CA1067182A - Anti-skid control system employing integral-plus-proportional control of pulsed modulation - Google Patents
Anti-skid control system employing integral-plus-proportional control of pulsed modulationInfo
- Publication number
- CA1067182A CA1067182A CA240,437A CA240437A CA1067182A CA 1067182 A CA1067182 A CA 1067182A CA 240437 A CA240437 A CA 240437A CA 1067182 A CA1067182 A CA 1067182A
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- output
- acceleration
- modulation
- coefficient
- signal
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1763—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to the coefficient of friction between the wheels and the ground surface
- B60T8/17633—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to the coefficient of friction between the wheels and the ground surface based on analogue circuits or digital circuits comprised of discrete electronic elements
Abstract
ANTI-SKID CONTROL SYSTEM EMPLOYING
INTEGRAL-PLUS-PROPORTIONAL
CONTROL OF PULSED MODULATION
ABSTRACT OF INVENTION
In an anti-skid type control system for automotive vehicles, apparatus for maintaining wheel slip in a region of values associated with a maximum coefficient of road friction. Periodic modulation of the wheel brake torque in conjunction with wheel acceleration measure-ment are employed to determine the variation of the coefficient of road friction from an optimum value, while integral-plus-proportional control of the pulse modulation allows compensatory variation of the wheel torque and slip condition to a condition providing the optimum coefficient of road friction.
INTEGRAL-PLUS-PROPORTIONAL
CONTROL OF PULSED MODULATION
ABSTRACT OF INVENTION
In an anti-skid type control system for automotive vehicles, apparatus for maintaining wheel slip in a region of values associated with a maximum coefficient of road friction. Periodic modulation of the wheel brake torque in conjunction with wheel acceleration measure-ment are employed to determine the variation of the coefficient of road friction from an optimum value, while integral-plus-proportional control of the pulse modulation allows compensatory variation of the wheel torque and slip condition to a condition providing the optimum coefficient of road friction.
Description
COPENDING APPLICATIONS
1. U.S. Patent No. 3,930,688 issued January 6, 1976 to James E. Rau, et al, for Anti-Skid Control System.
~ACXGROUND OF 1~ INVENTION
A large body of art exists in the art of anti-skid control systems for the braking of braked vehicles. In general, such devices are intended to avoid or prevent wheel-lock in the driver's operation of a wheel braking system, while both improving lateral stability and reducing the braking distance within which the vehicle is stopped. In other words, the effects of overcontrol (due to the operator's performance ',`
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limitation~) are avoided without increa~ing the stopping distance. A review of repre~entative prior art i~
included in U.S. Patent 3,790,227 i~ued to L. C. Dozier for Brake Control System. Further related art i~ al~o disclosed in U.S. Patent 3,930,688 mentioned above.
In general, such prior art is directed to the prevention o~
~ack-knifing (due to loss of lateral stability) in tractor-trailer com-binations, as well as in minimizing the stopping distanceæ therefor, and are thus intended to cooperate with the air brake type systems normally employed on such vehicles. Such air brake type systems demonstrate a slower dynamic response than the hydraulic systems employed on smaller conventional passenger type auto biles, due to the increased compres-sibility of the gaseous fluid employed over that in a hydraulic system.
Therefore, prior art anti-skid control systems may involve a single control mode representing compromise of the control requirements for a limited combination of vehicle type, vehicle loading and road condition;
or may employ several control modes alternatively and include means ~or switching between such modes as the vehicle response ~i.e., combinations o~ wheel speed and acceleration values) manifests changes in vehicle condition or road condition. In such latter, self-adaptive type of system, the longer vehicle response time, relative to the shorter times ~or electronic device switching and computing, permits the use of ~airly sophisticated electronic control progra~ming, while the investment and cost of the tractor-trailer and associated cargo warrants the cost of such control sophistication.
