EP0814990A1 - Brake system for motor vehicles - Google Patents

Brake system for motor vehicles

Info

Publication number
EP0814990A1
EP0814990A1 EP96905794A EP96905794A EP0814990A1 EP 0814990 A1 EP0814990 A1 EP 0814990A1 EP 96905794 A EP96905794 A EP 96905794A EP 96905794 A EP96905794 A EP 96905794A EP 0814990 A1 EP0814990 A1 EP 0814990A1
Authority
EP
European Patent Office
Prior art keywords
armature
signal
brake system
control valve
electromagnet
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
EP96905794A
Other languages
German (de)
French (fr)
Inventor
Alfred Eckert
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
ITT Automotive Europe GmbH
Alfred Teves 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 ITT Automotive Europe GmbH, Alfred Teves GmbH filed Critical ITT Automotive Europe GmbH
Publication of EP0814990A1 publication Critical patent/EP0814990A1/en
Ceased legal-status Critical Current

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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/72—Electrical control in fluid-pressure brake systems in vacuum systems or vacuum booster units
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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
    • B60T8/48—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 connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4845—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems using a booster or a master cylinder for traction control
    • B60T8/4854—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems using a booster or a master cylinder for traction control pneumatic boosters

Definitions

  • the invention relates to a brake system for motor vehicles with an actuating unit, which consists of a pneumatic brake booster and a master brake cylinder connected downstream, to which wheel brakes are connected, the control valve of the brake booster being operable independently of the driver's will by means of an electromagnet, the armature of which is connected to one of the control valve -Sealing seats is in force-transmitting connection, with a deceleration controller, to which a signal representing vehicle deceleration is fed as an input variable and whose output variable influences the position of the control valve and is compared in a first summer with a signal representing the actual state of the control valve, the e result of the comparing a position of the control valve influencing the position controller is supplied s corresponding control difference, electrical be supplied to a electromagnet whose output Current corresponds.
  • Such a brake system is known from international patent application WO 95/03196.
  • the deceleration controller of the previously known brake system is supplied as an input variable with the control difference from a deceleration request signal and an actual deceleration signal which corresponds to a quantity proportional to the braking force (braking force setpoint or actual value).
  • variables include the brake pressure, the pressure difference acting in the pneumatic brake booster or the speed of at least one vehicle wheel.
  • the deceleration controller is designed as a brake pressure controller, pneumatic differential pressure controller or wheel deceleration controller depending on the physical size selected. According to the control difference and the required setpoint gradient, the deceleration controller calculates the desired position for the armature of the electromagnet, which has a direct influence on the open state of the control valve of the brake booster.
  • the output signals of the delay controller are taken into account, taking into account sensor-acquired actual values for the armature position and the current supplied to the electromagnet.
  • Position controller processed, the output variable represents the manipulated variable for controlling the electromagnet.
  • Electromagnets due to the non-linear, progressive relationship between the magnetic force and the process variables magnetic current and
  • Electromagnets have a structural instability. 2. Generally high dynamics, as well as weak system damping.
  • control valve characteristic curve The force counteracting the electromagnet when the control valve is actuated (control valve characteristic curve) is strongly non-linear and is also dependent on position and vacuum. After opening the control valve, this counterforce is reduced so much that it has an additional destabilizing effect on the electromagnet.
  • the position controller must be able to precisely position the armature of the electromagnet and thus a sleeve carrying the control valve sealing seat mentioned, even in the unstable area of the brake system characteristic.
  • the position controller is formed by a comparator, which is preceded by a second summer, in which the output variable of the deceleration controller is compared with a weighted signal representing the speed of the armature, that the output variable of the deceleration controller corresponds to the position of the Armature corresponds to the housing of the electromagnet, and that the travel signal corresponding to the actual state of the control valve represents the actual position of the armature relative to the housing of the electromagnet.
  • Fig. 1 shows an embodiment of the invention
  • Brake booster according to Figure 1 in axial section, partially broken away.
  • FIG. 3 shows a block diagram of a first embodiment of the control structure connected downstream of the delay controller according to FIG. 1; 4 shows a diagrammatic representation of variables occurring during a regulation;
  • FIG. 5 is a block diagram of a second embodiment of the control structure connected downstream of the delay controller according to FIG. 1, and
  • FIG. 6 shows a block diagram of a third embodiment of the control structure connected downstream of the delay controller according to FIG. 1.
  • the brake system according to the invention for motor vehicles shown in FIG. 1 essentially consists of an actuation unit 1, an electronic vehicle controller 6, wheel brakes 10, 11, 12, 13, a pressure modulator 9 arranged between wheel brakes 10 to 13 and actuation unit 1 and a vehicle controller 6 interacting ABS / ASR controller 7, which generates control signals for the pressure modulator 9.
  • a wheel sensor 14, 15, 16, 17 is assigned to each of the vehicle wheels, not shown, and the control signal corresponding to the wheel speed is fed to the ABS / ASR controller 7.
  • the actuation unit 1 in turn consists of a pneumatic brake booster that can be actuated by means of an actuation pedal 4, preferably a vacuum brake booster 2, to which a master brake cylinder 3, preferably a tandem master cylinder, is connected, the pressure chambers (not shown) of which are connected to the pressure modulator 9 via hydraulic lines 23, 27 stand.
  • an actuation pedal 4 preferably a vacuum brake booster 2, to which a master brake cylinder 3, preferably a tandem master cylinder, is connected, the pressure chambers (not shown) of which are connected to the pressure modulator 9 via hydraulic lines 23, 27 stand.
