Process and device to improve the regulating action of an anti-lock braking system

• US 6,431,663 B1
• Filed: 08/12/1999
• Issued: 08/13/2002
• Est. Priority Date: 11/26/1996
• Status: Expired due to Fees

• Current Assignee: Continental Teves AG & Co. OHG (Continental AG)
• Original Assignee: Continental Teves AG & Co. OHG (Continental AG)
• Inventors: Schmidt, Holger, Fennel, Helmut, Batistic, Ivica
• Primary Examiner(s): Dickson, Paul N.
• Assistant Examiner(s): Pezzlo, Benjamin A
• Application Number:
  US09/308,873
• Time in Patent Office: 1,097 Days
• Field of Search: 303/146, 303/147, 303/140
• US Class Current: 303/147
• CPC Class Codes: B60T 13/72 in vacuum systems or vacuum booster units
• CPC Class Codes: B60T 2201/16 Curve braking control, e.g. turn control within ABS control algorithm
• CPC Class Codes: B60T 8/172 Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters B60T8/17551 takes precedence
• CPC Class Codes: B60T 8/1755 Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve road vehicle drive control systems for control of driving stability otherwise than by controlling a particular sub-unit B60W30/02
• CPC Class Codes: B60T 8/246 Change of direction
• CPC Class Codes: B60T 8/4854 pneumatic boosters

Abstract

To improve the control behavior of an anti-lock brake system, which also permits active braking intervention when the brake pedal is not applied, braking pressure is introduced into the wheel brake of the bend-outward front wheel, or asymmetrically into the wheel brakes of both front wheels upon identification of a cornering situation and simultaneous deceleration of the vehicle if additionally the slip on the bend-outward rear wheel exceeds the slip on the bend-outward front wheel. ‘Veering’ or overspinning of the vehicle is this way counteracted.

Claims

1. A method of improving the control behavior of an anti-lock brake system adapted for active braking intervention, wherein a vehicle reference speed is derived from the rotational behavior of the vehicle wheels and criteria for identifying a cornering situation and the direction of a bend are produced, comprising the steps of:

detecting a cornering event by analyzing the rotational behavior of the vehicle wheels,

simultaneously determining if deceleration of the vehicle occurs, with no brake applied,

determining if a critical slip condition indicating veering of the vehicle or a bend limit range is satisfied, and

commencing a special control by introducing braking pressure at least into the wheel brake of the bend-outward front wheel provided the above determinations yielded positive results wherein the occurrence of a higher brake slip on the bend-outward rear wheel in comparison with the bend-outward front wheel is assessed as a critical slip condition wherein for identifying a situation with higher brake slip on the bend-outward rear wheel in comparison with the bend-outward front wheel, the wheel with the instantaneously highest rotational speed is determined on the basis of filtered wheel speed signals.

2. Method as claimed in claim 1, wherein braking pressure is introduced exclusively into the wheel brake of the bend-outward front wheel when the critical slip condition occurs.

3. Method as claimed in claim 1, further including introducing braking pressure into the wheel brakes of both front wheels when the critical slip condition occurs, and the braking pressure introduction on the bend-outward front wheel is performed with a higher increase gradient and/or for a longer period of time.

4. Method as claimed in claim 1, further including calculating a speed difference value (Δ

v), which represents the difference between the wheel speed sums of both vehicle sides, according to the relation

Δ

v=|(V1+V4)−

(V2+V3)|>

Th and

V1 is the speed of the left front wheel

V2 is the speed of the right front wheel

V3 is the speed of the right rear wheel

V4 is the speed of the left rear wheel

Th is the speed limit value,

wherein a cornering situation is identified when the speed difference value Δ

v adopts a predetermined limit value (Th) which is in the order between 5 and 20 km/h.

5. Method as claimed in claim 4, further including varying the speed limit value (Th) as a function of at least one of the vehicle speed (v_FZ) or the vehicle reference speed (v_REF).

6. Method as claimed in claim 5, further including reducing, the limit value (Th) in a bottom vehicle speed range (<

60 km/h) with rising vehicle speed is reduced from an initial maximum value to a minimum value, increases in a medium speed range with rising vehicle speed, and is maintained approximately constant in a higher speed range.

7. Method as claimed in claim 1, wherein the braking pressure introduction, as a result of the special control, is effected by a pressure increase pulse with a duration of roughly 100 to 500 ms, more particularly 100 to 300 ms, or by a corresponding pressure increase pulse train.

8. Method as claimed in claim 1, wherein the braking pressure introduction is terminated as soon as the critical slip condition is no longer satisfied.

9. A method of improving the control behavior of an anti-lock brake system adapted for active braking intervention, wherein a vehicle reference speed is derived from the rotational behavior of the vehicle wheels and criteria for identifying a cornering situation and the direction of a bend are produced, comprising the steps of:

detecting a cornering event by analyzing the rotational behavior of the vehicle wheels,

simultaneously determining if deceleration of the vehicle occurs, with no brake applied,

determining if a critical slip condition indicating veering of the vehicle or a bend limit range is satisfied, and

commencing a special control by introducing braking pressure at least into the wheel brake of the bend-outward front wheel provided the above determinations yielded positive results, further including calculating a speed difference value (Δ

v), which represents the difference between the wheel speed sums of both vehicle sides, according to the relation

Δ

v=|(V1+V4)−

(V2+V3)|>

T and

V1 is the speed of the left front wheel

V2 is the speed of the right front wheel

V3 is the speed of the right rear wheel

V4 is the speed of the left rear wheel

Th is the speed limit value,

wherein a cornering situation is identified when the speed difference value Δ

v adopts a predetermined limit value (Th) which is in the order between 5 and 20 km/h.

10. Method as claimed in claims 9, further including varying the speed limit value (Th) as a function of at least one of the vehicle speed (v_FZ) or the vehicle reference speed (v_REF).

11. Method as claimed in claim 10, further including reducing, the limit value (Th) in a bottom vehicle speed range (<

60 km/h) with rising vehicle speed is reduced from an initial maximum value to a minimum value, increases in a medium speed range with rising vehicle speed, and is maintained approximately constant in a higher speed range.