TRANSDUCER CONTROL IN VEHICLE BRAKING SYSTEM

Abstract: A vehicle braking system of the type having an electronic control computer (12) for determining the extent of application of the vehicle brakes in accordance with given driver braking demands, includes a plurality of analogue transducers (10,18,20,22, 24,28) which provide analogue input signals to the electronic control computer (12) representative of a corresponding plurality of variable operating parameters, such as driver braking demand, axle load, applied braking pressure, and vehicle decelerations. In order to enable recalibration of said transducers (10,18,20,22,24,28) new zero/tare figures from each transducer are entered into the control computer (12) and provided they pass a process of checking, are arranged to override the existing zero/tare data, whereupon they are used by the system until the next zero/tare recalibration service operation is selected.

Description: The present invention is concerned with vehicle braking systems of the type having electronic control means for determining the extent of application of the vehicle brakes in accordance with given driver braking demands. Such systems might be formed, for example, in passenger cars, commercial road vehicles, rail vehicles and the like to control the basic braking function or other similar functions such as wheel slide prevention (WSP). Electrically controlled braking systems of this type typically include an input transducer producing the driver's braking demands in electrical terms, a suitable electronic controller, electrical relay valves with integral pressure transducers on each axle of the vehicle, and load sensing transducers on each axle. Overall performance feed back is generated by a vehicle decelerometer. Normal system operation requires all the aforegoing transducers to be accurately calibrated. However, all are subject to drift over a period of operation since, although the controller is a digital system, the individual transducers are essentially analogue devices and are subject, inter alia, to inherent or transient instabilities. In such known systems, therefore, costly and time-consuming manual recalibration of the individual transducers is necessary from time to time. It is an object of the present invention to provide a solution to this problem of transducer calibration. In accordance with the present invention, new zero/tare figures for each transducer are introduced to non-volatile memory of a control computer, these figures being used, after a process of checking, to override the existing zero or tare data, and the new data then being used by the system until the next zero/tare re-setting service operation is selected. Recalibration of the zero points or re-establishment of tare weights is preferably selected by an obscured push-button or buttons or on receipt of a coded signal from test equipment containing a "re-zero" push button. Such recalibration is, however, only permitted if the vehicle is (a) stationary, (b) in a level attitude and (c) detectably unladen. The above basic concept may be modified by arranging that the new zero or tare readings are only accepted if the latter readings are within pre-set absolute limits, and/or the readings are within a pre-set range of the equivalent stored figures. The method of executing the recalibration of zero-­ tare readings may involve the use of multiple "buttons" which require simultaneous operation. This prevents or minimises the risk of accidental operation of the recalibration apparatus. The invention is described further hereinafter, by way of example only, with reference to the accompanying drawings, in which: Fig.1 is a diagrammatic illustration of a typical electronically controlled braking system; Fig.2 illustrates the presence of fault detection bands in relation to the output voltage Vm of a typical transducer, showing the upper and lower fault detection bands, the working range and the zero drift region; and Fig.3 is a highly diagrammatic block diagram of one possible embodiment for performing the present invention. The system of Fig.1 includes an input transducer 10 producing the driver's braking demands in electrical terms, a suitable electronic controller/­ computer 12, electronic relay valves 14,16 for the front and rear axles, with respective integral pressure transducers 18,20, load sensing transducers 22,24 and a speed sensing transducer 26. Overall performance feed back is generated by a vehicle decelerometer 28. As explained initially, the various transducers are analogue devices which are subject to drift and must, in existing systems, be recalibrated regularly in order to maintain the required operation of the system. In the present system, the computer/controller 12 uses non-volatile read/write memory devices adapted to hold calibration constants set inside the computer to suit the various transducers and also zero or tare readings taken from these same transducers when in a predetermined nominal state. A braking system can be designated as being in this "nominal state" when the vehicle is stationary, on level ground, with no brake demand, and with all control solenoids de-energised. In this condition, zero and tare readings can be taken from all the braking system transducers, including the demand input unit 10, and stored in said memory devices, after suitable qualification, as the new zero and tare values which will be employed in the system thereafter, at least until the next recalibration operation. These values are important as all the transducers employed have to present an output voltage range which includes high and low fault detection bands, as shown in Fig.2. "Zero" drift can be accepted only inside a pre-set band within which it is reasonable to expect calibration changes to occur naturally. New readings are therefore qualified against old readings before acceptance, using the following rules:- i) The new readings must be within pre-set absolute limits to be accepted. ii) The new readings must be within a pre-set range of currently stored equivalent values to be accepted. These provisions are necessary to allow faulty transducers to be detected since an attempt to zero out unacceptable values causes the computer system to register a failure and to announce the source of the problem via a diagnostic output line as described hereinafter in connection with Fig.3. These conditions which must be met for new readings to be accepted, must also prevent new zero data being accepted when the vehicle is not level or not unladen. Replacement of a damaged transducer requires a special re-set function in order to allow the qualification conditions to be overridden and the new zero reading to be accepted. Special diagnostic input codes should be recognised to ensure that this condition can only be produced by authorised engineering staff, with these codes each relating to an individual override on one selected transducer. No means will be provided of obtaining blanket override for all transducers which could lead to misoperation. It is feasible that re-zeroing (recalibration) operations are frequent and are performed from a coded input signal applied to the diagnostic input or from a self-contained or plugged-in push button. In the latter case, as a precaution against accidental recalibration, a number of more complex operations are listed in the following options before re-zeroing can be obtained:- i) The push button must be pressed and released at precise times after power to the controller is turned on. ii) The button must be pressed a pre-set number of times. iii) Multiple buttons must be simultaneously pressed. iv) Multiple buttons must be pressed in sequence. v) The button is incorporated into the diagnostic equipment which plugs into the controller and causes a special code or pulse sequence to be applied at a pre-set time after power up to cause the re-zero action to be initiated. Referring now to Fig.3, there is shown highly diagrammatically one possible embodiment for performing the present invention. The computer/­ controller 12 is shown as comprising a non-volatile read/write memory 32, a comparator 34 and an output control 36. Signals from different transducers 38 are fed into the comparator unit 34 of the computer/­ controller 12 via a gate 40. The items 32, 34 and 36 need not be discrete components, and, for example, may be parts of a single component. However, they have been separated in Fig.3 in order to clarify the operation of the apparatus. In order to ensure that recalibration occurs only when the vehicle is in its "nominal state" as described previously, it is necessary for an operator to check that the vehicle is stationary, on level ground, with no brake demand and with all control solenoids de-energised. If the operator considers all these conditions to be fulfilled, he activates an enabling switch 38 to the computer/controller 12 via the gate 40. Unless the operator activates the enabling switch 38, calibration can not take place. When the conditions are fulfilled, and the enabling signal is sent to the gate 40, the inputs from the transducers 10, 18, 20, 22, 24, 28 having analogue outputs are supplied to the comparator unit 34 via the gate 40. The values from the transducers will be zero values for the demand input unit 10 and the decelerometer 28, and tare values for the pressure transducers 18, 20 and the load sensing transducers 22, 24. The zero/tare values are compared in the comparator 34 with the values previously stored in the non-volatile read/write memory 32. As mentioned before, the new readings are qualified against the old readings stored in the non-volatile read/write memory 32 using the following rules:- (i) The new readings must be within pre-set absolute limits to be accepted. (ii) The new readings must be within a pre-set range of currently stored equivalent values to be accepted. If the above two conditions are fulfilled, the new values are then input into the memory 32, and the apparatus is thereby calibrated. The memory 32 and the output control unit 36 thereafter act during operation of the braking system to adjust the relative response to the braking demand of the user, having re-calibrated the system using the new zero/tare values. If the offered zero/tare values do not satisfy conditions (i) and (ii), then the comparator 34 indicates via a diagnostic output line 46 that the signal from one or more of the transducers is not within the acceptable range of values, and that one or more of the transducers is faulty.

