JPH02296567A - Control circuit against pressure drop - Google Patents
Control circuit against pressure dropInfo
- Publication number
- JPH02296567A JPH02296567A JP11190690A JP11190690A JPH02296567A JP H02296567 A JPH02296567 A JP H02296567A JP 11190690 A JP11190690 A JP 11190690A JP 11190690 A JP11190690 A JP 11190690A JP H02296567 A JPH02296567 A JP H02296567A
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- pressure
- brake
- master cylinder
- valves
- 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.)
- Pending
Links
- 230000003111 delayed effect Effects 0.000 claims abstract description 3
- 238000000034 method Methods 0.000 claims description 6
- 230000001105 regulatory effect Effects 0.000 claims description 6
- 230000008569 process Effects 0.000 claims description 5
- 230000001276 controlling effect Effects 0.000 claims description 4
- 238000010619 multiway switching Methods 0.000 claims description 2
- 239000007788 liquid Substances 0.000 abstract 1
- 230000008859 change Effects 0.000 description 3
- 230000007423 decrease Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000033228 biological regulation Effects 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
- B60T8/266—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means
- B60T8/268—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means using the valves of an ABS, ASR or ESP system
-
- 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
- B60T8/44—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
- B60T8/447—Reducing the boost of the power-assist booster means to reduce brake pressure
- B60T8/448—Reducing the boost of the power-assist booster means to reduce brake pressure the power-assist booster means being a vacuum or compressed air booster
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
【発明の詳細な説明】
[産業上の利用分野]
本発明は、アンチロックブレーキシステムとともに用い
られ、初期状態で開位置に配置されかつ閉位置に切換え
可能な多方向切換弁を介してホイールブレーキに接続し
たマスターシリンダと、このマスターシリンダに接続さ
れた制動圧調整装置とを備え、マルチプレクスプロセス
によって制御され、アンチロック制御が開始したときに
ホイールブレーキに通じる多方向制御弁を閉位置に切換
え、マスターシリンダの圧力を低下可能な圧力低下を制
御する回路装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention is used in conjunction with an anti-lock brake system to control wheel brakes through a multi-way switching valve that is initially placed in an open position and can be switched to a closed position. a master cylinder connected to the master cylinder and a brake pressure regulator connected to the master cylinder, which is controlled by a multiplex process and switches the multi-way control valve leading to the wheel brakes to the closed position when anti-lock control is initiated. , relates to a circuit arrangement for controlling a pressure drop capable of reducing the pressure of a master cylinder.
[従来の技術及びその課題]
上記型式の従来のシステムでは、圧力調整装置は補助液
圧または負圧によって作動する組立体として形成される
。この圧力調整装置は、制動力を増大させ、ペダル踏力
と逆方向の力を形成させ、制御中はマスターシリンダの
作動室の圧力を低下させる(ドイツ特許公開公報DE−
O331l7 629.DE−O33641105;
特許出願P 38 22 260.4)。この型式の
ブレーキシステムは、マルチプレクスプロセスによって
作動するため、比較的少数ではあるが制動圧制御弁を必
要とする。マスターシリンダから1または2のホイール
ブレーキへ通じる圧力流体管路に、それぞれ1の多方向
制御弁が配置され、この多方向制御弁は初期状態で開位
置に配置され、閉位置に切換え可能である。アンチロ・
ツク制御が開始すると、まずホイールブレーキに通じる
全ての弁が切換えられる。その後、マスターシリンダの
制動圧が低下され、不安定な車輪に通じるホイール弁だ
けが再び開かれる。その結果、その車輪のホイールブレ
ーキの制動圧は低下し、一方、残りのホイールブレーキ
の制動圧は一定に保持される。同様の方法で他のホイー
ルブレーキの制動圧も引き続いて調節される。すなわち
低下されるか、一定のままか、もしくはさらに増加され
る。PRIOR ART AND ITS PROBLEMS In conventional systems of the type mentioned above, the pressure regulator is formed as an assembly operated by auxiliary hydraulic pressure or by negative pressure. This pressure regulating device increases the braking force, creates a force in the opposite direction to the pedal depression force, and reduces the pressure in the working chamber of the master cylinder during control (German Patent Publication DE-A
O331l7 629. DE-O33641105;
Patent application P 38 22 260.4). This type of brake system operates by a multiplex process and therefore requires relatively few brake pressure control valves. A multi-way control valve is arranged in each pressure fluid line leading from the master cylinder to one or two wheel brakes, which multi-way control valve is initially arranged in an open position and can be switched to a closed position. . antiro・
When the brake control starts, all valves connected to the wheel brakes are first switched. The brake pressure in the master cylinder is then reduced and only the wheel valve leading to the unstable wheel is opened again. As a result, the braking pressure of the wheel brake for that wheel decreases, while the braking pressure of the remaining wheel brakes remains constant. The braking pressures of the other wheel brakes are subsequently adjusted in a similar manner. That is, it is lowered, remains constant, or even increased.
