Method of distributing brake pressure to the axles of a motor vehicle with an abs pressure-medium brake

Claim 3

The method according to claim 1, wherein a precalculation of the inter-axle brake-pressure distribution φ for retardations including high retardations, is carried out on the basis of data from normally low retardations.

Claim 4

The method according to claim 2, wherein, after a number of braking operations required for identification of the correct parameters, brake-pressure changes relative to optimum pressures are permitted at individual axles for the rest of a current journey in order to obtain uniform lining wear at one of all axles and wheels, such that any detected imbalances in lining wear are compensated.

Claim 5

The method according to claim 1, wherein the parameters of an optimum brake-pressure distribution are estimated based on wheel-speed curves during a first brake actuation on a journey and, after further brake applications, are fixed for the remainder of the journey.

Claim 6

The method according to claim 1, wherein the parameters are determined by algorithms which have been established jointly based on preceding investigations on scatter bands of at least wheel bases and heights of the center of gravity of entire families of vehicles such that, given a known brake-pressure distribution and a vehicle mass factor estimated from a pressure level and retardation achieved, referred average wheel-speed differences are sufficient for the determination of the parameters.

Claim 7

The method according to claim 1, wherein the step of determining the parameters designated as a and b are determined individually for an individual vehicle, starting from one of permanently stored and estimated starting values designated as a 0 , b 0 , includes calculating an approximation parabola, ds m =f(Z m ) via of stored, assigned steady-state value pairs designated ds m , z m from a number of brake applications at the beginning of a journey, with parabola coefficients designated a p1 and a p2 determining a relationship da/db; and determining the parameter a as a=a 0 +da, and the parameter b as b=b 0 +db by extrapolation from relative speed change designated dds m which has resulted from an early first correction of a 0 alone at initiation of a journey.

Claim 8

The method according to claim 1, wherein variables designated as ds m and Z m from steady-state braking phases are formed as average values, and the undershooting of predetermined limiting values for the time rate of change of the variables ds m and Z m serves as criterion for the existence of steady-state braking phases.

Claim 9

The method according to claim 1, wherein, after a number of braking operations required for identification of the correct parameters, brake-pressure changes relative to optimum pressures are permitted at individual axles for the rest of a current journey in order to obtain uniform lining wear at one of all axles and wheels, such that any detected imbalances in lining wear are compensated.

Claim 10

The method according to claim 8, wherein the parameters of an optimum brake-pressure distribution are estimated on the basis of wheel-speed curves during a first brake actuation and, after further brake applications, are fixed for the remainder of the journey.

Claim 11

The method according to claim 8, wherein the parameters are determined by algorithms which have been established jointly on the basis of preceding investigations on scatter bands of at least wheel bases and heights of the center of gravity of entire families of vehicles such that, given a known brake-pressure distribution and a vehicle mass factor estimated from a pressure level and retardation achieved, referred average wheel-speed differences are sufficient for the determination of the parameters.

Claim 12

The method according to claim 8, wherein the step of determining the parameters designated as a and b are determined individually for an individual vehicle, starting from one of permanently stored and estimated starting values designated as a 0 , b 0 , includes calculating an approximation parabola ds m =f(Z m ), via stored, assigned steady-state value pairs ds m , z m from a number of brake applications at the beginning of a journey, with parabola coefficients designated as a p1 and a p2 determining a relationship da/db; and determining the parameter a as a=a 0 +da, and the parameter b as b=b 0 +db by extrapolation from relative speed change designated as dds m which has resulted from an early first correction of a 0 alone at the beginning of a journey.

Claim 13

The method according to claim 8, wherein variables designated as ds m and Z m from steady-state braking phases are formed as average values, and the undershooting of predetermined limiting values for the time rate of change of the variables ds m and Z m serves as criterion for the exisistence of steady-state braking phases.

Claim 14

The method according to claim 1, wherein one of the single and, in rapid succession, multiple exceeding of the first limiting value of the control of the brake-pressure distribution is used as a criterion for the redetermination of the parameters and wear regulation is suspended during this phase.

Claim 15

The method according to claim 13, wherein, after a number of braking operations required for identification of the correct parameters, brake-pressure changes relative to optimum pressures are permitted at individual axles for the rest of a current journey in order to obtain uniform lining wear at one of all axles and wheels, such that any detected imbalances in lining wear are compensated.

Claim 16

The method according to claim 1, wherein a currently calculated average speed difference is replaced by a difference of that value with respect to a speed difference in the unbraked condition, and the value for the speed difference in the unbraked condition is determined in a time period immediately prior to the onset of the braking effect.