  • On the operating pedal 4 is one Coupled actuating rod 5, which enables actuation of a control valve 19 which is only shown schematically and which controls the build-up of a pneumatic differential pressure in the housing of the vacuum brake booster 2.
  • An electromagnet 20 enables the control valve 19 to be actuated externally.
  • the vehicle controller 6 is followed by a second electronic controller (deceleration controller) 8, to which a deceleration request signal V w generated by the vehicle controller 6, for example due to an input signal E supplied by a distance sensor, is supplied, which is transmitted in a (first ) Totalizer 24 with an actual delay value V.. is compared, which is supplied by the actuator 1.
  • the resulting control difference is fed to the delay controller 8, the output signal S_ w of which corresponds to the desired position or position of the armature of the electromagnet 20 which actuates the control valve 19_.
  • the armature position setpoint S AW is calculated in a second summer 25 with a control valve position actual value S...
  • control valve 19 which can be determined on the control valve 19, for example by means of a displacement sensor (not shown). compared and the resulting control difference W is fed to a subordinate third controller (control valve position controller (18)), whose manipulated variable Y is used to control the electromagnet 20. It makes sense if the deceleration request signal V "is a setpoint corresponding to the braking force, for example corresponds to a brake pressure value. In this case, the actual deceleration value V. corresponds to a pressure value that is detected in the master brake cylinder 3 by means of a pressure sensor 26.
  • the second controller or deceleration controller 8 which is superior to the third controller 18, is then designed as a brake pressure controller.
  • control valve 19 is accommodated in a control housing 40 which is sealed in the housing of the brake booster 2 and consists of a first sealing seat 41 formed on the control housing 40, a second sealing seat 43 formed on a valve piston 42 connected to the actuating rod 5 and a valve body 44 interacting with both sealing seats 41, 43.
  • a third sealing seat 28 is provided radially between the first (41) and the second sealing seat 43, which can be actuated by means of the electromagnet 20, which is preferably provided in an axial manner by an axial pot-shaped extension of the Valve piston 42 formed housing 37 is arranged and is therefore displaceable together with the valve piston 42 in the control housing 40.
  • the electromagnet 20 consists of a coil 46 which is attached to a guide part 38 fastened within the housing 37 and a cylindrical armature 39 which is displaceably arranged therein and which is non-detachably connected to a pin 45 which is on the one hand in the guide part 38 and on the other hand in a closure part which closes the housing 37 47 is performed.
  • One of the Armature 39 on the guide part 38 formed axially opposite pole surface can preferably be designed as an outer cone in order to achieve a linearization of the force-displacement characteristic of the electromagnet 20.
  • the pin 45 carries a force transmission plate 48 which is preferably rectangular and is arranged in a radial groove 49 of the valve piston 42 and which enables the external actuating force applied by the electromagnet 20 to be transmitted to the third sealing seat 28.
  • the third sealing seat 28 is formed on a sleeve 29, which is guided in a sealed manner in the control housing 40 and is connected to the force transmission plate 48.
  • a compression spring 51 is arranged between the armature 39, which partially protrudes into the closure part 47, and the guide part 38, which holds the armature 39 in its initial position, in which the third sealing seat 28 is axially offset relative to the second sealing seat 43 formed on the valve piston 42 (see distance b) is arranged.
  • Brake booster 2 is ventilated.
  • the movement of the third sealing seat 28 continues until the armature 39 strikes the guide part 38 and the gap "s" between the two parts becomes zero. If there is no actuating force on the actuating rod 5, the control housing 40 moves relative to the valve piston 42 by a distance which corresponds to the distance "a” between a cross member 52 which limits the movement of the valve piston 42 and a stop surface 53 formed on the control housing 40.
  • the reason for this is a piston rod return spring 54, which moves the valve piston 42 to the right via the actuating rod 5 and attempts to close the second sealing seat 43 again.
  • the third sealing seat 28 moves synchronously due to the fixed connection of the electromagnet 20 and the valve piston 42, the gap between the valve body 44 and the second sealing seat 43 is kept open, namely by the dimension s-b. As a result, the ventilable chamber of the brake booster 2 is connected to the atmosphere and a braking force is generated.
  • the armature 39 with the third sealing seat 28 moves to the left under the action of the spring 51, as a result of which the third sealing seat 28 is opened while the valve body 44 closes the second sealing seat 43. Since the first sealing seat 41 - as mentioned above - remains open, the atmosphere is sucked out of the ventilated chamber via the open connection between the pneumatic chambers, so that the pressure prevailing in the master brake cylinder 3 is reduced.
  • the ventable chamber is vented via the open first sealing seat 41 until the control group returns to its starting position and the cross member 52 strikes the housing of the brake booster 2.
  • the control housing 40 can move until it comes to rest on the left side of the cross member 52 in the drawing and the first sealing seat 41 is closed. The device is then in the release position.
  • Regulating difference W is fed to a comparator 33 forming the aforementioned position controller 18, which compares the voltage U g - to be supplied to the electromagnet 20 and amplified in an output stage 34. switches on and off.
  • a comparator 33 forming the aforementioned position controller 18, which compares the voltage U g - to be supplied to the electromagnet 20 and amplified in an output stage 34. switches on and off.
  • control structure downstream of the delay controller 8 is the differentiator mentioned in connection with FIG. 3
  • a second differentiator 35 is connected in parallel, in which the signal S A "representing the desired path of the armature 29 is subjected to a time-differentiating processing, and then after a weakening in a second one first differentiator 31 to be fed to a fourth summer 50.
  • the result of the comparison carried out therein is fed to the second summer 30 after a weakening in a third P-element 55.
  • another additional signal S- is added to the control. , included that the actual acceleration of the armature 39 of the electromagnet 20 represents.
  • This additional signal S ... is together with the aforementioned signal S- representing the actual speed of the armature 39. , obtained from an observation model 56. Both signals are then fed back to the second summer 30 in each case in a P-element 57 or 58.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)