アンチロック制御のこの初期段階で大口弁が閉鎖されて
いる間に、ペダル踏力と逆方向の補助力が増大し、場合
によってはペダルが拘束あるいは分離され(特許出願P
38 22 260.4)、少なくとも不都合な状
態でマスターシリンダの圧力はさらに上り、または過度
に増大する。これによってζこの段階で必要なロック傾
向にある車輪の圧力低下が遅れ、この遅れが制御及び制
御機能に影響を及ぼす点で問題がある。While the large mouth valve is closed at this initial stage of anti-lock control, the auxiliary force in the opposite direction to the pedal depression force increases, possibly binding or separating the pedal (see patent application P.
38 22 260.4), the pressure in the master cylinder may rise further or increase excessively, at least under unfavorable conditions. This is problematic in that it delays the pressure drop in the wheels tending to lock, which is necessary at this stage, and this delay affects the control and control functions.
したがって、本発明は、複雑化すること及び不都合を生
じることを防止しつつ、上記問題を解決することを目的
とする。Therefore, it is an object of the present invention to solve the above problems while avoiding complications and inconveniences.
[課題を解決するための手段、作用及び効果]上記目的
を達成するため、本発明によればアンチロックブレーキ
システムとともに用いられ、初期状態で開位置に配置さ
れかつ閉位置に切換え可能な多方向切換弁を介してホイ
ールブレーキに連結したマスターシリンダと、このマス
ターシリンダに連結された制動圧調整装置とを備え、マ
ルチプレクスプロセスによって制御され、アンチロック
制御が開始したときにホイールブレーキに通じる多方向
制御弁を閉位置に切換え、マスターシリンダの圧力を低
下可能な圧力低下を制御する回路装置であって、ロック
傾向をしめず最初の車輪が前輪であるときに、後輪ブレ
ーキに通じるホイール弁の切換えを初期制御段階で所定
時間だけ遅延可能である回路装置が提供される。[Means, Actions and Effects for Solving the Problems] To achieve the above object, the present invention provides a multi-directional brake system which is used with an anti-lock brake system and which is initially placed in an open position and can be switched to a closed position. It comprises a master cylinder connected to the wheel brake via a switching valve and a braking pressure regulator connected to this master cylinder, which is controlled by a multiplex process and has a multidirectional connection to the wheel brake when anti-lock control is initiated. A circuit device for controlling the pressure drop capable of reducing the pressure in the master cylinder by switching the control valve to the closed position of the wheel valve leading to the rear brake when the locking tendency is not reduced and the first wheel is the front wheel. A circuit arrangement is provided in which the switching can be delayed by a predetermined time in an initial control phase.
本発明は、はとんどの場合、特に臨界あるいは限界状態
では、不安定になる最初の車輪は前輪であるという原則
に基づいている。そのような状況において、僅かな時間
、後輪の圧力がさらに増加することは、車輪の安定な走
行にそれほど顕著な影響を及ぼさないし、むしろブレー
キ作動にとってこれは好都合でさえある。しかし、圧力
が過度に増加することを防止し、不安定な前輪の制動圧
を特に急速に低下することは、より良好な制御を行うこ
とになる。これは、極めて緩慢な制動圧低下による過度
の車輪のスリップが回避できるためである。The invention is based on the principle that in most cases, especially in critical or limit conditions, the first wheel to become unstable is the front wheel. In such a situation, a further increase in the pressure on the rear wheels for a short period of time does not significantly affect the stable running of the wheels, and on the contrary, it is even advantageous for the braking operation. However, preventing the pressure from increasing too much and reducing the unstable front wheel brake pressure particularly quickly will provide better control. This is because excessive wheel slip due to extremely slow reduction in braking pressure can be avoided.