Claim 17

The method according to claim 15, wherein a disturbing influence of possibly different tire radii at the axles of the speed difference in the unbraked condition and the inter-axle speed difference is reduced by being determined during unbraked phases of approximately constant speed and already in up-change intervals during starting, by cross-comparison of the wheel speeds, and being subtracted from the speed difference in the unbraked condition.

Claim 18

The method according to claim 1, wherein a quotient is calculated on the basis of at least two steady-state braking phases having a different brake pressure distribution but an approximately equal retardation level, which quotient permits the calculation of a value for further brake applications during this journey, and a disturbing influence of the sustained brake-action is approximately compensated using this value.

Claim 19

The method according to claim 1, wherein the calculated setpoint brake-pressure distribution is used as basic pressure distribution in an electrically or electronically controlled pressure-medium brake system.

Claim 20

The method according to claim 1, wherein the calculated setpoint brake-pressure distribution acts via one of a hydraulic, pneumatic and electric actuator on a conventional ALB control valve in a conventional brake system in order to replace a mechanical ALB linkage.

Claim 21

In a motor vehicle having an ABS pressure-medium brake associated with each vehicle wheel, an electrically-acting anti-lock brake system (ABS) with an electronic centralized control, and electrically controllable brake valves proximate axles of the vehicles and comprising speed sensors assigned to the brakable vehicle wheels operable to serve as actual-value, instantaneous wheels speed sensors for control of the ABS at a wheel brake pressure near a wheel lock limit, the improvement comprising means for distributing brake pressure to the axles by automatically regulating inter-axle brake pressure distribution φ in a slip range below a range in which the ABS control is operative in accordance with an evaluation of the wheel-speed signals supplied by the wheel-speed sensors using the exceeding of a first predeterminable limiting value ds, by a referred difference of inter-axle wheel speeds upon braking as a condition for a first regulation of said inter-axle brake-pressure distribution, performing dynamically the first regulation when the limiting value ds 1 is exceeded, for intervention in individual brake application, in the sense of a continuously cyclic acquisition and processing of current actual wheel-speed differences to immediately influence the brake-pressure distribution while a respective braking operation is still underway, and making a second regulation in the manner of an adaptively predictive precontrol of the brake-pressure distribution φ for any retardation levels the basis of the first regulation by seeking mutually associated steady-state values of the referred inter-axle speed difference and of the retardation in the case of a previous brake-pressure distribution φ=(P front /P read ) on the basis of predetermined limiting values for the time rate of change thereof, determining after at least one initial brake application parameters of a brake-pressure distribution function as soon as steady-state values are present, then, after at least one initial brake application, in which function a setpoint deceleration demanded by a driver via a brake pedal is included, using the brake-pressure distribution as a basis for the subsequent braking operations, and correcting the old value of the brake-pressure distribution to a new value by the first regulation in the current cycle as soon as a second, smaller limiting value is exceeded by a steady-state value of the referred speed difference, after the determination of the parameters in the course of a subsequent brake application.

Claim 22

In a motor vehicle having an ABS pressure-medium brake associated with each vehicle wheel, an electrically-acting anti-lock brake system (ABS) with an electronic centralized control, and electrically controllable brake valves proximate axles of the vehicles and comprising speed sensors assigned to the brakable vehicle wheels operable to serve as actual-value, instantaneous wheels speed sensors for control of the ABS at a wheel brake pressure near a wheel lock limit, the improvement comprising means for distributing brake pressure to the axles by automatically regulating inter-axle brake pressure distribution φ in a slip range below a range in which the ABS control is operative in accordance with an evaluation of the wheel-speed signals supplied by the wheel-speed sensors using the exceeding of a first predeterminable limiting value ds, by a referred difference of inter-axle wheel speeds upon braking as a condition for a first regulation of said inter-axle brake-pressure distribution, performing dynamically the first regulation when the limiting value ds 1 is exceeded, for intervention in individual brake application, in the sense of a continuously cyclic acquisition and processing of current actual wheel-speed differences to immediately influence the brake-pressure distribution while a respective braking operation is still underway, and making a second regulation in the manner of an adaptively predictive precontrol of the brake-pressure distribution φ for any retardation levels the basis of the first regulation by seeking mutually associated steady-state values of the referred inter-axle speed difference and of the retardation in the case of a previous brake-pressure distribution φ=(P front /P read ) on the basis of predetermined limiting values for the time rate of change thereof, determining after at least one initial brake application parameters of a brake-pressure distribution function as soon as steady-state values are present, then, after at least one initial brake application, in which function a setpoint deceleration demanded by a driver via a brake pedal is included, using the brake-pressure distribution as a basis for the subsequent braking operations, and correcting the old value of the brake-pressure distribution to a new value by the first regulation in the current cycle as soon as a second, smaller limiting value is exceeded by a steady-state value of the referred speed difference, after the determination of the parameters in the course of a subsequent brake application.