Vehicular anti-brake lock system and method of controlling braking pressure

Claim 2

In a vehicle having an anti-brake lock system, a method of controlling braking, wherein the vehicle has means (1) for generating signals representative of the rotary behaviour of the vehicle wheels and providing wheel speed (ω), wheel acceleration (+ω) and wheel deceleration (-ω) signals; an evaluation stage (2) receiving the said signals and providing brake control signals; wheel brake means (7) responsive to the wheel brake control signals to apply braking pressure to the wheel brakes, said evaluation stage controlling after a braking pressure reduction (FIG. 4: B-C), the following first brake pressure increase pulse (Δp 2 ), wherein the level of the brake pressure increase pulse is dependent on the level of a preceding brake pressure decrease (Δp 1 ) said pulse being, followed by further brake pressure increase pulses of small pressure level, and comprising, the step of controlling the level of the brake pressure increase pulse (Δp 2 ) additionally as a function of a quotient (Q), in which the quotient (Q), is defined by dividing a signal representative of maximum wheel acceleration (+ω m ) by the sum of signals representative of maximum wheel acceleration (+ω m ) and maximum wheel deceleration (-ω m ), ##EQU5## wherein ω is representative of the wheel speed ω is representative of the change of wheel speed; and ω m is the maximum change of wheel speed.

Claim 3

Method according to claim 1, including the step of introducing a factor α close to, but less than one to the quotient (Q).

Claim 4

Method according to claim 2, including the step of sensing if the vehicle is operating in a curved path; and changing the factor α in a direction to reducing the factor of α if the vehicle is operating in the curved path.

Claim 5

Method according to claim 3, wherein the step of sensing the operation of the vehicle in the curved path is done by sensing transverse acceleration of the vehicle.

Claim 6

Method according to claim 1, including the step of controlling the level of preceding pressure decrease (Δp 1 ) additional as a function of decrease in transverse acceleration in a direction of increasing the duration of the pressure decrease as a function of decrease in the transverse acceleration to thereby decrease wheel slippage.

Claim 7

Method according to claim 1, including the step of calculating the brake pressure increase pulse; measuring applied brake pressure; and comparing calculated first brake pressure increase pulse with measured brake pressure and controlling the actually applied brake pressure as a function of the applied brake pressure and the calculated brake pressure.

Claim 8

Brake signal control system for a vehicle having an anti-brake lock system, wherein the vehicle has means (1) for generating signals representative of the rotary behaviour of the vehicle wheels and providing corresponding signals; an evaluation stage (2) receiving the said signals and providing brake control signals; wheel brake means (7) responsive to the wheel brake control signals to apply braking pressure to the wheel brakes, said evaluation stage controlling, after a braking pressure reduction (FIG. 4: B-C) the following first brake pressure increase pulse (Δp 2 ), wherein the level of the brake pressure increase pulse is dependent on the level of a preceding brake pressure decrease (Δp 1 ), said pulse being followed by further pulses of small pressure level and comprising, means (23, 24, 30, 32) for controlling the level of the brake pressure increase pulse (Δp 2 ) additionally as a function of a quotient (Q), in which the quotient (Q) includes factors representative of wheel deceleration (-ω) and wheel acceleration (+ω), as sensed by said signal generating means (1), wherein the means for controlling the level of the first brake pressure increase pulse comprises means for deriving the quotient including means for determining maximum angular wheel acceleration (+ω m ) and obtaining a representative maximum wheel acceleration signal, means for determining maximum angular wheel deceleration (-ω m ) and obtaining a representative maximum wheel deceleration signal; adder means (23) receiving said maximum wheel acceleration and deceleration signals and providing a sum, or added amount signal; and divider means (24) connected to divide the maximum wheel acceleration signal by the sum, or added amount, signal to obtain an output signal in accordance with the relationship "one"; ##EQU6##

Claim 9

Brake signal control system for a vehicle having an anti-brake lock system, wherein the vehicle has means (1) for generating signals representative of the rotary behaviour of the vehicle wheels and providing corresponding signals; an evaluation stage (2) receiving the said signals and providing brake control signals; wheel brake means (7) responsive to the wheel brake control signals to apply braking pressure to the wheel brakes, said evaluation stage controlling, after a braking pressure reduction (FIG. 4: B-C) the following first brake pressure increase pulse (Δp 2 ), wherein the level of the brake pressure increase pulse is dependent on the level of a preceding brake pressure decrease (Δp 1 ), said pulse being followed by further pulses of small pressure level and comprising, means (23, 24, 30, 32) for controlling the level of the brake pressure increase pulse (Δp 2 ) additionally as a function of a quotient (Q), in which the quotient (Q) includes factors representative of wheel deceleration (-ω) and wheel acceleration (+ω), as sensed by said signal generating means (1), wherein the means for controlling the level of the first brake pressure increase pulse comprises means for deriving the quotient including means for determining maximum angular wheel acceleration (+ω m ) and obtaining a representative maximum wheel acceleration signal, means for determining maximum angular wheel deceleration (-ω m ) and obtaining a representative maximum wheel deceleration signal; adder means (23) receiving said maximum wheel acceleration and deceleration signals and providing a sum, or added amount signal; and divider means (24) connected to divide the maximum wheel acceleration signal by the sum, or added amount, signal to obtain an output signal in accordance with the relationship "one"; ##EQU6##

Claim 10

System according to claim 7 further including means for controlling the level (Δp 2 ) of the pressure increase pulse as a function of a preceding brake pressure decrease, said controlling means including memory means (26, 27), storing pressure decrease signals, and difference forming means (28) providing a respective difference output signal (Δp 1 ) and multiplier means (30) multiplying the difference output signal with the signal determined by the relationship "one" as defined in claim 7.

Claim 11

System according to claim 8, further including means (43) for generating a modifying factor (α), and multiplying means (29) for multiplying the modifying factor with a signal controlling the level of the brake pressure increase pulse as derived from said pressure increase pulse level control means (23, 24, 30, 32), said factor being close to but less than one.

Claim 12

System according to claim 9, further including means (10, 11) for obtaining a "curved path" signal representative of operation of the vehicle in a curved path; and wherein said modifying factor generating means (43) is connected to and controlled by the vehicle curved path signal in a direction to decrease the level of the first brake pressure increase pulse as controlled by said brake pressure increase level conrol means (23, 24, 30, 32) upon detection of said "curved path" signal.

Claim 13

System according to claim 7, further including brake pressure sensing means (9) coupled to receive a signal representative of brake pressure being applied to the vehicle brake (7) and generating a brake pressure signal; and a control loop (32, 33, 34) responsive to the brake pressure signal and controlling the applied brake pressure as a function of measured brake pressure and brake pressure as calculated based on said quotient.