本発明に係る回路装置の有益な実施態様によれば、後輪
におけるホイール弁の切換えが遅延する時間は4から2
0ミリ秒の間で、好ましくは5から10ミリ秒の間であ
る。この時間は、それぞれのブレーキシステム、特に制
動圧ジェネレータとその無効時間に深く関係する。その
数値は経験に基づいて最適値に定めることができる。According to an advantageous embodiment of the circuit arrangement according to the invention, the delay time for switching the wheel valves at the rear wheels is between 4 and 2.
0 ms, preferably between 5 and 10 ms. This time is closely related to the respective brake system, in particular the brake pressure generator and its ineffective time. The numerical value can be set to an optimal value based on experience.
以下、本発明の実施例について添付図面を参照しつつ説
明する。Embodiments of the present invention will be described below with reference to the accompanying drawings.
[実施例]
第1図は本発明の回路装置が用いられるブレーキシステ
ムを示す。このブレーキシステムは、制動圧ジェネレー
タ1と、ホイール弁2,3.4と、調圧制御弁(med
ulator control valve ) 5と
、ホイールセンサ6.7,8.9と、電子制御装置10
とを備えており、この電子制御装置10が本発明の回路
装置の一部を構成する。[Embodiment] FIG. 1 shows a brake system in which the circuit device of the present invention is used. This brake system includes a brake pressure generator 1, wheel valves 2, 3.4, and a pressure regulating control valve (med
controller control valve) 5, wheel sensors 6.7, 8.9, and electronic control device 10
This electronic control device 10 constitutes a part of the circuit device of the present invention.
制動圧ジェネレータ1はマスターシリンダ11と、サー
ボ装置12を備える。サーボ装置12はマスターシリン
ダ11に連結され、制動力ブースタとして作用し、更に
ペダル踏力Fに対して逆方向の補助力Hを生じさせる。The brake pressure generator 1 includes a master cylinder 11 and a servo device 12. The servo device 12 is connected to the master cylinder 11, acts as a braking force booster, and also generates an auxiliary force H in the opposite direction to the pedal depression force F.
制動力は、ペダル13を介して制動カシエネレータ1と
サーボ装置12とにそれぞれ加えられる。Braking force is applied to the brake cassienator 1 and the servo device 12 via the pedal 13, respectively.
以下に記述する本発明の実施態様において、サーボ装置
12はその大部分が従来の真空圧制動力ブースタとほぼ
同様である。In the embodiment of the invention described below, the servo system 12 is substantially similar to a conventional vacuum pressure brake power booster.
サーボ装置12の室内はピストン14によって2つの室
15.16に区画されている。図示のブレーキシステム
の休止位置では、接続部“Vacと作動室のモジュレー
タ圧制御弁5を介して画室に真空圧が作用する。概略的
に示す弁17は、ブレーキの休止位置では開かれており
、ペダル側の室15に真空圧を供給する。“Vac
はブレーキシステムとオツトーエンジンの吸気システム
との接続部を図式的に示し、このオツトーエンジンの吸
気システムは制動力の増大及び調整のための補助エネル
ギー源として作用する。The interior of the servo device 12 is divided by the piston 14 into two chambers 15 and 16. In the rest position of the brake system shown, vacuum pressure is applied to the compartment via the connection "Vac and the modulator pressure control valve 5 of the working chamber. The valve 17, shown schematically, is open in the rest position of the brake. , supplies vacuum pressure to the chamber 15 on the pedal side.
1 schematically shows the connection between the brake system and the intake system of an Otto engine, which serves as an auxiliary energy source for increasing and regulating the braking force.
サーボ装置12で増大された制動力は、通常の方法でタ
ンデム型マスターシリンダ11の作動ピストン18.1
9に伝えられ、マスターシリンダ11の作動室からブレ
ーキ回路I、■を通じ、開位置に切換えられた弁2,3
.4を介してホイールブレーキ20,21,22.23
に伝えられる。The braking force increased by the servo device 12 is transferred in the usual way to the working piston 18.1 of the tandem master cylinder 11.
9, the valves 2 and 3 are switched to the open position from the working chamber of the master cylinder 11 through the brake circuits I and .
.. Wheel brakes 20, 21, 22.23 through 4
can be conveyed to.
車両の各車輪の回転状態の情報はホイールセンサ6.7
.7.9によって検出され、電気信号の形で制御装置1
0に送られる。制御装置10はこれに対応してホイール
弁2,3.4及び制御弁5の制御信号を形成する。Information on the rotation status of each wheel of the vehicle is provided by the wheel sensor 6.7.