That skidding associated with overbraking and which is sought to be avoided by anti-skid brake control systems is caused by the road torque applied to the tire being less than the braking torque applied to the wheel. Similarly, high engine torque^to-vehicle weight ratio vehicles (such as police cars and high performance sport cars) may ~requently skid or lose traction when high accelerations are called for by the operator, resulting in swerving, fishtailing and potential loss of vehicle control. Thus, it has been d~scovered that such high-acceleration control problem is analogous to that of anti-skid brakin3, in that more road torque is called for than the road-tire combi~ation can provide. Because of this analogy between the acceleratioa-skid problem and the braking-skid problem, an anti-skid computer may also be adapted to control of an automotive engine, say in con~unction with an electronic ignition control system, to prevent 1088 of vehicle control while allowing a maximum utiliza~le acceleration under the specific road-tire conditions actually encountered.
SUMMARY OF THE INVEN~ION
By means of the concept of the sub~ect invention, there is provided high speed computational means ~or anti-skid control of an automotive vehicle and which does not require brake pressure monitoring nor multiple control des, nor mode control-switching based on brake pressure monitoring nor monitoring of preselected rates or combinations of conditions of velocity and acceleration.
In a preferred embodiment of the invention, there is provided apparatus for maintaining wheel slip of the vehicle in a region oi values ~' ' ^`- 106718Z
associated with a maximum coe~icient o~ road friction. Periodic modu-lation of the wheel torque is employed in con~unction witb wheel acceleration meaæurement to determine the sense of the variation of the coefficient of` ~oad friction p from an optimwm value as a function of wheel slip, s, -~
while integral-plus-proportional control o~ the pulse modulatlon allows compensatory variatlon of the wheel torque and slip condition to a con-dition providing the optimum coe~ficient o~ ~riction. In other words, the sense of the slope ~ = ds of the y versus 81ip curve is determined and, in a braking application, a positive slope measurement causes increased brake pressure and a negative or zero slope measurement results in a reduction in brake pressure. Such variation in ~U = ddP , the slope of the coe~icient of friction versus sli~ may be detected by comparing the time-averaged wheel acceleration over a torque modulation interval or duty cycle with the time-averaged acceleration over the modulation cycle, for exam2le.
More specifically, the lnvention can be deflned -~1 as providing in an anti-skid type control system for wheeled vehicles having both braked wheels and a pr.':
mover for applying an accelerating torque to sald wheels, apparatus for maintaining wheel slip s in a region Or values aqsociated with a maximum coefficient of road friction ~, comprising first means for determining the variation of the coerficient of friction from a maximum value and including pulse modulation means for periodically increasing and decreasing alternately an alternative one of a braking action and accelerating torque; and second means respon~ive to said first mean~
for changing ~aid alternative one of an applied braking action and an applied accelerating torque in such sense as to increase said coefficient of friction and including . .
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integral-plu~-proportional control mean~ ~or both applying . the pul~e modulation of ~aid pul~e modulation mean~ and bia~ing the average 3y~tem acceleration condition about whlch such modulation i9 applied, said modulation being varied in a ~ense to maximize said coefficient Or friction. ~ :
These and further features Or an embodiment Or the invention will become apparent from the following description, taken together with the accompanying drawing~
in which: -BFl~ DESCRIPTION OF THE DRAWINGS : :
FIG. 1 is a functional block diagram of a system embodying ; the concept of.the invention;
FIG. 2 is a block diagram showing the system of FIG. 1 in ~uller detail;
FIG. 3 i9 a family of time histories, illustrating the representative responses of various parameters of a system embody~ng the concept of the invention;
. FIG. 4 is an exemplary curve of the coefficient of friction : -.: versus wheel slip for a vehicle in which the inventive system may be advantageously employed;
: FIG. 5 is an exemplary curve of road torque versus normalized wheel velocity, showing the mirror image relationship thereof to FIG. 4;
FIG. 6 is a block diagram showing more fully the functional organization and arrangement of the novel aspects of the system disclosed . in FIGs. 1 and 2;
; FIGs. 7A and 7B are two sets of representative time histories : of the duty cycle output of element 55 of FIG. 6 (and corresponding to the control output of element 14 in FIG. 2), and showing the effect upon the average brake pressure as a function of a duty cycle change in the modulation of the applied brake pressure in a brake control application;
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FIGs. 8A, 8B and 8C are exemplary time historles of the resultant wheel acceleration occurring in response to the cyclical ramp brake pressure modulations applied under different conditions of sllp;
FIG. 9 is a block diagram showing the structural arrangement and cooperation of elements 14 and 11 of FIGs. 2 and 6 in further detail; and ; FIG. 10 is a block diagram of an alternative arrangement of ,, the structural combination of FIG. 9.
