Abstract:
A brake slippage control is described where the difference Δλ between an acceptable brake slippage λ* and the actual brake slippage is determined. The difference Δλ is supplied to a control amplifier and converted into actuating times for a brake pressure control unit. Magnitude and increase of the reference value required for forming the slippage values λ and λ* is from time to time actualized when the control is switched off.

Description:
BACKGROUND OF THE INVENTION 
     The invention relates to a brake slippage control wherein the deviation of a signal corresponding to the wheel speed from prescribed portion of a reference speed approximated to the vehicle speed is determined and used to change the brake pressure. 
     In known slippage controls for vehicles, a reference value is recovered from the speeds of one or several vehicle wheels and approximated to the curve of the vehicle speed. One or several percentages of this reference value are formed and compared to the speed signal of the wheel. When the wheel speed signal falls below or exceeds these percentages (e.g. 95% and 80%), which serve as thresholds, control signals are derived and a brake pressure control unit is activated for pressure variation. 
     SUMMARY OF THE INVENTION 
     According to the invention, the deviation Δλ, is supplied to a control amplifier which is provided with a proportional-differential conversion property having a resettable integral portion. The output signal ±U of the control amplifier is used for actuating a brake pressure control unit comprising hydraulic valves. The magnitude and sign of the output signal determine the time during which pressure is built up, reduced, or maintained constant. The control is temporarily interrupted for a short period in which the reference speed and the increase thereof are actualized. 
     During the controlled braking of a vehicle wheel in regular operation, a brake slippage value is selected which corresponds to the maximum adhesion coefficient of the wheel in longitudinal direction. To improve control over the vehicle, it is possible to apply a selected underbraking to the wheel via an externally triggered operator action. The control generates very small brake pressure amplitudes which is advantageous with regard to comfort and energy consumption. Since the evaluation carried out is slippage-defined, the control has an improved robustness against interferences as compared to those controls operating in dependency upon the wheel acceleration. The clearly arranged design, the small memory capacity which is required and the small number of parameters are of interest with respect to realizing a microcomputer. 
    
    
     BRIEF DESCRIPTION OF THE DRAWING 
     FIG. 1 is a block diagram of a control circuit; 
     FIG. 2 shows the characteristics of the control amplifier; 
     FIG. 3 shows the relationship of the various speeds to time; 
     FIG. 4 is a possible characteristic curve of the control output; 
     FIG. 5 shows the brake pressure as a function of wheel slippage. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     In FIG. 1 a wheel brake 1 affects the controlled system 2 including the systems wheel, tire and road. This controlled system 2 has the input values braking torque T B  and vehicle speed V veh  and the output value wheel speed v w . The measured wheel speed signal v w  is supplied to a slippage calculator 3 to which a reference value v Ref  from block 5 is also supplied. Further, this reference value v Ref  is also supplied to a desired slippage calculator 4 which determines a desired slippage value λ*, e.g. 5%. The desired slippage calculator 4 can be actuated via terminal 6 and switched over to another value (e.g. in a curve). 
     The slippage λ which is formed in the slippage calculator 3 according to the relation 
     
         λ=1-v.sub.w /v.sub.Ref 
    
     is, in a comparator 7, compared to the desired slippage λ* and the deviation Δλ is supplied to a control amplifier 8. The latter essentially has proportional-differential transmission properties between the control deviation Δλ and its output value U, a resettable integral portion (i.e., the I-portion is reset for (U 2  (K-1)≧T min ), a dependency of its amplification upon the reference speed v Ref  and logic scans which serve to apply various control rules depending upon the preceding sign of Δλ and d Δλ/dt. 
     With the deviation 
     
         Δλ=λ*-λ 
    
     the following relations apply: ##EQU1## According to 
     
         U=(Up+Ud+Up4+Umem) * Ku.sub.(vRef) 
    
     the control value is composed of the individual portions. Umem is here the I-portion, which can be calculated from ##EQU2## The letter K is an index for the scanning interval. Further, the I-portion Umem is set to zero when the control is interrupted by a switch 9, for example. 
     The factor Ku.sub.(vRef) allows for the vehicle speed dependency of the parameters of the controlled system. Ku is a function of v Ref , e.g. Ku=a 0  +a 1  *v Ref , for a 0 , a 1  =const. 
     FIG. 2 gives the characteristics of the control amplifier for certain values of Δλ and d Δλ/dt without integral portion. P means proportional, D differential. 
     The block 5 extrapolates the reference speed v Ref  from scanning point (K-1) to scanning point (K) according to 
     
         v.sub.ref (K)=v.sub.Ref (K-1)-Bx * Ta 
    
     where Ta is the time interval between scanning points. Moreover, in suited time intervals (adjusting phases) it can interrupt the slippage control in order to update the estimated vehicle deceleration Bx (gradient of the reference speed) as well as the reference speed itself. The reference speed must correspond to a wheel speed where stable wheel characteristics are observed. 
     The adjusting phase begins when the all of the following conditions are fulfilled: 
     1. After the last adjusting phase, the desired slippage λ* has been exceeded at least once, 
     2. After the last adjusting phase, a time of at least T Amin  has passed, 
     3. for the control deviation Δλ&gt;0 applies, 
     4. and d Δλ/dt&gt;0. 
     The adjustment of v Ref  and Bx is carried out as follows: If the above conditions are fulfilled, pressure is maintained for a period Tmean, i.e. control is interrupted by opening the switch 9. During this time λ is averaged. The averaged slippage is used to update v Ref  and Bx: 
     
         v.sub.Ref,new =v.sub.Ref,old * (1-λ) 
    