Abstract

The proposal is for a brake system for motor vehicles having a pneumatic brake booster, the control valve of which can be actuated independently of the driver by an electromagnet. A regulation system containing a position controller affecting the position of the control valve supplies the signals representing the voltage to be supplied to the electromagnet. To obtain a convenient, finely metered outside actuation of the brake booster, according to the invention the position controller (18) takes the form of a comparator (33) with an upstream second summer (30) in which the initial value of the delay regulator (8) is compared with a weighted signal (SAistg) representing the speed of the armature (39), the initial value (SAW) of the delay regulator (8) corresponds to the position of the armature in relation to the housing (37) of the electromagnet (20) and the travel signal (SAist) corresponding to the actual status of the control valve (19) represents the actual position of the armature (39) in relation to the housing (37) of the electromagnet (20).

Description

Bremsanlage für KraftfahrzeugeBrake system for motor vehicles
Die Erfindung betrifft eine Bremsanlage für Kraftfahrzeuge mit einer Betätigungseinheit, die aus einem pneumatischen Bremskraftverstärker sowie einem ihm nachgeschalteten Hauptbremszylinder besteht, an den- Radbremsen angeschlossen sind, wobei das Steuerventil des Bremskraftverstärkers unabhängig vom Fahrerwillen mittels eines Elektromagneten betätigbar ist, dessen Anker mit einem der Steuerventil-Dichtsitze in kraftübertragender Verbindung steht, mit einem Verzögerungsregler, dem als Eingangsgröße ein die Fahrzeugverzögerung repräsentierendes Signal zugeführt wird und dessen Ausgangsgröße die Position des Steuerventils beeinflußt und in einem ersten Summierer mit einem den Ist-Zustand des Steuerventils repräsentierenden Signal verglichen wird, wobei die dem Ergebnis des Vergleiches entsprechende Regeldifferenz einem die Position des Steuerventils beeinflussenden Lageregler zugeführt wird, dessen Ausgangsgröße einem dem Elektromagneten zuzuführenden elektrischen Strom entspricht.The invention relates to a brake system for motor vehicles with an actuating unit, which consists of a pneumatic brake booster and a master brake cylinder connected downstream, to which wheel brakes are connected, the control valve of the brake booster being operable independently of the driver's will by means of an electromagnet, the armature of which is connected to one of the control valve -Sealing seats is in force-transmitting connection, with a deceleration controller, to which a signal representing vehicle deceleration is fed as an input variable and whose output variable influences the position of the control valve and is compared in a first summer with a signal representing the actual state of the control valve, the e result of the comparing a position of the control valve influencing the position controller is supplied s corresponding control difference, electrical be supplied to a electromagnet whose output Current corresponds.
Eine derartige Bremsanlage ist aus der internationalen Patentanmeldung WO 95/03196 bekannt. Dem Verzögerungsregler der vorbekannten Bremsanlage wird als Eingangsgröße die Regeldifferenz aus einem Verzögerungswunschsignal sowie einem Verzögerungs-Istsignal zugeführt, die einer der Bremskraft proportionalen Größe (Bremskraf soll¬ bzw. -Istwert) entspricht. Als mögliche physikalische Größen kommen insbesondere der Bremsdruck, die im pneumatischen Bremskraftverstärker wirkende Druckdifferenz oder die Drehzahl mindestens eines Fahrzeugrades in Frage. Der Verzögerungsregler ist entsprechend der gewählten physikalischen Größe als Bremsdruckregler, pneumatischer Differenzdruckregler oder Radverzögerungsregler ausgeführt. Entsprechend der Regeldifferenz sowie dem geforderten Sollwertgradienten berechnet der Verzögerungsregler die gewünschte Position für den Anker des Elektromagneten, die einen direkten Einfluß auf den Öffnungszustand des Steuerventils des Bremskraftverstärkers hat.Such a brake system is known from international patent application WO 95/03196. The deceleration controller of the previously known brake system is supplied as an input variable with the control difference from a deceleration request signal and an actual deceleration signal which corresponds to a quantity proportional to the braking force (braking force setpoint or actual value). As a possible physical In particular, variables include the brake pressure, the pressure difference acting in the pneumatic brake booster or the speed of at least one vehicle wheel. The deceleration controller is designed as a brake pressure controller, pneumatic differential pressure controller or wheel deceleration controller depending on the physical size selected. According to the control difference and the required setpoint gradient, the deceleration controller calculates the desired position for the armature of the electromagnet, which has a direct influence on the open state of the control valve of the brake booster.
Die Ausgangssignale des Verzögerungsreglers werden bei Berücksichtigung von sensorisch erfaßten Istwerten für die Ankerposition und den dem Elektromagneten zugeführten Strom in einem Positionsbzw. Lageregler weiterbearbeitet, dessen Ausgangsgröße die Stellgröße zur Ansteuerung des Elektromagneten darstellt.The output signals of the delay controller are taken into account, taking into account sensor-acquired actual values for the armature position and the current supplied to the electromagnet. Position controller processed, the output variable represents the manipulated variable for controlling the electromagnet.
Während der vorbekannten Positionsregelung des Elektromagneten treten insbesondere die folgenden Probleme auf:The following problems in particular occur during the known position control of the electromagnet:
1. Ein statisch nichtlineares Systemverhalten des1. A statically non-linear system behavior of the
Elektromagneten, bedingt durch den nichtlinearen, progressiven Zusammenhang zwischen der Magnetkraft und den Prozeßgrößen Magnetstrom sowieElectromagnets, due to the non-linear, progressive relationship between the magnetic force and the process variables magnetic current and
Ankerposition. Dadurch ergibt sich für denAnchor position. This results in the
Elektromagneten eine strukturbedingte Instabilität. 2. Im allgemeinen hohe Dynamik, sowie schwache Systemdämpfung.Electromagnets have a structural instability. 2. Generally high dynamics, as well as weak system damping.