In the figures, like reference characters refer to like parts.
DES~ ION OF THE ~H~RK~D EMBODIMENTS
The fundamental param~2r which permits control of an automobile, ~ or other ~elf-propelled wheeled vehicle, is the force of friction which exists between the road surface and the vehicle's wheels. This force permits the vehicle operator to accelerate, decelerate, and steer the ~ vehicle. The phenomenon of skidding occurs when a maneuver ccmmanded .~ by the vehicle operator requires more fri ~ onal force than the road-tlre surface can supply. Depending on the maneuver commanded, the operator ~ may flnd that he has.lost control of the vehicle when skidding occurs, :~ and the vehicle moves in a path determined by its angular and translational mcmentum and the road-tlre forces.
Stopping capability in an automotive braking system i8 funda-menta~ly determined by the character of the road-tire surface, and this .. character is more frequently described by the coefficient of friction, ~, whereJu is definod ~s the ratio of the frictlonal force which resists the . ;
: -6_ tion between two surfaces to the normal force between them (i.e., the force perpendicular to the desired motion). With rolling surfacesJu is also a ~unction of the parameter slip, s, defined by the expression:
;~ s ~ V W = 1 ; where:
VW = Braked wheel velocity VR = Vehicle, or unbraked wheel, velocity.
, , Exten~ive studies of the nature of the variation ofju with slip made over a wide variety o~ road surfaces, tires, and road conditions in general show that the representative shape of the ~-slip curve for ; almost a}l surfaces is somewhat s~m~lar to that shown in FIG. 4. The ; significa~t aspect of this curve is that a maximum value ofJD occurs.
The specific shape of the curve is unimportant since it may vary widely with conditions, including velocity. The occurrence of the maximum - value means that an anti-skid braking system should preferrably be ; operated such that braking occurs at this peak if minimum stopping -~ distance (maximum stopping efficiency) is to be achieved.
Lateral stability is inherently related to the stopping problem. The best that can be done to preserve lateral stability is to "keep the wheels rolling" (i.e., avoid lock-up). It is appreciated that if the system can seek and hold the peak of theJ~-slip curve, the :~ , wheels will continue to rotate. Note that loss of lateral stability is not to be confused with pulling the vehicle in transverse direction as :'' .
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a result of unbalanced road-tire forces. ~owever, steerability, similariy as lateral stability, requires that the wheels keep rolling.
Severe buffeting of the vehicle and/or its suspension and steering 3ystem is caused by the sudden application o~ large ~orces or by periodic application of smaller forces at a periodic rate near the resonance of some oscillatory mode of the vehicle's suspension system.
If the system is adapted to detecting small deviations ~rom optimum operating conditions and to compensate by means of only small force variations, then the probability of exciting resonant modes is minimized From the foregoing it is to be appreciated a key factor in achieving the desired perfor~ance properties in an aut~mated, anti-skid i braking system is very short response time of the control system. This ... .
implies, not only short computer solution times, but a high speed, hydraulic-powered actuating system capable of operating at 10 hertz, or better. The slow, vacuum (or air) powered systems have response frequencies of the order of 2-3 hertz and are simply incapable of pro-viding corrective of the order to hold the ~rslip peak closely; thus, their corrections must of necessity be larger, and the risk of exciting unwanted oscillations is increased.
