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WO2002032737A1 - Dispositif de commande du frein auxiliaire d'un vehicule et procede correspondant - Google Patents

Dispositif de commande du frein auxiliaire d'un vehicule et procede correspondant Download PDF

Info

Publication number
WO2002032737A1
WO2002032737A1 PCT/SE2001/002288 SE0102288W WO0232737A1 WO 2002032737 A1 WO2002032737 A1 WO 2002032737A1 SE 0102288 W SE0102288 W SE 0102288W WO 0232737 A1 WO0232737 A1 WO 0232737A1
Authority
WO
WIPO (PCT)
Prior art keywords
auxiliary brake
vehicle
parameter
braking
braking effect
Prior art date
Application number
PCT/SE2001/002288
Other languages
English (en)
Inventor
Johnny Arne
Original Assignee
Scania Cv Ab (Publ)
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 Scania Cv Ab (Publ) filed Critical Scania Cv Ab (Publ)
Priority to AU2001296170A priority Critical patent/AU2001296170A1/en
Priority to DE10196801T priority patent/DE10196801T5/de
Publication of WO2002032737A1 publication Critical patent/WO2002032737A1/fr

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
    • B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
    • 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
    • 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • B60T8/17616—Microprocessor-based systems

Definitions

  • auxiliary brakes such as retarders, exhaust brakes and compression brakes.
  • auxiliary brakes have in the course of time reached an ever higher level of braking performance.
  • Auxiliary brakes are dimensioned to be able to brake vehicles when they are heavily loaded.
  • a heavily loaded vehicle usually results in good friction between braked wheels and the running surface during a braking process.
  • An auxiliary brake can therefore apply a powerful braking effect without risk of the braked wheels beginning to skid relative to the running surface.
  • the grip of the braked wheels on the running surface is significantly inferior, particularly if the running surface is slippery.
  • Auxiliary brakes such as hydraulic retarders contain circulating hydraulic oil which substantially absorbs the heat energy generated during a braking process.
  • the hydraulic oil is usually cooled by the motor vehicle's ordinary cooling system before the hydraulic oil can be used in the retarder again.
  • a known way of preventing coolant boiling in the cooling system is to use information about the coolant temperature as a basis for limiting the braking effect which the driver calls for from auxiliary brakes.
  • the parameter may be a measured and/or calculated percentage of wheel skidding, but the parameter may also be a speed difference between the braked wheel and an unbraked wheel of the vehicle. Such a speed difference is also proportional to the degree of wheel skidding relative to the running surface. Other parameters related to the degree of braked wheel skidding may also be used.
  • the control unit is designed to limit also on the basis of information about the rate of increase of the parameter the braking effect called for.
  • the control unit can do a further refined determination of the limiting value of the braking effect called for. This means that the same degree of skidding of a wheel in different situations may provide different values for limiting the braking effect called for, depending on the rate of increase of the degree of skidding.
  • the rate of increase of the parameter at a point in time can be estimated as a derivative at that time.
  • the derivative is estimated with advantage as the difference between the parameter value at a particular time and a previous parameter value, divided by the time difference between the parameter values.
  • the control unit is designed to limit the braking effect called for, at a value calculated according to a mathematical algorithm.
  • a mathematical algorithm may be so designed as to suitably weight the value and rate of increase of the parameter with appropriate factors to make it possible to calculate for the braking effect a limiting value which applies a minimum limitation to the braking effect called for, without the degree of wheel skidding becoming too great.
  • control unit is designed to limit the auxiliary brake's braking effect when the parameter exceeds a first limit value.
  • the braking effect called for therefore only begins to be limited when the parameter exceeds said first limit value. Unnecessary limitations of braking effect when the wheel exhibits small degrees of skidding are thus avoided.