3. Die dem Elektromagneten beim Betätigen des Steuerventils entgegenwirkende Kraft (Steuerventilkennlinie) ist stark nichtlinear und darüber hinaus positionsund unterdruckabhängig. Nach dem Öffnen des Steuerventils vermindert sich diese Gegenkraft so stark, daß sie eine zusätzliche destabilisierende Wirkung auf den Elektromagneten ausübt.3. The force counteracting the electromagnet when the control valve is actuated (control valve characteristic curve) is strongly non-linear and is also dependent on position and vacuum. After opening the control valve, this counterforce is reduced so much that it has an additional destabilizing effect on the electromagnet.
Es ist daher Aufgabe der vorliegenden Erfindung, Maßnahmen vorzuschlagen, die eine Regelung mit folgenden Eigenschaften ermöglichen:It is therefore the object of the present invention to propose measures which enable regulation with the following properties:
große Robustheit hohe Dynamik (Eigenwerte der Regelstrecke < 1 msec) geringer Einstellbedarf geringe Kosten kleiner Bauraum zur Installation der Regelelektronik direkt am Bremskraftverstärker geringe Störanfälligkeitgreat robustness high dynamics (intrinsic values of the controlled system <1 msec) low adjustment requirements low costs small installation space for installing the control electronics directly on the brake booster low susceptibility to faults
Außerdem muß der Lageregler in der Lage sein, den Anker des Elektromagneten und somit eine den erwähnten Steuerventil-Dichtsitz tragende Hülse auch im instabilen Bereich der Bremsanlage-Charakteristik genau zu positionieren. Diese Aufgabe wird erfindungsgemäß dadurch gelöst, daß der Lageregler durch einen Komparator gebildet ist, dem ein zweiter Summierer vorgeschaltet ist, in dem die Ausgangsgröße des Verzögerungsreglers mit einem die Geschwindigkeit des Ankers repräsentierenden, gewichteten Signal verglichen wird, daß die Ausgangsgröße des Verzögerungsreglers der Position des Ankers relativ zum Gehäuse des Elektromagneten entspricht, und daß das dem Ist-Zustand des Steuerventils entsprechende Wegsignal die Ist-Position des Ankers relativ zum Gehäuse des Elektromagneten repräsentiert.In addition, the position controller must be able to precisely position the armature of the electromagnet and thus a sleeve carrying the control valve sealing seat mentioned, even in the unstable area of the brake system characteristic. This object is achieved in that the position controller is formed by a comparator, which is preceded by a second summer, in which the output variable of the deceleration controller is compared with a weighted signal representing the speed of the armature, that the output variable of the deceleration controller corresponds to the position of the Armature corresponds to the housing of the electromagnet, and that the travel signal corresponding to the actual state of the control valve represents the actual position of the armature relative to the housing of the electromagnet.
Vorteilhafte Weiterbildungen des Erfindungsgegenstandes sind in den Unteransprüchen 2 bis 10 beschrieben.Advantageous developments of the subject matter of the invention are described in subclaims 2 to 10.
Weitere Einzelheiten, Merkmale und Vorteile der Erfindung gehen aus der nachfolgenden Beschreibung eines Ausführungsbeispiels unter Bezugnahme auf die beiliegende Zeichnung hervor, in der für einander entsprechenden Einzelteile gleiche Bezugszeichen verwendet werden.Further details, features and advantages of the invention will become apparent from the following description of an embodiment with reference to the accompanying drawing, in which the same reference numerals are used for corresponding parts.
Es zeigen:Show it:
Fig. 1 eine Ausführung der erfindungsgemäßenFig. 1 shows an embodiment of the invention
Bremsanlage in schematischer Darstellung;Brake system in a schematic representation;
Fig. 2 die Steuergruppe des pneumatischenFig. 2, the control group of the pneumatic
Bremskraftverstärkers nach Fig. 1 im Axialschnitt, teilweise weggebrochen;Brake booster according to Figure 1 in axial section, partially broken away.
Fig. 3 ein Blockschaltbild einer ersten Ausführung der dem Verzögerungsregler nach Fig. 1 nachgeschalteten Regelstruktur; Fig. 4 eine diagrammatische Darstellung von während einer Regelung auftretenden Größen;3 shows a block diagram of a first embodiment of the control structure connected downstream of the delay controller according to FIG. 1; 4 shows a diagrammatic representation of variables occurring during a regulation;
Fig. 5 ein Blockschaltbild einer zweiten Ausführung der dem Verzögerungsregler nach Fig. 1 nachgeschalteten Regelstruktur, und5 is a block diagram of a second embodiment of the control structure connected downstream of the delay controller according to FIG. 1, and
Fig. 6 ein Blockschaltbild einer dritten Ausführung der dem Verzögerungsregler nach Fig. 1 nachgeschalteten RegelStruktur.6 shows a block diagram of a third embodiment of the control structure connected downstream of the delay controller according to FIG. 1.
Die in Fig. 1 gezeigte erfindungsgemäße Bremsanlage für Kraftfahrzeuge besteht im wesentlichen aus einer Betätigungseinheit 1, einem elektronischen Fahrzeugregler 6, Radbremsen 10,11,12,13, einem zwischen Radbremsen 10 bis 13 und Betätigungseinheit 1 angeordneten Druckmodulator 9 sowie einem mit dem Fahrzeugregler 6 zusammenwirkenden ABS/ASR-Regler 7, der Steuersignale für den Druckmodulator 9 erzeugt. Jedem der nicht gezeigten Fahrzeugräder ist je ein Radsensor 14,15,16,17, zugeordnet, dessen der Radgeschwindigkeit entsprechendes Steuersignal dem ABS/ASR-Regler 7 zugeführt wird. Die Betätigungseinheit 1 besteht ihrerseits aus einem mittels eines Betätigungspedals 4 betätigbaren pneumatischen Bremskraftverstärker, vorzugsweise einem Unterdruck- Bremskraftverstärker 2, dem ein Hauptbremszylinder 3, vorzugsweise ein Tandemhauptzylinder, nachgeschaltet ist, dessen nicht gezeigte Druckräume über hydraulische Leitungen 23,27 mit dem Druckmodulator 9 in Verbindung stehen. An das Betätigungspedal 4 ist eine Betätigungsstange 5 angekoppelt, die eine Betätigung eines lediglich schematisch dargestellten Steuerventils 19 ermöglicht, das den Aufbau eines pneumatischen Differenzdruckes im Gehäuse des Unterdruck-Bremskraft¬ verstärkers 2 steuert. Ein Elektromagnet 20 ermöglicht dabei eine Fremdbetätigung des Steuerventils 19.The brake system according to the invention for motor vehicles shown in FIG. 1 essentially consists of an actuation unit 1, an electronic vehicle controller 6, wheel brakes 10, 11, 12, 13, a pressure modulator 9 arranged between wheel