.. 7.9 detected by the control device 1 in the form of an electrical signal
Sent to 0. Control device 10 generates control signals for wheel valves 2, 3.4 and control valve 5 accordingly.
前記型式のブレーキシステムの作動方法を以下に示す。The method of operation of the above type of brake system is shown below.
ロック傾向が生じない限り、全ての弁は、第1図に示す
ようにその切換え位置に保持される。サーボ装置12は
制動力ブースタとして働く。ロックされる傾向が1の車
輪、例えば左前輪VLで検出されると、アンチロック制
御が開始する。始めに、全てのホイール弁2.3.4が
閉じられ、大気圧が調圧制御弁5の切換えによって作動
室16に供給される。このため、ペダル踏力Fに反作用
する補助力Hが形成される。制動圧ジェネレータ1にペ
ダル13をロックする装置あるいはピストン14から分
離する装置が設けられている場合には、ペダル13はア
ンチロック制御が開始すると同時に不作動となりあるい
は分離される。この型式の装置は公知であり、理解は容
易であるため、図示してない。Unless a locking tendency occurs, all valves are held in their switched positions as shown in FIG. The servo device 12 acts as a braking force booster. When a tendency to lock is detected in one wheel, for example the left front wheel VL, anti-lock control is initiated. Initially, all wheel valves 2.3.4 are closed and atmospheric pressure is supplied to the working chamber 16 by switching the pressure regulating control valve 5. Therefore, an auxiliary force H that reacts against the pedal depression force F is formed. If the brake pressure generator 1 is equipped with a device for locking or separating the pedal 13 from the piston 14, the pedal 13 is deactivated or separated at the same time as the anti-lock control is initiated. This type of device is not shown because it is known and easy to understand.
マスターシリンダ11の圧力が低下し、あるいは、制動
圧制御の開始時の圧力よりも低い圧力レベル以下になる
と、不安定な車輪(今の場合、左前輪VL)に通じるホ
イール弁2が再び開位置に切換えられ、ホイールブレー
キ20の制動圧は低下する。残りのブレーキ21,22
.23の制動圧は、ホイール弁3,4により一定のまま
である。When the pressure in the master cylinder 11 decreases or falls below a pressure level lower than the pressure at the start of braking pressure control, the wheel valve 2 leading to the unstable wheel (in this case the left front wheel VL) returns to the open position. , and the braking pressure of the wheel brake 20 decreases. remaining brakes 21, 22
.. The braking pressure at 23 remains constant due to the wheel valves 3,4.
その後、残る車輪の制動圧は同様にして低下され、また
はさらに増加される。Thereafter, the braking pressure on the remaining wheels is similarly reduced or even increased.
第2図は、上述の制御段階におけるマスターシリンダ1
1の制動圧の変化pozを示す。時間t0で制動プロセ
スが開始する。時間t1で1の車輪、つまり左前輪VL
が不安定となり、アンチロック制御が開始される。時間
t1で調圧制御弁5が切換えられ、室16の圧力を増加
させる。不安定となった左前輪VLに通じるホイール弁
2は、開位置に切換えられたままとなる(あるいは制御
開始時に直ちにもとの開位置に戻るように切換えられる
)。右前輪VRに通じるホイール弁3は閉位置に再度切
換えられる。しかし、本発明によれば、後輪に通じる多
方向制御弁4は、時間t2すなわち、例えば4から20
ミリ秒の間で、好ましくは5から10ミリ秒後に閉位置
に切換えられる。したがって、時間t1での圧力P、が
右前輪のホイールブレーキ21に作用し、一方、僅かに
高い制動圧P2 (あるいは制動圧減圧装置が設けら
れている場合にはその一部)が後輪ブレーキ22,23
に作用する。第2図に示すように、時間t1でアンチロ
ック制御が開始した後は、不安定となった車輪VLのホ
イールブレーキ20の制動圧は迅速に低下される。FIG. 2 shows the master cylinder 1 in the control phase described above.
1 shows the change in braking pressure poz. At time t0 the braking process begins. 1 wheel at time t1, that is, the left front wheel VL
becomes unstable and anti-lock control is started. At time t1, the pressure regulating control valve 5 is switched to increase the pressure in the chamber 16. The wheel valve 2 leading to the left front wheel VL, which has become unstable, remains switched to the open position (or is switched immediately back to the original open position at the start of control). The wheel valve 3 leading to the right front wheel VR is switched again to the closed position. However, according to the invention, the multi-way control valve 4 leading to the rear wheels is activated at the time t2, for example from 4 to 20
It is switched to the closed position within milliseconds, preferably after 5 to 10 milliseconds. Therefore, the pressure P at time t1 acts on the right front wheel brake 21, while the slightly higher braking pressure P2 (or part of it, if a brake pressure reducing device is provided) acts on the rear wheel brake 21. 22, 23
It acts on As shown in FIG. 2, after the anti-lock control starts at time t1, the braking pressure of the wheel brake 20 of the wheel VL that has become unstable is quickly reduced.
