An integrated anti-lock braking and traction control system

Abstract: An integrated anti-lock braking and traction control system, and method of utilization thereof, which maximizes the utilization of an actuator (28) in both the anti-lock braking and traction control functions. The actuator includes a piston (54) comprising a rod (56) and a head (52) which divides a bore (36) into first and second pressure chamber (61,62). A first solenoid valve (24) is positioned between the first pressure chamber and a master cylinder (12). A second solenoid valve (68) is positioned between the first and second pressure chambers. Selective opening/closing of the solenoid valves and movement of the piston provides the required function.

Description: The field of the present invention is that of an integrated anti-lock braking and traction control system for a vehicle wheel. Anti-lock braking systems typically modulate the pressure delivered to a wheel brake of a vehicle to prevent the vehicle wheel from locking up in the braking condition. Conversely, traction control systems often incorporate an automatic braking system which actuates a wheel brake to prevent spinning of a vehicle wheel thereby maximizing the traction which can be exerted by that wheel. A more detailed analysis of anti-lock braking systems can be found in US Patent Nos. 5,000,523 and 5,011,237. A more detailed explanation of a traction control system which utilizes actuation of a wheel brake for traction control can be found in US Patent No. 4,976,500. Examples of integrated systems can be found in US Patent Nos. 5,029,950; 5,042,885; 5,147,117; and 4,938,543. Modulation of the vehicle brake pressure is a functional requirement common to the control modes of both anti-lock braking and traction control. Though both control modes do not occur concurrently they can follow each other immediately in any order. For this reason use of a common electrical hydraulic component to provide the anti-lock braking and traction control functions appears logical. The component which is often called a pressure actuator or modulator must be designed such that the transition from one operating mode to another meets all response requirements. The actuator design must consider the requirements for maximum pressure apply loads, maximum pressure decrease, pressure apply and release rates, and volumes compatible with the vehicle wheel caliper (or wheel brake cylinder) characteristics for both anti-lock braking and traction control operating modes. The above should be accomplished with minimum motor power requirements and minimal actuator volume and complexity. One of the major design criterias for an anti-lock braking system is that the first pressure release cycle occur as rapidly as possible. Since the fluid pressure within the wheel brake is typically at a high level at the initiation of the anti-lock braking cycle a slight volumetric change in the control volume exposed to the wheel brake will greatly diminish the pressure within the same (assuming that the wheel brake is exposed to a closed but variable control volume). Therefore, to minimize torque requirements of the actuator (torque is directly related to current requirement of the motor) the actuator should have a relatively small bore with rapid piston movement. In contrast, in a traction control system it is usually necessary to achieve a fairly extreme diminition of the control volume exposed to the wheel brake before the fluid pressure can arise. Accordingly, the actuator should have a relatively large bore with slower piston movement to minimize power requirements on the motor. Therefore, when providing an integrated system which utilizes a common actuator, that which works best for anti-lock braking tends not to work best for traction control and vice versa. It is an object of the present invention to maximize the utilization of the actuator in both the anti-lock braking and traction control functions. To this end, an integrated anti-lock braking and traction control system according to the present invention is characterised over US Patent No. 5,042,885 by the features specified in the characterising portion of Claim 1. The present invention will now be described, by way of example, with reference to the accompanying drawings, in which:- Figure 1 is a schematic view partially sectioned of a preferred embodiment of integrated anti-lock braking and traction control system according to the present invention. The integrated anti-lock braking and traction control system 7 of the present invention includes a master cylinder 12 for supplying pressurized fluid. Connected on the vehicle adjacent a vehicle wheel 14 is a wheel brake cylinder 16 (hereinafter referred to as a wheel brake) which is fluid actuated and which receives pressurized fluid from the master