brakes 10 to 13 and actuation unit 1 and a vehicle controller 6 interacting ABS / ASR controller 7, which generates control signals for the pressure modulator 9. A wheel sensor 14, 15, 16, 17 is assigned to each of the vehicle wheels, not shown, and the control signal corresponding to the wheel speed is fed to the ABS / ASR controller 7. The actuation unit 1 in turn consists of a pneumatic brake booster that can be actuated by means of an actuation pedal 4, preferably a vacuum brake booster 2, to which a master brake cylinder 3, preferably a tandem master cylinder, is connected, the pressure chambers (not shown) of which are connected to the pressure modulator 9 via hydraulic lines 23, 27 stand. On the operating pedal 4 is one Coupled actuating rod 5, which enables actuation of a control valve 19 which is only shown schematically and which controls the build-up of a pneumatic differential pressure in the housing of the vacuum brake booster 2. An electromagnet 20 enables the control valve 19 to be actuated externally.
Wie der Fig. 1 weiter zu entnehmen ist, ist dem Fahrzeugregler 6 ein zweiter elektronischer Regler (Verzögerungsregler) 8 nachgeschaltet, dem ein aufgrund eines beispielsweise von einem Abstandssensor gelieferten Eingangssignals E vom Fahrzeugregler 6 erzeugtes Verzögerungswunschsignal Vw zugeführt wird, das in einem (ersten) Summierer 24 mit einem Verzögerungs- Istwert V. . verglichen wird, der von der Betätigungseinheit 1 geliefert wird. Die so entstehende Regeldifferenz wird dem Verzögerungsregler 8 zugeführt, dessen Ausgangssignal S_w der gewünschten einzustellenden Lage bzw. Position des Ankers des das Steuerventil 19_ betätigenden Elektromagneten 20 entspricht. Der Ankerposition-Sollwert SAW wird in einem zweiten Summierer 25 mit einem am Steuerventil 19, beispielsweise mittels eines nicht gezeigten Wegsensors, ermittelbaren -Steuerventilposition-Istwert S.. . verglichen und die so entstehende Regeldifferenz W wird einem unterlagerten dritten Regler (Steuerventil-Lage¬ regler (18)) zugeführt, dessen Stellgröße Y der Ansteuerung des Elektromagneten 20 dient. Dabei ist es sinnvoll, wenn das Verzögerungswunschsignal V„ einem der Bremskraft entsprechenden Sollwert, beispielsweise einem Bremsdruckwert, entspricht. In diesem Fall entspricht der Verzögerungs-Istwert V. einem Druckwert, der im Hauptbremszylinder 3 mittels eines Drucksensors 26 erfaßt wird. Der dem dritten Regler 18 übergeordnete zweite Regler bzw. Verzögerungsregler 8 ist dann als Bremsdruckregler ausgebildet.As can also be seen in FIG. 1, the vehicle controller 6 is followed by a second electronic controller (deceleration controller) 8, to which a deceleration request signal V w generated by the vehicle controller 6, for example due to an input signal E supplied by a distance sensor, is supplied, which is transmitted in a (first ) Totalizer 24 with an actual delay value V.. is compared, which is supplied by the actuator 1. The resulting control difference is fed to the delay controller 8, the output signal S_ w of which corresponds to the desired position or position of the armature of the electromagnet 20 which actuates the control valve 19_. The armature position setpoint S AW is calculated in a second summer 25 with a control valve position actual value S... Which can be determined on the control valve 19, for example by means of a displacement sensor (not shown). compared and the resulting control difference W is fed to a subordinate third controller (control valve position controller (18)), whose manipulated variable Y is used to control the electromagnet 20. It makes sense if the deceleration request signal V "is a setpoint corresponding to the braking force, for example corresponds to a brake pressure value. In this case, the actual deceleration value V. corresponds to a pressure value that is detected in the master brake cylinder 3 by means of a pressure sensor 26. The second controller or deceleration controller 8, which is superior to the third controller 18, is then designed as a brake pressure controller.
Wie insbesondere Fig. 2 zeigt, ist das Steuerventil 19 in einer im Gehäuse des Bremskraftverstärkers 2 abgedichtet geführten Steuergehäuse 40 untergebracht und besteht aus einem am Steuergehäuse 40 ausgebildeten ersten Dichtsitz 41, einem an einem mit der Betätigungsstange 5 verbundenen Ventilkolben 42 ausgebildeten zweiten Dichtsitz 43 sowie einem mit beiden Dichtsitzen 41,43 zusammenwirkenden Ventilkörper 44.As shown in FIG. 2 in particular, the control valve 19 is accommodated in a control housing 40 which is sealed in the housing of the brake booster 2 and consists of a first sealing seat 41 formed on the control housing 40, a second sealing seat 43 formed on a valve piston 42 connected to the actuating rod 5 and a valve body 44 interacting with both sealing seats 41, 43.
Um eine von der Betätigungsstange 5 unabhängige Fremdbetätigung des Bremskraftverstärkers 2 einzuleiten, ist radial zwischen dem ersten (41) und dem zweiten Dichtsitz 43 ein dritter Dichtsitz 28 vorgesehen, der mittels des Elektromagneten 20 betätigbar ist, der vorzugsweise in einem durch eine axiale topfförmige Verlängerung des Ventilkolbens 42 gebildeten Gehäuse 37 angeordnet und demnach zusammen mit dem Ventilkolben 42 im Steuergehäuse 40 verschiebbar ist.In order to initiate external actuation of the brake booster 2 independently of the actuating rod 5, a third sealing seat 28 is provided radially between the first (41) and the second sealing seat 43, which can be actuated by means of the electromagnet 20, which is preferably provided in an axial manner by an axial pot-shaped extension of the Valve piston 42 formed housing 37 is arranged and is therefore displaceable together with the valve piston 42 in the control housing 40.