Claims: 1. A vehicle braking system of the type having an electronic control computer (12) for determining the extent of application of the vehicle brakes in accordance with given driver braking demands, the system including a plurality of analogue transducers (10,18,20,22,24,28) which provide analogue input signals to the electronic control computer (12) representative of a corresponding, plurality of variable operating parameters, such as driver braking demand, axle load, applied braking pressure and vehicle deceleration, characterised in that, in order to enable recalibration of said transducers, new zero/­ tare figures from each transducer (10,18,20,22,24,28) are entered into the control computer (12) and provided they pass a process of checking, are arranged to override the existing zero/tare data, whereupon they are used by the system until the next zero/tare recalibration service operation is selected. 2. A vehicle braking system according to claim 1, wherein new calibration zero/tare figures are only accepted if a vehicle to which the braking system is fitted is (a) stationary, (b) in a level attitude, and (c) detectably unladen. 3. A vehicle braking system according to claim 1 or 2, wherein new zero/tare figures are only accepted if they lie within predetermined absolute limits, and/or such figures lie within a pre-set range of the stored figures for the respective transducer. 4. A vehicle braking system according to any of claims 1 to 3, wherein recalibration of the zero points or re-establishment of the tare weights is selected by operation of an obscured push-button or buttons or on receipt of a coded signal from test equipment containing a "re-zero" push button.

Inventors: BREARLEY, MALCOLM, MOSELEY, RICHARD BRIAN
Applicants: LUCAS INDUSTRIES PUBLIC LIMITED COMPANY
Application year: 1987
Main classification: B60T8
IPC codes: B60T8, B60T13