後輪HL、、HRに接続されるホイール弁4が遅延Δt
wt、−t、なしで切換えられると、マスターシリンダ
11の圧力変化P’H2は図2の点線で示すようになる
。これはホイールブレーキ20にも作用する。The wheel valve 4 connected to the rear wheels HL, HR has a delay Δt.
When switched without wt, -t, the pressure change P'H2 of the master cylinder 11 becomes as shown by the dotted line in FIG. This also acts on the wheel brakes 20.
鎖線の圧力曲線は制動圧が遮断されずにそのまま増加し
た場合の制動圧を示す。時間t、において全ての弁2,
3.4を同時に切換える場合は、制動圧ジェネレータか
らの全ての圧力流体供給を急激に停止することと同じで
ある。例えば慣性質量により、このとき制動圧の増加が
僅かではあるが変化し、これにより圧力が増加あるいは
過大となる。車輪のロックに対抗する処置として、時間
t1で圧力を急激に減少する代りに、全てのホイールブ
レーキを分離する結果、制御サイクルが圧力上昇した状
態で開始することになる。アンチロックの達成の良否が
圧力低下速度に左右されるという臨界状態の制御段階に
おいて、上述したような過度の圧力増加は大いに好まし
くない。ホイールブレーキ20の制動圧低下は早くても
時間t3で開始する必要がある。The dashed line pressure curve shows the braking pressure when the braking pressure is increased without being shut off. At time t, all valves 2,
3.4 at the same time is equivalent to abruptly stopping all pressure fluid supply from the brake pressure generator. For example, due to the inertial mass, the increase in braking pressure will then change, albeit slightly, resulting in an increase or excessive pressure. Instead of rapidly reducing the pressure at time t1 as a countermeasure against wheel locking, all wheel brakes are isolated, resulting in the control cycle starting with increased pressure. In a critical state control phase where the success or failure of achieving anti-lock depends on the rate of pressure drop, an excessive pressure increase as described above is highly undesirable. The reduction in the braking pressure of the wheel brake 20 needs to start at time t3 at the earliest.
したがって、本発明を実施する場合においては、制御回
路の極めて簡単な変更あるいは変形でアンチロック制御
が大きく改善される。Therefore, when carrying out the present invention, anti-lock control can be greatly improved with extremely simple changes or modifications to the control circuit.
第1図は本発明の実施例におけるブレーキシステムの基
本的な部材を示した回路図、第2図はアンチロック制御
の初期段階における制動圧の変化を示すグラフ図である
。
1・・・制動圧ジェネレータ、2,3.4・・・ホイー
ル弁、5・・・調圧制御弁、6,7,8.9・・・ホイ
ールセンサ、11・・・マスターシリンダ、12・・・
制動圧モジュレータ、13・・・ペダル、20,21,
22.23・・・ホイールブレーキ
出願人代理人 弁理士 鈴江武彦FIG. 1 is a circuit diagram showing basic components of a brake system according to an embodiment of the present invention, and FIG. 2 is a graph diagram showing changes in braking pressure in the initial stage of anti-lock control. DESCRIPTION OF SYMBOLS 1... Braking pressure generator, 2, 3.4... Wheel valve, 5... Pressure regulation control valve, 6, 7, 8.9... Wheel sensor, 11... Master cylinder, 12...・・・
Braking pressure modulator, 13... pedal, 20, 21,
22.23...Wheel brake applicant's patent attorney Takehiko Suzue
Claims (2)
、初期状態で開位置に配置されかつ閉位置に切換え可能
な多方向切換弁を介してホイールブレーキに接続したマ
スターシリンダと、このマスターシリンダに接続された
制動圧調整装置とを備え、マルチプレクスプロセスによ
って制御され、アンチロック制御が開始したときにホイ
ールブレーキに通じる多方向制御弁を閉位置に切換え、
マスターシリンダの圧力を低下可能な圧力低下を制御す
る回路装置であって、ロック傾向を示す最初の車輪が前
輪であるときに、後輪ブレーキに通じるホイール弁の切
換えを初期制御段階で所定時間(Δt)だけ遅延可能で
あることを特徴とする回路装置。(1) A master cylinder used with an anti-lock brake system and connected to a wheel brake via a multi-way switching valve that is initially placed in an open position and can be switched to a closed position, and a brake that is connected to this master cylinder. a pressure regulating device, controlled by a multiplex process, which switches a multi-way control valve leading to the wheel brakes to a closed position when anti-lock control is initiated;
A circuit device for controlling a pressure drop capable of reducing the pressure in a master cylinder, said circuit device controlling the switching of a wheel valve leading to the rear brakes for a predetermined period of time ( A circuit device characterized in that it can be delayed by Δt).