     
         Bx.sub.new =(T.sub.o Bx.sub.old +V.sub.Ref,new)/(1-λ) (T.sub.A +T.sub.o) 
    
     In the equations 
     
         ______________________________________v.sub.Ref, new&#39; Bx,new        are the actualized valuesv.sub.Ref,old&#39; BX,old        . . . the values before the actualization.v.sub.A      . . . the reference speed after the        last adjustmentT.sub.A      . . . the time elapsed after the last        adjustment,To           . . . a constant to be prescribed.______________________________________ 
    
     FIG. 3 clarifies this procedure. The time interval Tmean is preferably set equal to the duration of the amplitude of the lowest occurring natural frequency in the wheel-tire-road-system (e.g. 80 ms). The adjustment phase is then terminated and switch 9 can be closed again. The adjustment phase can already be terminated before Tmean elapses if an interference causes the control deviation to strongly increase. 
     If several wheels of a vehicle are controlled in accordance with the invention, the reference speeds contain redundant information on the vehicle movement. It is, hence, suitable when a common vehicle deceleration Bx is determined with all wheels; i.e. each wheel can update the estimated vehicle speed by applying the described adjustment conditions. The reference speeds themselves, however, are formed individually for each wheel. An additional safety feature against unacceptable decreasing of the reference speed can be achieved by calculating a lower limit 
     
         v.sub.Ref,min =α v.sub.Ref,max 
    
     based on the maximum speed v Ref ,max. The reference speeds of the other wheels must not fall below this limit: ##EQU3## The index indicates the numbering of the wheels, the variable α can assume the value 0.8, for example. 
     When the switch 9 is closed, the output signal U of the control amplifier 8 is equal to the input signal of a correction element 10. The latter corrects the input signal U so as to become an output signal U 2  such that different pressure gradients can be allowed for. 
     The pressure gradient resulting from opening one of the valves depends upon the pressure difference effective at the valve, hence, also upon the pressure prevailing in the wheel brake cylinder itself. The vehicle deceleration or a substitute value corresponding thereto, e.g. Bx, can be used to estimate this pressure. This variable Bx is used in the correction element 10 in order to convert the control output variable U into U 2  such that the following applies for good approximation: 
     
         ΔP=b * U, b≈const. 
    
     wherein ΔP is the wheel brake pressure change resulting from U and b is a proportionality factor approximately constant for most of the operating conditions. 
     The correction, for example, can be carried out according to the equations ##EQU4## wherein a 1 , a 2 , a 3 , a 4  and a 5  are constants which can be determined in a driving test. 
     U 2  is hence proportional to U but by means of Bx, it is corrected such that in case of different pressures for the same values for U, approximately the same pressure changes ΔP result. 
     The wheel brake pressure P is selected by means of hydraulic valves 12. A 3/3 valve can be used for example. 
     The valves are operated by prescribing the valve opening time ΔT while the following conditions apply: 
     ΔT&gt;0: The inlet valve is opened for a time |ΔT| then closed again. The outlet valve remains closed (pressure build-up). 
     ΔT&lt;0: The outlet valve is opened for a time |ΔT| and then closed again. The inlet valve remains closed (pressure reduction). 
     ΔT=0: inlet valve and outlet valve remain closed. 
     A block 11 with a nonlinear characteristic curve forms the opening time ΔT from the corrected control signal U 2  ensuring that the valves cannot be operated when |U 2  | is too small. Also, time delays Tt + , Tt -   can be considered in the response of the valves. 
     FIG. 4 gives a possible characteristic curve. 
     FIG. 5 represents the brake pressure P as function of the determined wheel slippage. This serves to explain the control procedure. At the time t 1 , a new estimate for v Ref  and Bx is available which has been instantaneously recovered (adjustment). Switch 9 is closed and a desired slippage λ* is selected. Since this can never be done with absolute accuracy, there will always be a small control activity. If all four adjustment conditions are met during the control procedure, switch 9 is opened again and the slippage decreases. Based on this adjusting condition, a new reference is formed such that the slippage calculated therefrom turns out to be ≈0. This again is a basis to adjust λ*, etc. λ* is assumed to be a constant. (e.g. 5%). 
     
         ______________________________________Variables used:______________________________________v.sub.R      wheel speedv.sub.F      vehicle speedv.sub.Ref    reference speedv.sub.Refl   lower limit for reference speedsv.sub.Ref, max        maximum reference speedsv.sub.A      reference speed after preceding        adjustmentBx           estimated vehicle decelerationλ     brake slippageλ*    desired slippage.sup.-- λ        average slippageΔλ*        desired value for slippage change        (constant)Δλ        control deviation in slippageλ.sub.ext        external operator actionTa           scanning interval periodΔT     period of valve openingΔTmin  minimum valve opening timeT.sub.t.sup.+/-        correction constantsT.sub.A      time elapsed since last adjustmentT.sub.Amin   minimum time between two adjustmentsT.sub.mean   time for determining the averageTO           constant to be prescribedU1, U2, U    control signalsUp, Ud, Up4, Umem        portions of UKp, Kd, Kp4, Ki, Ku        amplification factorsal, . . . , a5        constants to be prescribedP            wheel pressureΔP     wheel pressure changeMb           braking torqueα      proportionality factorb            proportionality factorK            index for intervali            index for wheel______________________________________