  • a suitable such first limit value may be a degree of skidding of 4 to 5%.
  • the auxiliary brake incorporates a retarder.
  • Hydraulic retarders are the commonest form of auxiliary brake on heavy motor vehicles. Heavy motor vehicles often also incorporate an auxiliary brake in the form of an exhaust brake.
  • Another type of auxiliary brake is a compression brake. Such auxiliary brakes may be used individually or in combination in a motor vehicle.
  • the vehicle incorporates an ABS system designed to completely disable the auxiliary brake's braking effect when the parameter exceeds a second limit value. It is above all such a total disablement of the auxiliary brake's braking action that is as far as possible to be prevented by the present invention.
  • the ABS system is normally activated and the auxiliary brake disabled if a braked wheel exceeds a degree of skidding of about 10%.
  • An auxiliary brake in the form of a hydraulic retarder therefore takes about 4 to 5 seconds to resume being able to apply a necessary braking action after a rapid emptying of hydraulic oil from the retarder. If the ABS system disables the auxiliary brake, the vehicle driver has to depress the brake pedal so that the vehicle's ordinary brakes are activated.
  • FIG. 1 depicts schematically an embodiment of an arrangement according to the present invention.
  • Fig. 1 depicts schematically a motor vehicle with selected components.
  • the motor vehicle incorporates non-driving wheels 1 and driving wheels 2 which are in contact with a running surface 3.
  • the vehicle incorporates not only ordinary brakes (not depicted in Fig. 1) but also at least one auxiliary brake in the form of a retarder 4.
  • the retarder 4 is usually hydraulic and incorporates a stator and a rotor which form a toroidal space. This toroidal space is designed to be filled with hydraulic oil when it is desired to apply a braking action to the vehicle.
  • the retarder 4 is fitted adjacent to an output shaft from a gearbox 5 which is connected to the vehicle's engine 6.
  • the control unit 1 1 is designed to send a control signal to the retarder 4 via a signal line 12.
  • a first sensor 13 is designed to measure the speed of at least one non-driving wheel 1 and send a measurement signal related to the wheel speed to an ABS unit 15 via a signal line 14.
  • a second sensor 16 is designed to measure the speed of at least one driving wheel 2 and send a measurement signal related to the wheel speed to the ABS unit 15 via a signal line 17.
  • the ABS unit 15 is designed to calculate at short intervals of time the difference between the speed of the non-driving wheel 1 and the driving wheel 2. The calculated speed difference is a parameter which varies with the degree of skidding of the wheel 2 relative to the running surface 3.
  • the speed difference can also be converted to a percentage degree of skidding of the braked wheel 2.
  • a percentage degree of skidding is thus an alternative parameter related to the degree of skidding of the wheel 2 relative to the running surface. If the difference in speed between the non-driving wheel 1 and the driving wheel 2 exceeds a second limit value which corresponds to a degree of skidding of about 10%, the ABS unit 15 sends a control signal via a signal line 18 to the control unit 11, which initiates immediate emptying of hydraulic fluid from the retarder 4 so that the braking action of the retarder 4 momentarily ceases completely. Via a signal line 19 the control unit 11 receives information about the temperature of the coolant in the vehicle's cooling system and possibly also the temperature of the hydraulic oil. If the coolant or the hydraulic oil exceeds a certain temperature, the control unit 11 is designed to variably adjust the retarder' s function downwards within a temperature range.
  • the technique described above is used in many heavy motor vehicles, but such motor vehicles are increasingly being equipped with auxiliary brakes such as retarders 4 with ever higher levels of braking performance.
  • the retarder 4 is dimensioned to be able to brake the vehicle when it is heavily loaded. When the vehicle is heavily loaded, good friction is usually obtained between the braked wheel 2 and the running surface 3, and a large braking effect can be applied without risk of the braked wheel 2 beginning to skid too much relative to the running surface 3.
  • the vehicle driver uses a brake control 8, 9 to call for a corresponding braking effect when the vehicle is travelling unloaded on a slippery running surface, there is risk of the wheel 2 beginning to skid so much relative to the running surface that the vehicle's ABS system 15 will be activated and the braking function of the retarder 4 be disabled.