Referring now to FIG. 1, there is illustrated an anti-skid system embodying the concept of the invention. There is provided means 10 for controlling an alternative one of a brake control system and vehicle prime mover, whereby the wheel acceleration of an associated wheeled vehicle may be controlled. In all references in this speci-fication, the term wheel acceleration sh~l~ be understood to include decelera~ion or negative values of acceleration which tend to reduce '`
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wheel speed, as well as positive values of wheel acceleration which tend to increase wheel speed.
Also employed in the arrangement o~ FIG. 1 is an EPUT (events ~er unit time) device 11 in cooperation with a wheel sensor for digitally determining the velocity of a vehicle wheel sub~ected to control. Such EPUT devices and wheel sensors are known in the art as indicated by the illustrated cooperation of element 35 in FIG. 3 of U.S. patent 3,805,089 to Rau et al for Acceleration Measurement Device. There is further pro-vided means 12 responsive to ~ul means 11 for determining the variation of the coe~ficient o~ road friction, ~, of a utilizing rehicle irom a maximum value, ~max Control means 10 is responsively coupled to the output of element 11 for compensatorily changing the applied torque on a vehicle wheel under control, for controlling the ælip thereoi such as to improve the value oi ~, the associated road coeiiicient oi iriction. Thus, in normal operation oi the above-described arrangement closed loop or negative ieedback cooperation is eiiected to maximize the parameter, ~.
Controller 10 may include a proportional type electrohydraulic valve having a modulation control input applied from a periodic on-o~
type modulation source, whereby the resultant brake torque applied to a braked wheel may be perturbed in a ramp iunction fashion or alternately increased and decreased about a reierence torque or operating condition.
,~., Such perturbation results in the wheel slip, s, oscillating about the average wheel slip associated with the reference brake torque.
Associated with such perturbation, ~ s, in the nominal wheel slip is an a3sociated change or perturbation in the coefficient oi road friction, ~.' ~067~8Z
~JU. As may be appreciated from FIG. 4, the ratio ~ = KJa is the slope of the curve ~ va s, a positive slope (sgn/KJu = (+)) occurring for values of slip below that associated with the maximum value ofJI~
a negative slope (ægn/~ z (-)) for values of slip above that associated with the maximum value ofJu, and a zero slope (K~ = 0) being associated with the maximum value of)au Thus, by merel~ determining the sense o~ K~
a~d continuously ad~usting the wheel ~lip, 8, in the ~rection of the point of maxima (or zero slope), the most efficient stopping or acceleration control may be e~ected.
RecQl~ing certain basic relationships, it is to be appreciated s, ~ , that the ~ versus slip curve of FIG. 4 is a mirror image of a curve ofJu versus normalized vehicle velocity, Vv. Also, road torque TR is pro-portional to the product of ~ and vehicle load, as to be a function of slip (8)~ vehicle weight and wheel radius. Therefore, a curve of road torque TR versus vehicle velocity is also a mirror image of FIG. 1l Brake torque, TB, is proportional to brake pressure.
Now, in a braki~g situation, wheel acceleration C~W is proportional to and arises due to a net torque or difference, ~T
between the brake torque TB and road torque TR.
In a nominal brPk~ng situation, an average applied brake pressure provides an average brake torque TB which establishes a nominal operating slip (s) at which the average road torque TR
approx~mPtely balance (TR - TB ~ ) I~ a periodic ramp-type ~:~ ' o "
''' .
modulation (~ TB) of the brake pressure is applied to such average - brake pressure, the wheel slip (s) is caused to oscillate about the nominal slip value as the perturbed whee} seeks a new balance between q (TR TR0 + ~TR) and brake torque (TB = T + ~T ) If, due to the slip condition and larger total vehicle load to wheel inertia, the vehicle acceleration is small with respect to the ~; wheel acceleration, it can be demonstrated that the rate of change of d ~
wheel acceleration dt w tends to be somewhat proportional to the ~lope, K)1, of the p ver8us slip curve (of FIG. 4).
