Fluid-pressure and analogous brake systems – Pipeless valves
Patent
1992-05-29
1993-08-17
Oberleitner, Robert J.
Fluid-pressure and analogous brake systems
Pipeless valves
188 111, B60T 866, B60T 1722
Patent
active
052362540
DESCRIPTION:
BRIEF SUMMARY
STATE OF THE ART
German Unexamined Published Patent Application DE-OS 2,232,034 discloses an anti-lock control system which monitors the response time of the brake pressure control valves. If the response time exceeds a predetermined value, the system is normally shut down and a warning light is actuated with a continuous signal. If, however, at the time of the intended shutdown, certain wheel states exist, the system is not shut down but an alternating pressure buildup and pressure reduction takes place for a period of time at both wheels of an axle, that is a type of automatic pumping of the brakes occurs.
ADVANTAGES OF THE INVENTION
The configuration of the system according to the invention calls the driver's attention to the limited control operation. This is particularly important in connection with two-wheeled motor vehicles.
DESCRIPTION OF THE DRAWINGS FIGURES
A motorcycle anti-lock control system will be described with reference to the drawings in which a plurality of monitoring devices monitor the occurrence of faults. The faults are classified according to the type of fault and the circumstances under which the faults occur. The reaction that is then initiated is a function of the fault classification, namely an immediate shutdown or initially maintained limited control operation and then shutdown of the controller.
The table of FIG. 1 classifies the possible faults for various situations.
Column 1 indicates in each case, whether and where braking takes place.
Column 2 lists various event times for the malfunctioning of individual components (columns 3 to 11), with the individual expressions representing the following: initially without braking and brake actuation during the warning period;
Thus 2.3.1, for example, signifies the following.
During unbraked (or partially braked) travel, the revolution sensor at the front wheel malfunctions, thus eliminating the control system (by way of a slip signal and/or a deceleration signal). Then both wheels are braked into the warning period.
In the table of FIG. 1, five fault categories are derived with respect to the processing of revolution sensor errors, which cause different reactions to take place. Fault Category 1 includes faults 1.1.1 and 1.1.2, with the following reaction. brake system is available.
Fault Category 2 includes faults 1.2.1 and 1.2.2, with the following reaction. seconds. shutdown, it is actuated with a continuous signal. After shutdown, the normal brake system is available.
Fault Category 3 includes faults 2.1.1, 2.2.2, 3.1.1, 3.2.2, with the following reaction. namely until the end of the control cycle or until the vehicle is stopped; then the system is shut down. During the limited ALS operation, pulsed pressure is built up through a 3/3 solenoid valve at the defective wheel until a calculated or measured deceleration of 0.3G has been reached; then pressure is maintained. manner; then (after shutdown) continuous actuation takes place. After shutdown, the normal brake system is available
Fault Category 4 includes the faults 2.1.2, 2.2.1, 3.1.2, 3.2.1, with the following reaction. the fault until the end of the control cycle or the vehicle is stopped; then the system is shut down. The limited ALS operation comprises a normal control of the brake pressure of the properly operating wheel, with limited reference formation (only the controlled wheel contributes). manner; after shutdown it is actuated constantly. After shutdown the normal brake system is available.
Fault Category 5 includes faults 2.3.1, 2.3.2, 3.3.1, 3.3.2, with the following reaction. the end of the control cycle or until the vehicle is stopped; then the system is shut down. During the limited ALS operation, normal control of the properly operating wheel is maintained with limited reference formation. In addition, there is a pulsed pressure buildup through the 3/3 solenoid valve at the wheel having the defective sensor until a calculated or measured vehicle deceleration of 0.3G is realized; then pressure is maintained at the defective wheel. manner. After shutdown
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Muller Elmar
Muller Werner
Muratori Alfred
Oberleitner Robert J.
Robert & Bosch GmbH
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