake means, responsive to the pressure of a brake fluid for braking the vehicle;

a brake control means providing an electrical brake command signal representative of a desired value of a parameter of the vehicle;

transducer means providing an actual signal (P_act) representative of the actual value of said parameter;

controlled valve means controlling, selectively, admission, drainage or holding of pressurized brake fluid;

a controller receiving said command signal and said actual signal forming an output difference signal dependent on the difference between the command and actual signal, and providing output control signals (y) to control said controlled valve means, said controller having valve control switching thresholds at which the controller changes its output signal,

comprising means for determining if the difference (Δ

P) between said command signal and said actual signal representing commanded and actual values exceeds or is below a predetermined threshold level (Δ

P_G) representative of a predetermined parameter difference;

and means for controlling said controlled valve means, selectively in dependent on the determined difference (Δ

P) with respect to said predetermined threshold level (Δ

P_G)

(1) for continued admission or drainage of brake fluid to or from said controlled valve mean if the absolute value of the difference (Δ

P) is above said predetermined threshold level (Δ

P_G); and

(2) for controlling said controlled valve means for admission, or drainage, respectively, of brake fluid to or from said controlled valve means in pulses, followed by pulse pauses during which brake fluid is not admitted to, or drained from said valve means, if the absolute value of the difference (Δ

P) is below said predetermined threshold level (Δ

P_G).

35. The system of claim 34, wherein said controller comprises a three point pressure rise - pressure hold - pressure drop controller having hysteresis;

and wherein said controller includes means (54) for controlling the levels or thresholds at which it changes its output signal.

36. The system of claim 34, including (FIG. 9) a feedback circuit (93) feeding back the control signals (y) from said controller to modify the difference signal (Δ

P) in a direction to decrease the difference signal as the feedback signal increases until a predetermined difference threshold level (Δ

P_G) is passed.