Accordingly, it has been discovered that such 910pe, ~, may be determined by llnearly dithering, or periodically perturbing in a ramp function, the brake pressure and measuring the xesultant changes in wheel acceleration.
one mean8 of determining the sense of K~ is shown more particularly in the detailed arrangement of FIG. 2 in which the sense of the difference is determined between the two time-averaged accelera-tion measurements, Al (averaged over, say, the interval of the perturbed brake pressure increase and A3 averaged, say, over the perturbation periodicity of the brake pressure increase and decrease.
. Referring now to FIG. 2, there is f rther illustrated in block diagram form means for implementing the functional arrangement of FIG. 1. There is provided clocked time- dulation means 14 having a control input 15 for providing periodic ramp modulation of element 13. Periodic modulation source 14 may be of a pulse width modulation type, in which the duty cycle or ratio of on-time pulse duration to on-time plus off-time is varied and the pulse cycle or periodicity is fixed. Alternatively, such time-modulator may employ either a fixed on-time pulse duration or fixed off-time and a variable periodicity.
Such modulation means 14 may also include a proportional type controller such as an electrohydraulic control valve for converting such time- dulation or pulse width modulation into a ranped analog output for controlled perturbation oi a fluid braking system about a nominal control operating point or nominal operating condition.
~ here is also provided in FIG. 2 first and second means 16 and 17 responsive to EPUT device 11 for determining the time-averaged wheel acceleration over a respective one of mutual exclusive time intervals of the perturbation control cycle generated by element 14.
Because of the time-controlled operation thereof, elements 16 and 17 are further responsive to clock signals from element 14 for appropriately gating such operation, as i8 well understood in the art. For example, element 16 may be gated to respond to wheel motion during an interval of a perturbation decrease in brake pressure (corresponding to a dA
positive slope dtW of wheel acceleration Aw) and element 17 may be gated to be responsive to wheel motion over either the remainder of or the entire period of the modulation control cycle or periodicity provided by element 14.
A comparator 18 responsive to the two acceleration measurements provides an output indicative of the difference therebetween. Buffer storage may be employed between the inputs to element 18 and the outputs . ..
o~ elements 16 and 17 in order to allow a comparison o~ such outputs as is well understood in the art. The output o~ comparator 18 is coupled to a time-modulation control input of modulator 14 by means of integral-plus-proportional signPlling means 19. In other words, .~ element 19 provides a time- dulation control input to element 14 indicative o~ the output of element 18 and the time integral o~ such output as shown more particularly in FIG. 6.
. Referring to FIG. 6, there is shown the device of FIG. 2, in ~uller detail, in which the output o~ dulator 14 periodically . perturbs, say, an electrohydraulic trans~er valve in a braklng system G, (not ~hown) by a pressure decrease signal initiated at a cyclical time to and enduring ~or the interval to to tl, and then removal o~ the pressure dump signal during tl to t2 (corresponding to a pressure ramp . increase interval), the remainder of the periodic modulation interval to to t2. The wheel velocity measured by EPUT device 11 (of FIG. 2) for each of the pressure switching times to, tl and t2 is gated into associated bu~fer storage means as as~ociated velocity values V0, V
and V2. Thus, the average wheel acceleration A3 over the periodic modulation interval, to to t2, may be determined by the dif~erential expression:
A3~ t2 t = ~V20 (2) and the average acceleration Al during a brake pressure ramp increase interval (tl to t2) may be determined by the expression:
'' , ' , ., .' . .
:: -13-A~ t = ~b (3) Where a fixed interval is used for the periodic modulation interval, a fixed scaling or gain constant may be æub~tituted for ~ in Equation (2).