cylinder 12 for restraining rotational movement of the vehicle wheel 14. The wheel brake 16 utilized may be a conventional drum or disc type vehicle brake. An (electronic) controller 18 is also provided. A sensor 20 at the wheel brake 16, determines the rotational speed of the vehicle wheel 14 and a sensor (not shown) determines whether or not a brake pedal 22 of the vehicle is activated. Both sensors feed information to the controller 18. The controller 18 will be cognizant of the rotational condition of the vehicle wheel 14 along with the other vehicle wheels and will provide an appropriate signal in response thereto. The signal will selectively place the integrated system 7 in an anti-lock braking or traction control mode of operation if the condition of the vehicle wheel 14 is within preset parameters. The integrated system 7 has an actuator 28 having a housing 32 with a bore 36 which is multidiametered. Sealably and slidably mounted within the bore 36 is a head 52 of a piston 54 with a connected rod 56. The head 52 divides the bore 36 into first and second pressure chambers 61, 62, with the second pressure chamber 62 being on the same side of the head as the rod 56. Additionally, the second pressure chamber 62 is sealed adjacent the interface of the rod 56 with a sealing member 70. The master cylinder 12 has a first fluid path 41 connection via a (normally open) solenoid valve 24 with the first pressure chamber 61. Connecting the first and second pressure chambers 61, 62 of the bore 36 is a second fluid path 69 having a second (normally open) solenoid valve 68 inserted therein. A third fluid path 72 which intersects with the second fluid path 69 connects the second pressure chamber 62 with the wheel brake 16. Additionally, the master cylinder 12 is connected by a fourth fluid path 64 to the bore 36 via a (poppet-type) check valve 66 which can be activated to an open position by contact with the head 52. A sensor 74 is provided which allows the controller 18 to determine the location of the piston 54 within the bore 36. Alternatively a brushless motor can be utilized and the sensor can determine the position of the piston 54 within the bore 36 by information gathered by the rotation of a motor 50 utilized to power the piston 54. The piston 54 is reciprocally driven by the motor 50 via a drivetrain 80 which is torsionally associated with a drive or ball screw 48. The drive screw 48 is threadably associated with a nut 46 which is nonrotative and is operationally associated with the rod 56 of the piston 54. The check valve 66 has a poppet 65 with a stem 67 for contact with the head 52 of the piston 54 under the biasing of a spring 63. Positioning of the head 52 within a predetermined range will cause the poppet 65 to be open against its spring biasing therefore allowing communication between the first pressure chamber 61 and the master cylinder 12 via the fourth fluid path 64. When the piston 54 is in the home or full position (as shown in Figure 1), the check valve 66 will be held open. The above allows continued brake system operation in cases where there is total failure or blockage in the first solenoid valve 24 or in the first fluid path 41. To provide the most optimum response an efficient drive will be utilized between the drive screw 48 and its threadably engaged nut 46. Therefore when in the illustrated home position, some type of torsional brake will be utilized to keep pressure within the first pressure chamber 61 from backdriving the head 52. Two such braking mechanisms which can be utilized are explained in detailed in aforementioned US Patent Nos 5,000,523 and 5,011,237. During normal brake application both solenoid valves 24, 68 are open. Therefore, fluid flows from the master cylinder 12 via the first fluid path 41 into the first pressure chamber 61 then to the second fluid path 69 past the second solenoid valve 68 to the wheel brake 16. Return flow utilizes the same path. Additionally, there is flow of brake fluid from the master cylinder 12 into the first pressure chamber 61 through the check valve 66. If an anti-lock braking condition is noted by the controller 18 the first solenoid valve 24 will be closed and the second solenoid valve 68 will open or will remain open. The motor 50 will be signalled to power piston 54 downward. The variable control volume of the second pressure chamber 62 exposed to the wheel brake 16 will decrease, however the variable control volume of the first pressure chamber 61 will increase and since the rod 56 is being retracted the total variable control volume exposed to the wheel brake 16 will increase therefore relieving pressure within the wheel brake 16. Pressure reapply will be accomplished by the motor 50 reversing the piston 54. When the anti-lock braking condition ceases, the first solenoid