  • sensors 13 and 16 measure at short intervals of time the respective speeds of the non-driving wheel 1 and the driving wheel 2 during at least one braking process. This information is sent to the ABS unit 15, which calculates the speed difference between the wheels 1 and 2.
  • the control unit 1 1 receives information concerning the calculated speed difference between the wheels I, 2. If the wheel speed is measured on two or more driving wheels 2, the control unit 1 1 is designed to estimate the speed difference for the braked wheel 2 which exhibits the greatest degree of skidding relative to the running surface.
  • the control unit 11 So long as the degree of skidding during a braking process is below a certain first limit value which may correspond to a percentage degree of skidding of 4%, the control unit 11 will not reduce the braking effect called for by the driver. But if the control unit 11 receives a speed difference which exceeds the first limit value, the control unit 11 is designed to limit the braking effect called for, at a value calculated according to a mathematical algorithm.
  • the mathematical algorithm inco ⁇ orates a parameter related to the degree of skidding of the braked wheel 2 relative to the running surface 3. Such a parameter may thus be the speed difference between the non-driving wheel 1 and the driving wheel 2.
  • the mathematical algorithm also inco ⁇ orates an estimate of the rate of increase of the parameter, i.e.
  • the rate of increase of the speed difference is calculated as the difference between the calculated speed difference and at least one previously calculated speed difference, divided by the time difference between said values.
  • the previously calculated speed difference may be the latest previous calculated value or a value calculated further back in time, e.g. the tenth latest calculated value.
  • Such a mathematical algorithm advantageously also inco ⁇ orates suitable constants and control factors.
  • the pu ⁇ ose of the mathematical algorithm is to calculate instantaneously a substantially minimum limiting value of the braking effect called for, which results in maximum probability of the wheel 2 being prevented from exceeding the second limit value when the ABS unit 15 initiates emptying of the retarder 4 and disabling of the latter' s braking function.
  • the algorithm thus takes into account both the speed difference and the rate of increase of the speed difference.
  • the driver uses at least of the brake controls 8, 9 to call for a desired braking effect.
  • a control signal related to the braking effect called for is sent to the control unit 1 1 via the signal line 10.
  • the control unit 1 1 receives information at short intervals of time from the ABS unit 15 via the signal line 18 about the speed difference between the non-driving wheel 1 and the driving wheel 2.
  • the control unit 1 1 assesses initially whether the speed difference exceeds a first limit value which corresponds to a degree of skidding of 4%.
  • the control unit 1 1 passes on via the signal line 12 a control signal with an unreduced value relative to the braking effect called for from the retarder 4. If, on the other hand, the speed difference exceeds the limit value, the mathematical algorithm is calculated. The mathematical algorithm calculates a minimum limitation value of the braking effect called for, at which there is great probability that the wheel 2 will be prevented from exceeding the second limit value. Thereafter the control unit 11 sends a control signal to the retarder 4 which initiates a retarder braking effect which is the difference between the braking effect called for and the limiting braking effect calculated by the algorithm. New measured values for the speed difference of the wheels 1, 2 are received by the control unit 11 at short intervals of time.
  • Each value received is stored for at least a short time in the control unit 11.
  • the control unit calculates an appropriate limitation value of the braking effect called for from the retarder 4 at the time. The result is rapid and exact control of the braking effect applied by the retarder 4 to the driving wheel 2 during a braking process. Such control does in most cases prevent the wheel 2 from exceeding a skid value corresponding to the second limit value.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Abstract