Der Elektromagnet 20 besteht aus einer auf einem innerhalb des Gehäuses 37 befestigten Führungsteil 38 aufgesteckten Spule 46 sowie einem darin verschiebbar angeordneten zylindrischen Anker 39, der mit einem Stift 45 unlösbar verbunden ist, der einerseits im Führungsteil 38 und andererseits in einem das Gehäuse 37 verschließenden Verschlußteil 47 geführt wird. Eine dem Anker 39 am Führungsteil 38 axial gegenüberliegend ausgebildete Polfläche kann dabei vorzugsweise als Außenkonus ausgeführt sein, um eine Linearisierung der Kraft-Weg-Charakteristik des Elektromagneten 20 zu erreichen. An seinem der Betätigungsstange 5 zugewandten Ende trägt der Stift 45 eine Kraftübertragungsplatte 48, die vorzugsweise rechteckig ausgebildet und in einer Radialnut 49 des Ventilkolbens 42 angeordnet ist und die eine Übertagung der vom Elektromagneten 20 aufgebrachten Fremdbetätigungskraft auf den dritten Dichtsitz 28 - ermöglicht. Der dritte Dichtsitz 28 ist zu diesem Zweck an einer im Steuergehäuse 40 abgedichtet geführten Hülse 29 ausgebildet, die mit der Kraftübertragungsplatte 48 verbunden ist. Zwischen dem teilweise in das Verschlußteil 47 hineinragenden Anker 39 und dem Führungsteil 38 ist eine Druckfeder 51 angeordnet, die den Anker 39 in seiner Ausgangslage hält, in der der dritte Dichtsitz 28 gegenüber dem am Ventilkolben 42 ausgebildeten zweiten Dichtsitz 43 axial versetzt (s. Abstand b) angeordnet ist.The electromagnet 20 consists of a coil 46 which is attached to a guide part 38 fastened within the housing 37 and a cylindrical armature 39 which is displaceably arranged therein and which is non-detachably connected to a pin 45 which is on the one hand in the guide part 38 and on the other hand in a closure part which closes the housing 37 47 is performed. One of the Armature 39 on the guide part 38 formed axially opposite pole surface can preferably be designed as an outer cone in order to achieve a linearization of the force-displacement characteristic of the electromagnet 20. At its end facing the actuating rod 5, the pin 45 carries a force transmission plate 48 which is preferably rectangular and is arranged in a radial groove 49 of the valve piston 42 and which enables the external actuating force applied by the electromagnet 20 to be transmitted to the third sealing seat 28. For this purpose, the third sealing seat 28 is formed on a sleeve 29, which is guided in a sealed manner in the control housing 40 and is connected to the force transmission plate 48. A compression spring 51 is arranged between the armature 39, which partially protrudes into the closure part 47, and the guide part 38, which holds the armature 39 in its initial position, in which the third sealing seat 28 is axially offset relative to the second sealing seat 43 formed on the valve piston 42 (see distance b) is arranged.
Bei einer durch Bestromen der Spule 46 eingeleiteten Fremdbremsung wird der Anker 39 entgegen der Kraft der Druckfeder 51 in der Zeichnung nach rechts verschoben, wodurch der dritte Dichtsitz 28 zunächst nach Überbrückung des Abstandes "b" an der Dichtfläche des Ventilkörpers 44 zur Anlage kommt. Durch diese Anlage wird der am Steuergehäuse 40 ausgebildete erste Dichtsitz 41 wirkungsraäßig überbrückt, so daß keine Verbindung zwischen den nicht gezeigten pneumatischen Kammern des Bremskraftverstärkers 2 mehr besteht. Anschließend bewegen sich der dritte Dichtsitz 28 und der Ventilkörper 44 zusammen weiter, wobei der zweite Dichtsitz 43 geöffnet und die belüftbare Kammer desIn the event of external braking initiated by energizing the coil 46, the armature 39 is displaced to the right in the drawing against the force of the compression spring 51, as a result of which the third sealing seat 28 first comes into contact with the sealing surface of the valve body 44 after the distance "b" has been bridged. Through this system, the first sealing seat 41 formed on the control housing 40 is bridged in terms of effectiveness, so that there is no longer any connection between the pneumatic chambers (not shown) of the brake booster 2. Subsequently the third sealing seat 28 and the valve body 44 continue to move together, the second sealing seat 43 being opened and the ventable chamber of the
Bremskraftverstärkers 2 belüftet wird. Die Bewegung des dritten Dichtsitzes 28 dauert so lange, bis der Anker 39 am Führungsteil 38 anschlägt und der Spalt "s" zwischen den beiden Teilen zu Null wird. Bei fehlender Betätigungskraft an der Betätigungsstange 5 läuft das Steuergehäuse 40 relativ zum Ventilkolben 42 um einen Weg vor, der dem Abstand "a" zwischen einem die Bewegung des Ventilkolbenε 42 begrenzenden Querglied 52 und einer am Steuergehäuse 40 ausgebildeten Anschlagfläche 53 entspricht. Ursache hierfür ist eine Kolbenstangenrück¬ holfeder 54, die über die Betätigungsstange 5 den Ventilkolben 42 nach rechts bewegt und versucht, den zweiten Dichtsitz 43 wieder zu schließen. Da sich aber der dritte Dichtsitz 28 aufgrund der festen Verbindung von Elektromagnet 20 und Ventilkolben 42 synchron mitbewegt, wird der Spalt zwischen dem Ventilkörper 44 und dem zweiten Dichtsitz 43 offengehalten, und zwar um das Maß s-b. Hierdurch wird die belüftbare Kammer des Bremskraftverstärkers 2 mit der Atmosphäre verbunden und es wird eine Bremskraft erzeugt.Brake booster 2 is ventilated. The movement of the third sealing seat 28 continues until the armature 39 strikes the guide part 38 and the gap "s" between the two parts becomes zero. If there is no actuating force on the actuating rod 5, the control housing 40 moves relative to the valve piston 42 by a distance which corresponds to the distance "a" between a cross member 52 which limits the movement of the valve piston 42 and a stop surface 53 formed on the control housing 40. The reason for this is a piston rod return spring 54, which moves the valve piston 42 to the right via the actuating rod 5 and attempts to close the second sealing seat 43 again. However, since the third sealing seat 28 moves synchronously due to the fixed connection of the electromagnet 20 and the valve piston 42, the gap between the valve body 44 and the second sealing seat 43 is kept open, namely by the dimension s-b. As a result, the ventilable chamber of the brake booster 2 is connected to the atmosphere and a braking force is generated.
Nach einem Ausschalten des Elektromagneten 20 bewegt sich der Anker 39 mit dem dritten Dichtsitz 28 unter der Wirkung der Feder 51 nach links, wodurch der dritte Dichtsitz 28 geöffnet wird, während der Ventilkörper 44 den zweiten Dichtsitz 43 schließt. Da der erste Dichtsitz 41 - wie oben erwähnt - weiterhin offenbleibt, wird über die offene Verbindung zwischen den pneumatischen Kammern aus der belüftbaren Kammer die Atmosphäre abgesaugt, so daß der im Hauptbremszylinder 3 herrschende Druck abgebaut wird. Über den offenen ersten Dichtsitz 41 wird die belüftbare Kammer solange entlüftet, bis die Steuergruppe in ihre Ausgangslage zurückkehrt und das Querglied 52 am Gehäuse des Bremskraftverstärkers 2 anschlägt. Das Steuergehäuse 40 kann sich solange bewegen, bis es auf der in der Zeichnung linken Seite des Querglieds 52 zur Anlage kommt und der erste Dichtsitz 41 geschlossen wird. Das Gerät ist dann in Lösestellung.After the electromagnet 20 has been switched off, the armature 39 with the third sealing seat 28 moves to the left under the action of the spring 51, as a result of which the third sealing seat 28 is opened while the valve body 44 closes the second sealing seat 43. Since the first sealing seat 41 - as mentioned above - remains open, the atmosphere is sucked out of the ventilated chamber via the open connection between the pneumatic chambers, so that the pressure prevailing in the master brake cylinder 3 is reduced. The ventable chamber is vented via the open first sealing seat 41 until the control group returns to its starting position and the cross member 52 strikes the housing of the brake booster 2. The control housing 40 can move until it comes to rest on the left side of the cross member 52 in the drawing and the first sealing seat 41 is closed. The device is then in the release position.