valve 24 will reopen and the piston 54 will travel upward towards its home position which is accomplished by the controller 18 signalling the motor 50 to fully extend the piston 54 upward. As the piston 54 returns, if the pressure within the wheel brake 16 exceeds the pressure in the master cylinder 12 then the check valve 66 will be opened by the pressure differential to allow additional flow to limit the pressure in the wheel brake 16 to that slightly above the pressure in the master cylinder 12. In a traction control situation starting from the home position, the first solenoid valve 24 remains open and the second solenoid valve 68 will be closed. The piston 54 will be driven downward which will increase the pressure in the wheel brake 16 by decreasing the variable control volume of the second pressure chamber 62. A release cycle in traction control will be affected by reversal of the piston 54, that is the piston again extending upward. Cessation of the traction control mode will cause the second solenoid valve 68 to be reopened and the controller 18 to actuate the motor 50 driving the piston 54 upward to its home position. In the present situation wherein there is no sensor to tell the controller 18 where the piston 54 is there is a current feed back (F/B) resistor in the motor control loop. The current is the result of the applied voltage minus the internally generated voltage (counter EMF) divided by the internal impedance of the motor 50. The counter E.M.F. is the product of a voltage constant times the rotational speed of the motor 50. The current is at the maximum value when the applied voltage is at a maximum and the motor 50 is not moving (no counter EMF). The stalled condition is then detected by the maximum current value sustained for a predetermined number of computer loops. If the integrated system 7 is in a prior traction control mode and anti-lock braking is now requested by the controller 18 (due to a change in conditions), before the piston 54 reaches its home position, the first solenoid valve 24 will be closed and the second solenoid valve 68 will be open. The piston 54 will be reversed and travel downward which results in a decreasing pressure to the wheel brake 16. If the integrated system 7 is going through an anti-lock braking mode of operation and traction control is requested before the piston 54 again reaches its home position, the first solenoid valve 24 will be opened and the second solenoid valve 68 will be closed and the piston will be reversed downward to increase the pressure to the wheel brake 16. In the aforementioned methodology of operation, the sensor 74 is not required, however, in an alternative preferred method of operation, the position sensor 74 is required. Normal braking operation of the integrated system 7 is as previously described. The following description explains the sequence of solenoid activation and piston direction in order to change from an anti-lock braking to a traction control mode or vice versa which presents a somewhat faster and more effective manner of operation. This method requires that the piston 54 position information be relayed to the controller 18. Typically for many brake systems a predetermined amount of brake fluid approximating 2.46 cm³ (0.15 cubic inches) is the volume of fluid needed when in a traction control mode of operation for maximum brake pressure for a front-wheel-drive type vehicle. (The set point volume is determined by the pressure volume relationship of the brake lines and wheel brake.) The set point can easily be changed to another set point via software for a rear wheel drive-type vehicle. When the piston 54 is in the home position, if anti-lock braking mode is requested the first solenoid valve 24 will be closed and the second solenoid valve 68 will be opened and the piston 54 will be driven in a retracted direction to lower the pressure at the wheel brake 16. To increase the pressure of the wheel brake 16 the piston 54 will be reversed to an extending direction. When the anti-lock braking condition is terminated, the first solenoid valve 24 will be reopened and the piston 54 will move upward to the home position. If a traction control situation is realized (before a prior anti-lock braking condition has terminated) and the volume of the fluid in the first pressure chamber 61 is less than 2.46 cm³ (0.15 cubic inches), then the first solenoid valve 24 will be opened and the second solenoid valve 68 will be closed and the piston 54 will drive downward to increase the pressure until the volume in the first pressure chamber exceeds 2.46 cm³ (0.15 cubic inches). When the top 55 of the piston 54 reaches position 89 (the position at which the volume of the first pressure chamber 61 is 2.46 cm³), the first solenoid valve 24 will be closed and the second