Cette invention a trait à un dispositif, ainsi qu'au procédé correspondant, de commande de freinage d'un système auxiliaire de freinage d'un véhicule. Ce véhicule est équipé de freins classiques et d'au moins un frein auxiliaire (4), conçu pour freiner au moins l'une des roues (2) du véhicule, ainsi que d'au moins une commande de freinage (8, 9), réglable de manière qu'un effet de freinage réclamé soit exercé par ledit frein auxiliaire (4). Ce dispositif comporte une unité de commande (11) prévue pour tirer profit d'une information relative à un paramètre en rapport avec le niveau de blocage de la roue freinée (2) sur une course donnée et ce, afin de limiter l'effet de freinage provoqué par le frein auxiliaire (4).
PCT/SE2001/002288 2000-10-20 2001-10-19 Dispositif de commande du frein auxiliaire d'un vehicule et procede correspondant WO2002032737A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU2001296170A AU2001296170A1 (en) 2000-10-20 2001-10-19 Apparatus and method for controlling an auxiliary brake in vehicle
DE10196801T DE10196801T5 (de) 2000-10-20 2001-10-19 Vorrichtung und Verfahren zum Steuern einer Hilfsbremse in einem Fahrzeug

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0003812A SE522432C2 (sv) 2000-10-20 2000-10-20 Arrangemang och förfarande för att styra bromsningen av en tillsatsbroms i ett fordon
SE0003812-5 2000-10-20

Publications (1)

Publication Number Publication Date
WO2002032737A1 true WO2002032737A1 (fr) 2002-04-25

Family

ID=20281504

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE2001/002288 WO2002032737A1 (fr) 2000-10-20 2001-10-19 Dispositif de commande du frein auxiliaire d'un vehicule et procede correspondant

Country Status (4)

Country Link
AU (1) AU2001296170A1 (fr)
DE (1) DE10196801T5 (fr)
SE (1) SE522432C2 (fr)
WO (1) WO2002032737A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3013656A4 (fr) * 2013-06-27 2017-05-10 Scania CV AB Procédé et système de commande de freins auxiliaires
WO2021115566A1 (fr) 2019-12-10 2021-06-17 Volvo Truck Corporation Procédé de commande de freinage auxiliaire par un véhicule

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE534220C2 (sv) 2009-10-22 2011-06-07 Scania Cv Ab Automatisk friktionsskattning
SE542262C2 (en) 2017-07-24 2020-03-31 Scania Cv Ab A method for controlling a powertrain, a control arrangement for controlling a powertrain, a powertrain, a vehicle, a computer program and a computer-readable medium

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3545676A1 (de) * 1985-12-21 1987-06-25 Bosch Gmbh Robert Druckmittelbetaetigte, insbesondere pneumatische, bremsanlage fuer fahrzeuge
DE19604126A1 (de) * 1996-02-06 1997-08-07 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Bremsanlage eines Fahrzeugs
EP0867350A2 (fr) * 1997-03-27 1998-09-30 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Système de contrÔle de freinage pour véhicules

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3545676A1 (de) * 1985-12-21 1987-06-25 Bosch Gmbh Robert Druckmittelbetaetigte, insbesondere pneumatische, bremsanlage fuer fahrzeuge
DE19604126A1 (de) * 1996-02-06 1997-08-07 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Bremsanlage eines Fahrzeugs
EP0867350A2 (fr) * 1997-03-27 1998-09-30 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Système de contrÔle de freinage pour véhicules

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3013656A4 (fr) * 2013-06-27 2017-05-10 Scania CV AB Procédé et système de commande de freins auxiliaires
WO2021115566A1 (fr) 2019-12-10 2021-06-17 Volvo Truck Corporation Procédé de commande de freinage auxiliaire par un véhicule
US12071116B2 (en) 2019-12-10 2024-08-27 Volvo Truck Corporation Method for controlling auxiliary braking by a vehicle

Also Published As

Publication number Publication date
AU2001296170A1 (en) 2002-04-29
SE0003812L (sv) 2002-04-21
SE522432C2 (sv) 2004-02-10
SE0003812D0 (sv) 2000-10-20
DE10196801T5 (de) 2004-04-15

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