しくは5から10ミリ秒であることを特徴とする請求項
1記載の配列回路。(2) The array circuit according to claim 1, wherein the predetermined time (Δt) is 4 to 20 milliseconds, preferably 5 to 10 milliseconds.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19893914401 DE3914401A1 (en) | 1989-04-29 | 1989-04-29 | CIRCUIT ARRANGEMENT FOR CONTROLLING THE PRESSURE DISCHARGE FOR A BLOCK-PROTECTED BRAKE SYSTEM |
DE3914401.1 | 1989-04-29 |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH02296567A true JPH02296567A (en) | 1990-12-07 |
Family
ID=6379887
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP11190690A Pending JPH02296567A (en) | 1989-04-29 | 1990-05-01 | Control circuit against pressure drop |
Country Status (4)
Country | Link |
---|---|
JP (1) | JPH02296567A (en) |
DE (1) | DE3914401A1 (en) |
FR (1) | FR2646390B1 (en) |
GB (1) | GB2231110B (en) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5215358A (en) * | 1989-04-29 | 1993-06-01 | Alfred Teves Gmbh | Rear wheel valve switchover tire delay for ABS |
JP3887852B2 (en) * | 1995-12-20 | 2007-02-28 | 株式会社デンソー | Brake control device |
DE102005063689B3 (en) * | 2005-04-21 | 2021-06-10 | Ipgate Ag | Brake system with an electric motor-driven piston-cylinder system |
DE102005018649B4 (en) * | 2005-04-21 | 2018-10-31 | Ipgate Ag | Brake system with electric motor-driven piston-cylinder system |
DE102005055751B4 (en) | 2005-04-21 | 2018-09-06 | Ipgate Ag | Pressure modulator control |
DE102005063691B3 (en) * | 2005-04-21 | 2021-03-04 | Ipgate Ag | Brake system with an electric motor-driven piston-cylinder system |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
IT955490B (en) * | 1971-06-07 | 1973-09-29 | Teldix Gmbh | ANTI-LOCK ADJUSTMENT SYSTEM FOR VEHICLES |
DE3317629A1 (en) * | 1983-05-14 | 1984-11-15 | Alfred Teves Gmbh, 6000 Frankfurt | METHOD FOR CONTROLLING A SLIP-CONTROLLED BRAKE SYSTEM AND DEVICE FOR IMPLEMENTING THE METHOD |
GB2184183B (en) * | 1985-11-05 | 1989-11-22 | Honda Motor Co Ltd | Four wheel drive vehicle with antilock braking system and associated methods |
DE3632836C2 (en) * | 1986-09-26 | 1995-10-12 | Teves Gmbh Alfred | Circuit arrangement for an anti-lock brake system |
DE3641105A1 (en) * | 1986-12-02 | 1988-06-16 | Teves Gmbh Alfred | MOTOR VEHICLE BRAKE DEVICE |
-
1989
- 1989-04-29 DE DE19893914401 patent/DE3914401A1/en not_active Withdrawn
-
1990
- 1990-04-10 GB GB9008135A patent/GB2231110B/en not_active Expired - Fee Related
- 1990-04-26 FR FR9005334A patent/FR2646390B1/en not_active Expired - Lifetime
- 1990-05-01 JP JP11190690A patent/JPH02296567A/en active Pending
Also Published As
Publication number | Publication date |
---|---|
FR2646390B1 (en) | 1992-11-06 |
GB2231110A (en) | 1990-11-07 |
FR2646390A1 (en) | 1990-11-02 |
GB9008135D0 (en) | 1990-06-06 |
GB2231110B (en) | 1993-04-28 |
DE3914401A1 (en) | 1990-10-31 |
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