solenoid valve 68 will be reopened and from this point onward traction control pressure apply cycles will be performed by extending the piston 54 and traction control pressure relief cycles will be performed by retracting the piston 54. If the volume of the fluid in the first pressure is more than 2.46 cm³ (0.15 cubic inches), then the first solenoid valve 24 will remain closed (previously closed in the anti-lock braking mode) and the second solenoid valve 68 will remain open and the piston 54 will be driven upwards to the home position thereby increasing pressure in the wheel brake 14 on the first cycle of traction control. For traction control in an initial condition with the piston 54 in the home position, the first solenoid valve 24 remains open and the second solenoid valve 68 is closed and the piston will drive downward until the fluid in the first pressure chamber 61 exceeds 2.46 cm³ (0.15 cubic inches). Brake pressure is now increasing during the downward stroke. After the first pressure chamber 61 obtains a volume equal or exceeding 2.46 cm³ (0.15 cubic inches), the first solenoid valve 24 will then be closed and the second solenoid valve 68 will be opened and the piston 54 will be reversed to extend to increase the pressure at the wheel brake 16 or retract to relieve the pressure at the wheel brake 16 until the traction control condition has terminated. If traction control is terminated by cessation of traction control conditions or by application of the brake pedal 22 then the first solenoid valve 24 will be opened and the second solenoid valve 68 will be opened and the piston 54 will be moved upward to the home position. If in the middle of a traction control situation, an ABS condition is then signalled, the second solenoid valve 68 will be closed (the first solenoid valve 24 is already open and the piston 54 will move upward to the home position. Brake pressure at the wheel brake 16 is now being reduced. If higher pressure at the wheel brake 16 is required (after the first anti-lock braking pressure relief cycle) the first solenoid valve 24 will be opened or remain open and the second solenoid valve 68 will be opened and the piston 54 continues to move upward toward the home position. Pressure at the wheel brake 16 is now equalized or close to the pressure at the master cylinder 12. If a lower brake pressure is required (a second anti-lock braking pressure relief cycle) after the higher pressure cycle, the second solenoid valve 68 will be reclosed and the piston 54 continue upwards to its home position therefore reducing brake pressure to the wheel brake 16. After the piston 54 reaches the home position continued anti-lock braking operation will have the first solenoid valve 24 in a closed position and pressure relief will occur by retracting the piston and pressure apply will occur by extending the piston as in normal anti-lock braking operation. The above described method of operation allows the actuator 28 to minimize power requirements and volume requirements while maximizing response in transitional occurrences of anti-lock braking or traction control operation.

Claims: An integrated anti-lock braking and traction control system (7) for a vehicle wheel (14) comprising a wheel brake (16) for restraining rotation of the vehicle wheel; a master cylinder (12) for delivering pressurized fluid to the wheel brake; a wheel sensor (20) to determine the rotational condition of the vehicle wheel; a controller (18) cognizant of the rotational condition of the vehicle wheel via a signal from the sensor and able to selectively signal the integrated system to an anti-lock braking or traction control mode in response to the signal from the sensor; an actuator (28) comprising a housing (32) with a bore, a piston (54) with a head (52), the head being sealably mounted within the bore to divide the bore into first and second pressure chambers (61,62); a first fluid path (41) connecting the master cylinder with the first pressure chamber; a second fluid path (69) connecting the first and second pressure chambers external to the bore; first and second solenoid valves (24,68) in the respective first and second fluid paths and governed by the controller; threaded drive means (48) operatively associated with the piston; and motor means (50) governed by the controller and torsionally associated with the threaded drive means, the controller actuating the motor means and the first and second solenoid valves to selectively manipulate the pressure within the wheel brake to respond to a normal brake applied or an anti-lock braking or a traction control condition; a rod (56) threadedly connected to the threaded drive means (48), the first pressure chamber (61) being on a side of the head (52) opposite the rod, and the second pressure chamber (62) being on a