However, in a preferred embodiment, a fixed interval may be used for the pressure increase ra~p (tl to t2) portion o~ the dulation lnter~al, whereby a ~ixed scaling or gain constant may be substituted for A t in mechanization of Equation (2) for determining Al, and the pre8sure dump lnterval (to to tl) is varied. ~hus, the dulation interval (to to t2) is similarly varied and a variable gain term employed for in mechanization of Equation (3) for A3. For example, in FIG. 6 a comparator 16' is provided ~or comparing Vl and V2, occurring at the beginning and end, tl and t2, respectively, of the ramp increase portion of a pressure modulation cycle (provided by element 14). Such comparison V21 = V2 - Vl) may be gain scaled by the fixed factor KA = ~ ~
which ~actor may be conveniently included in the scaling o~ comparator 16', itself. Alternatively, such fixed gain-scaling may be provided by a separate gain element 118, as is well understood in the art. A second comparator 17' is provided ~or comæaring V0 and V2, occurring at the beginning and end, tl and t2, respectively, of the pressure modulation cycle. Variable gain scaling of the resultant co~parison, ~ V20 is :
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106718Z ~`
required in order to obtain a proper indication of the sverage acceleration A3, because of the variable nature of the period ~t20 - t2 - to ~ over which such comparison is made. Accordingly, the :~
ga~ term ~ i8 made to vary inversely with (t2-to). In the case of the gain scaling for Al = KA ~V21 being done at element 118, then the ; gain term ~ for av20 will be madeaqual to the ratio ( ~t21 = ~ ).
Thus, , A3 KA ~ V20 = KA ~A ~t20 ~V20 t2 ~ to (4) Where ~A~t20 . which reeult corresponds to Equation (2) above. The mechanization of . such variable gain term K~ by means of the ad~ustable element 17B in FIG. 6 is well understood in the art and may be accomplished, for example~ by a multiplier or gain control element in a ~eedback arrangement, the control input thereto being responsive to the value . of the interval ~t20 (provided by a clock and counter) and gain scaled by the amount KA.
Such average acceleration or gain-scaled dif~erential velocity signals are compared by a comparator 18 for providing a signal indicative of the sense of K~, the slope of the ~ versus slip curve (FIG. 4).
Because the sense of such signal is of more slgnificance than the .. magnitude thereof, a bipolar signal l~mlter 20 is preferrably provided .,', .
' ' .
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. -15-~ i , ~.. .
j ., ...~.,, to limit the response to signals of varying dynP~c range or amplitude. Such limiters are well-known in the art and, in analog form, are represented bg pairs of oppositely-poled, shunting diodes and preselectively thresholded. See, for example, element 44' in FIG. 5 of U.S. patent 3,175,786 issued to A. A. Frank, et al, for Xelicopter Flight Control System. The limited output of element 118 is applied as a duty cycle (D.C.) control input to duty cycle dulator 14 in such sense as to tend to drive the amplitude of the output of comparator 18 to a null, as will be explained re fully in connection with FIGs. 8A a~d 8B.
Referring to FIGs. 7A and 7B, there are illustrated two families of time histories of the response of a wheel braking system such as that of FIG. 2 in response to dulator 14 (according to FIG. 2 or 6). Curve 25 depicts a representative two-state dulation signal output from variable duty-cycle dulation means 14 and applied to an electrohydraulic fluid control valve in brake control system of the type contemplated by the invention and described, for example, in U.S. patent 3,790,227 to L. C. Dozier for Brake Control. Curve 26 represents the fluid pressure response of the control valve to the binary state changes of the applied input thereof (curve 25), while curve 27 represents a mean, or short period average of pressure response of curve 26. In FIG. 7A, a nominal duty cycle (ratio of pressure-dump time, to-tl, to total modulation periodicity, to to t2) is shown, whereby a flae or unchanging average pressure is achieved (curve 27 in FIG. 7A).