Der Fig. 3, die die dem vorhin erwähnten Verzögerungs¬ bzw. Bremsdruckregler 8 nachgeschaltete Regelstruktur darstellt, ist zu entnehmen, daß die in dem zweiten Summierer 25 gebildete Regeldiffereferenz ΔS in einem dritten Summierer 30 mit einem gewichteten Signal S.. . verglichen wird, daß die Ist-Geschwindigkeit des Ankers 39 des Elektromagneten 20 repräsentiert. Das gewichtete Signal SÄ. . wird im gezeigten Beispiel durch eine zeitlich differenzierende Verarbeitung des den Anker-Istweg repräsentierenden Signals S.. -? in einem Differenzierer 31 gewonnen, dem ein P-Glied 32 nachgeschaltet ist, das für eine Abschwächung des Ausgangsignals S-. . des Differenzierers 31 sorgt. Die das Ergebnis des Vergleichs der beiden Signale _ΔS und S. . . bildende Regeldifferenz W wird einem den vorhin erwähnten Lageregler 18 bildenden Komparator 33 zugeführt, der die dem Elektromagneten 20 zuzuführende, in einer Endstufe 34 verstärkte Spannung Ug-. ein- und ausschaltet. Die Verläufe der in einem Regelprozeß auftretenden, vorhin erwähnten Größen sind der in Fig. 4 gezeigten diagrammatischen Darstellung entnehmbar.3, which shows the control structure downstream of the previously mentioned deceleration or brake pressure regulator 8, it can be seen that the control difference ΔS formed in the second summer 25 in a third summer 30 with a weighted signal S ... it is compared that the actual speed of the armature 39 represents the electromagnet 20. The weighted signal S Ä . , is shown in the example shown by processing the signal S .. -? obtained in a differentiator 31, which is followed by a P-element 32, which is used for a weakening of the output signal S-. , the differentiator 31 provides. The result of the comparison of the two signals _ΔS and S.. , Regulating difference W is fed to a comparator 33 forming the aforementioned position controller 18, which compares the voltage U g - to be supplied to the electromagnet 20 and amplified in an output stage 34. switches on and off. The courses of the variables mentioned above in a control process can be seen from the diagrammatic representation shown in FIG. 4.
Bei der in Fig. 5 gezeigten zweiten Ausführungsform der dem Verzögerungsregler 8 nachgeschalteten Regelstruktur ist dem im Zusammenhang mit Fig. 3 erwähnten DiffenziererIn the second embodiment shown in FIG. 5, the control structure downstream of the delay controller 8 is the differentiator mentioned in connection with FIG. 3
31 ein zweiter Differenzierer 35 parallelgeschaltet, in dem das den gewünschten Weg des Ankers 29 repräsentierende Signal SA„ einer zeitlich differenzierenden Verarbeitung unterworfen wird, um anschließend, nach einer Abschwächung in einem zweiten ersten Differenzierers 31 einem vierten Summierer 50 zugeführt zu werden. Das Ergebnis des darin durchgeführten Vergleichs wird nach einer Abschwächung in einem dritten P-Glied 55 dem zweiten Summierer 30 zugeführt.31, a second differentiator 35 is connected in parallel, in which the signal S A "representing the desired path of the armature 29 is subjected to a time-differentiating processing, and then after a weakening in a second one first differentiator 31 to be fed to a fourth summer 50. The result of the comparison carried out therein is fed to the second summer 30 after a weakening in a third P-element 55.
Bei der in Fig. 6 gezeigten dritten Ausführung der dem Verzögerungsregler 8 nachgeschalteten Regelstruktur wird in die Regelung noch ein anderes Zusatzsignal S-. . mit einbezogen, daß die Ist-Beschleunigung des Ankers 39 des Elektromagneten 20 repräsentiert. Dieses Zusatzsignal S.. . wird zusammen mit dem vorhin erwähnten, die Ist-Geschwindigkeit des Ankers 39 repräsentierenden Signal S-. . aus einem Beobachtungsmodell 56 gewonnen. Beide Signale werden dann nach einer Abschwächung in je einem P-Glied 57 bzw. 58 wieder dem zweiten Summierer 30 zugeführt. BezugszeichenlisteIn the third embodiment of the control structure downstream of the delay controller 8 shown in FIG. 6, another additional signal S- is added to the control. , included that the actual acceleration of the armature 39 of the electromagnet 20 represents. This additional signal S ... is together with the aforementioned signal S- representing the actual speed of the armature 39. , obtained from an observation model 56. Both signals are then fed back to the second summer 30 in each case in a P-element 57 or 58. Reference list
1 Betätigungseinheit1 operating unit
2 Bremskraftregler2 brake force regulators
3 Hauptbremszylinder3 master brake cylinders
4 Betätigungspedal4 operating pedal
5 BetätigungsStange5 operating rod
6 Fahrzeugregier6 vehicle governors
7 ABS/ASR-Regler7 ABS / ASR controller
8 Verzögerungsregler8 delay controllers
9 Druckmodulator9 pressure modulator
10 Radbremse10 wheel brake
11 Radbremse11 wheel brake
12 Radbremse12 wheel brake
13 Radbremse13 wheel brake
14 Radsensor14 wheel sensor
15 Radsensor15 wheel sensor
16 Radsensor16 wheel sensor
17 Radsensor17 wheel sensor
18 Lagergeier18 camp vultures
19 Steuerventil19 control valve
20 Elektromagnet20 electromagnet
2121
2222
23 Leitung23 line
24 Summierer24 totalizers
25 Summierer25 totalizers
26 Drucksensor26 pressure sensor
27 Leitung27 line
28 Dichtsitz Hülse28 sealing seat Sleeve
SummiererTotalizer
DifferenziererDifferentiators
P-GliedP-link
KomparatorComparator
EndstufePower amplifier
DifferenziererDifferentiators
P-GliedP-link
Gehäusecasing
FührungsteilGuide part
Ankeranchor
SteuergehäuseTiming case
DichtsitzSealing seat
VentilkolbenValve piston
DichtsitzSealing seat
VentilkörperValve body
Stiftpen
SpuleKitchen sink
VerschlußteilClosure part
KraftübertragungsplattePower transmission plate
RadialnutRadial groove
SummiererTotalizer
Federfeather
QuergliedCross member
AnschlagflächeAbutment surface
KolbenstangenrückholfederPiston rod return spring
P-GliedP-link
BeobachtungsmodellObservation model
P-GliedP-link
P-Glied P-link