side of the head adjacent to the rod; and a third fluid path (72) connecting the second pressure chamber (62) with the wheel brake (16); characterised in that the rod (56) is fixedly connected with the head (52). An integrated system as claimed in claim 1, further including a check valve (66) connected with the first pressure chamber (61) allowing fluid flow from the first pressure chamber to the master cylinder (12) when the pressure within the first pressure chamber exceeds that within the master cylinder. An integrated system as claimed in claim 2, further including check valve opening means (67) associated with the piston (54) for the opening the check valve (66) whenever the piston is in a preset location adjacent to the check valve. An integrated system as claimed in any one of claims 1 to 3, further including a piston locator sensor (74) for making the controller (18) cognizant of the location of the piston (54) within the bore (36). An integrated system as claimed in any one of claims 1 to 4, wherein the drive means is backdriveable by a pressure force acting on the piston (54) and wherein there is a torsional brake means to lock the piston at a given position to prevent pressurized backdriving of the piston. An integrated system as claimed in any one of claims 1 to 5, wherein the rod (56) is operatively associated with a nonrotative nut (46) and wherein the drive means includes a drive screw (48) threadably engaged with the nut. An integrated system as claimed in any one of claims 1 to 6, wherein the controller (18) is programmed to return the piston (54) to a home position whenever a normal brake apply mode is signalled. A method of utilizing an integrated system as claimed in any one of Claims 1 to 7, comprising opening the first and second solenoid valves (24,68) to allow normal brake apply; closing the first solenoid valve (24) and opening the second solenoid valve (68) and moving the piston (54) to increase the volume of the first pressure chamber (61) to diminish the pressure within the wheel brake (16) on an anti-lock braking pressure relief cycle and reversing the piston to increase the pressure on an anti-lock braking apply cycle by extending the piston to diminish the volume of the first pressure chamber; and opening the first solenoid valve and closing the second solenoid valve and moving the piston to decrease the volume of the second pressure chamber to increase the pressure within the wheel brake on a traction control pressure applied cycle and reversing the piston on a traction control release cycle. A method as claimed in Claim 8, wherein during normal brake apply the piston (54) is maintained at a home position. A method as claimed in Claim 9, wherein when the controller (18) switches to an anti-lock braking mode from a previous mode wherein the piston (54) is not at the home position, the piston is extended towards the home position and the first solenoid valve (24) is opened and the second solenoid valve (68) is closed to relieve the pressure within the wheel brake (16), and the second solenoid valve is re-opened to provide an anti-lock braking reapply cycle, and the second solenoid valve is re-closed to provide an anti-lock braking secondary relief cycle and then as the piston returns to the home position continuing anti-lock braking operation by closing the first solenoid valve and opening the second solenoid valve and retracting the piston to provide anti-lock braking pressure relief cycles and extending to piston to provide anti-lock braking pressure apply cycles. A method as claimed in Claim 9 or Claim 10, wherein during traction control mode, the piston is moved toward a predetermined position (89) wherein there is a predetermined amount of fluid in the first pressure chamber (61) and, if the first pressure chamber has more than the predetermined amount at the beginning of the traction control mode then the first solenoid valve (24) is closed and the second solenoid valve (68) is opened to provide a pressure apply cycle and thereafter on reaching the predetermined position the second solenoid valve is closed and the piston is retracted for traction control pressure apply cycles and extended for traction control pressure relief cycles, and when the first pressure chamber has less than the predetermined amount then the first solenoid valve is opened and the second solenoid valve is closed and the piston is retracted for pressure apply cycles and extended for pressure relief cycles.

Inventors: HAMMERSMITH ROBERT JAMES, PARKER DONALD LEE, PAUL RONALD, SCHENK DONALD EDWARD, TIERNEY GORDON LEO, HAMMERSMITH, ROBERT JAMES, PARKER, DONALD LEE, PAUL, RONALD, SCHENK, DONALD EDWARD, TIERNEY, GORDON LEO
Applicants: GEN MOTORS CORP, GENERAL MOTORS CORPORATION
Application year: 1992
Main classification: B60T8
IPC codes: B60T8