Claims

Patentansprüche claims
1. Bremsanlage für Kraftfahrzeuge mit einer1. Brake system for motor vehicles with one
Betätigungseinheit, die aus einem pneumatischen Bremskraftverstärker sowie einem ihm nachgeschalteten Hauptbremszylinder besteht, an den Radbremsen angeschlossen sind, wobei das Steuerventil des Bremskraftverstärkers unabhängig vom Fahrerwillen" mittel eines Elektromagneten betätigbar ist, dessen Anker mit einem der Steuerventil Dichtsitze in kraftübertragender Verbindung steht, mit einem Verzögerungsregler, dem als Eingangsgröße ein die Fahrzeugverzögerung repräsentierendes Signal zugeführt und dessen Ausgangsgröße die Position des Steuerventils beeinflußt und in einer ersten Subtraktionsstelle mit einem den Ist-Zustand des Steuerventils repräsentierenden Signal verglichen wird, wobei die dem Ergebnis des Vergleichs entsprechende Regeldifferenz einem die Position des Steuerventils beeinflussenden Lageregler zugeführt wird, dessen Ausgangsgröße einem dem Elektromagneten zuzuführenden elektrischen Strom entspricht, dadurch gekennzeichnet, daß der Lageregler (18) durch einen Komparator (33) gebildet ist, dem ein zweiter Summierer (30) vorgeschaltet ist, in dem die Ausgangsgröße des Verzögerungsreglers (8) mit einem die Geschwindigkeit des Ankers (29) repräsentierenden gewichteten Signal (SAistg) verglichen wird, daß dieOperation unit, which consists of a pneumatic brake booster as well as a downstream him master brake cylinder, are connected to the wheel brakes, wherein the control valve of the brake booster irrespective of the driver's wish, "an electromagnet medium actuated, whose armature is connected to one of the control valve sealing seats in force-transmitting connection, comprising a deceleration controller , to which a signal representing vehicle deceleration is supplied as an input variable and whose output variable influences the position of the control valve and is compared in a first subtraction point with a signal representing the actual state of the control valve, the control difference corresponding to the result of the comparison influencing the position of the control valve Position controller is supplied, the output variable corresponds to an electric current to be supplied to the electromagnet, characterized in that the position controller (18) du rch a comparator (33) is formed, which is preceded by a second summer (30), in which the output variable of the delay controller (8) is compared with a weighted signal (S A i stg ) representing the speed of the armature (29), that the
Ausgangsgröße (SAW ) des Verzögerungsreglers (8) derOutput variable (S AW ) of the delay controller (8) of the
Position des Ankers (39) relativ zum Gehäuse (37) des Elektramagneten (20) entspricht, und daß das dem Ist- Zustand des Steuerventils (19) entsprechende Wegsignal (s Aist) die Istposition des Ankers (39) relativ zum Gehäuse (37) des Elektromagneten (20) repräsentiert. Position of the armature (39) relative to the housing (37) of the electromagnet (20) corresponds, and that the travel signal ( s A st ) corresponding to the actual state of the control valve (19) corresponds to the actual position of the armature (39) relative to the housing ( 37) represents the electromagnet (20).
2. Bremsanlage für Kraftfahrzeuge nach Anspruch 1, dadurch gekennzeichnet, daß das die Geschwindigkeit des Ankers (39) repräsentierende Signal (SAi8t) durch zeitlich differenzierende Verarbeitung des dem Ist-Zustand des Steuerventils (19) entsprechenden Wegsignals (SAist) in einem Differenzierer (31) gewonnen wird.2. Brake system for motor vehicles according to claim 1, characterized in that the speed of the armature (39) representing signal (S A i 8t ) by time-differentiated processing of the actual state of the control valve (19) corresponding path signal (S A i st ) is obtained in a differentiator (31).
3. Bremsanlage für Kraftfahrzeuge nach Anspruch 2, dadurch gekennzeichnet, daß dem Differenzierer (31) ein Proportional-Glied (32) nachgeschaltet ist.3. Brake system for motor vehicles according to claim 2, characterized in that the differentiator (31) is followed by a proportional element (32).
4. Bremsanlage für Kraftfahrzeuge nach Anspruch 2 oder 3, dadurch gekennzeichnet, daß ein zweiter Differenzierer (35) vorgesehen ist, in dem die Ausgangsgröße (SAW ) des4. Brake system for motor vehicles according to claim 2 or 3, characterized in that a second differentiator (35) is provided in which the output variable (S AW ) of the
Verzögerungsreglers (8) einer zeitlich differenzierenden Verarbeitung unterworfen wird und dessen Ausgangssignal zusammen mit dem die Geschwindigkeit des Ankers (39) repräsentierenden Signal (SA£st) einem Summierer (50) zugeführt wird, dem ein Proportional-Glied (55) nachgeschaltet ist, dessen Ausgangsgröße dem zweiten Summierer (30) zugeführt wird.Delay controller (8) is subjected to time-differentiating processing and its output signal together with the signal (S A £ st ) representing the speed of the armature (39) is fed to a summer (50) which is followed by a proportional element (55), the output quantity of which is fed to the second summer (30).
5. Bremsanlage für Kraftfahrzeuge nach Anspruch 2, dadurch gekennzeichnet, daß die Geschwindigkeit des Ankers (39) repräsentierende Signal (SAistg) aus einem5. Brake system for motor vehicles according to claim 2, characterized in that the speed of the armature (39) representing signal (S A i stg ) from one
Beobachtungsmodell (56) gewonnen wird.Observation model (56) is obtained.
6. Bremsanlage für Kraftfahrzeuge nach Anspruch 5, dadurch gekennzeichnet, daß dem Beobachtungsmodell (56) ein Proportional-Glied (57) nachgeschaltet ist. 6. Brake system for motor vehicles according to claim 5, characterized in that the observation model (56) is followed by a proportional element (57).
7. Bremsanlage nach Anspruch 5 dadurch gekennzeichnet, daß aus dem Beobachtungsmodell (56) ein die Beschleunigung des Ankers (39) repräsentierendes Signal (SAist) gewonnen wird, das einem zweiten Proportional-Glied (58) zugeführt wird, dessen Ausgangssignal zusätzlich in dem zweiten Summierer (30) mit der Ausgangsgröße des Verzögerungsreglers (8) verglichen wird.7. Brake system according to claim 5, characterized in that from the observation model (56) an acceleration of the armature (39) representing signal (S A i st ) is obtained, which is fed to a second proportional element (58), the output signal in addition is compared in the second summer (30) with the output variable of the delay controller (8).
8. Bremsanlage nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß der Lageregler (18) als eine schnelle digitale Schaltung ausgeführt ist.8. Brake system according to one of the preceding claims, characterized in that the position controller (18) is designed as a fast digital circuit.
9. Bremsanlage für Kraftfahrzeuge nach Anspruch 8, dadurch gekennzeichnet, daß die schnelle digitale Schaltung mit fester Logik (ASIC) ausgestattet ist.9. Brake system for motor vehicles according to claim 8, characterized in that the fast digital circuit is equipped with fixed logic (ASIC).
10. Bremsanlage nach Anspruch 8, dadurch gekennzeichnet, daß die schnelle digitale Schaltung mit frei programmierbaren Elementen (Signalprozessoren, Transputer) ausgestattet ist. 10. Brake system according to claim 8, characterized in that the fast digital circuit is equipped with freely programmable elements (signal processors, transputers).
EP96905794A 1995-03-11 1996-02-24 Brake system for motor vehicles Ceased EP0814990A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19508822A DE19508822A1 (en) 1995-03-11 1995-03-11 Brake system for motor vehicles
DE19508822 1995-03-11
PCT/EP1996/000771 WO1996028330A1 (en) 1995-03-11 1996-02-24 Brake system for motor vehicles

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EP0814990A1 true EP0814990A1 (en) 1998-01-07

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EP96905794A Ceased EP0814990A1 (en) 1995-03-11 1996-02-24 Brake system for motor vehicles

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US (1) US6033037A (en)
EP (1) EP0814990A1 (en)
JP (1) JPH11501593A (en)
DE (1) DE19508822A1 (en)
WO (1) WO1996028330A1 (en)

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Also Published As

Publication number Publication date
DE19508822A1 (en) 1996-09-12
US6033037A (en) 2000-03-07
JPH11501593A (en) 1999-02-09
WO1996028330A1 (en) 1996-09-19

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