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In other words, the valve is periodically excited or turned-on (curve 25 at time to to tl) by the output of element 14, resulting in a "pressure dumping" or short circuiting of the brake pressure fluid circuit, (curve 26 at to to tl). Upon a change in solenoid state to a fixed period of de-energization (curve 25 at tl to t2), the brake pressure builds up toward the maximwm applied pressure until the beginning of the next modulation cycle (t2). As illustrated, the pressure dump rate (slope of curve 26 between to to tl) is greater than the pressure restoration rate (slope~ of curve 26 between tl to t2) due to the flow characteristics of the valve system. For the repre-sentative duty-cycle illustrated in FIG. 7A, the average brake pressure obtained is constant, but at the same time is les8 than the full applied brake pressure. Were the duty cycle varied such as to decrease the pressure-dump or solenoid-on state interval (to to tl) to zero, then the median pres8ure, PAVG (curve 27), would approach the maximum applied brake pressure. Such variation in the duty cycle would be induced by an acceleration difference between the short period acceleration Al and the cyclical average acceleration A3, the sense of which dlfference corresponds to the positive sense of the slope K~ of the ~ vs.slip curve in FIG. 4 and calling for an increase in the effective brake pressure, PAVG.
Where, however, the sense of the acceleration difference detected-by element 18 (in FIG, 6) reverses, corresponding to a negative sense for slope K~ of the ~ vs. slip curve (FIG. 4), then element 14 responds by increasing the dump period (to-tl), thereby ad~usting the duty cycle and incidentally increasing the modulation periodicity (to-tl), .;, .
~' ` ~ ~
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as illustrated in FIG. 7B. Such increase in the dump time (curve 25 at to-tl in FIG. 7B) without change in the valve solenoid off-time (curve 25 at tl-t2 in FIG. 7B) results in a negative slope for or progressive decrease in the effective brake pressure, PAVG (curve 27 in FIG. 7B). Such resultant decrease in the effective brake pressure serves to reduce the slip, s (associated with the negative slope o~ the versus slip curve of FIG. 4), thereby providing the increased ~
associated with such reduced slip as a zero slope for K~ or a maxim~m value for p is approached If such decrease in the average effective brake pressure PAVG
overshoot~ the point of ~axima (or zero slope) and results in a positive slope for KJl for such lesser slip (in FIG. 4), then the associated differential acceleration detected by comparator 18 results in a duty cycle change in the output of modulation element 14 (in FIG. 6), reducing the pressure dump interval, increasing the average effective brake pressure, PAVG~ Such increase in the effective brake pressure increases the slip (in FIG. 4) as to a value more closely associated with the maximum coef~icient of friction, umax or zero slope ( ~ = 0).
Such ",~ockeying" of the above-described control system is due in part to the fact that a finite difference signal output or bias from element 18 (in FIG. 6) is normally required to sustain a given or desired operating, or duty cycle, condition of element 14. A preferred way of avoiding the necessity of sustaining such a bias error condition or finite difference output at comparator 18 is to employ a signal ', '~
106718;~
integrator 21 in an integral-plus-proportional feed arrangement in FIG. ~, the output of l~m~ter 20 being fed to a signal summer 22 (interposed at the input to duty cycle modulation means 14) and to integrator 21, the output of integrator 21 being fed to signal su~mer 22. Thus, a bias condition corresponding to that control input to element 14 required to maintain a null output at element 18 is developed at the output of integrator 21, while any transient signal conditions are fed to element 14 in the usual way via signal line 23. A further description and application of integral-plus-proportional control is included in U,S. patent 3,175,526 to J. ~. Johnson, et al, for Automatic Altitude Coutrol System for a Hydrofoil Vessel.
In order to avoid saturating control authority by the application of too large a bias from integrator 21, a limiter 24 is . ~ , : interposed between the output of integrator 21 and the associated input of summing means 22. No useful purpose is served in permitting the application of a negative bias or steady "pressure increase" signal out of integrator 21. Accordingly, limiter 24 includes a null negative limit, corresponding to simply a series connected, suitably-poled, blocking diode, although a shunting diode may be alternatively employed.
Where the system is operating at the maximum value for (in FIG. 4~, corresponding to K~ = 0, then the associated wheel acceleration response to the brake pressure ramp modulation resembles such modulation, as shown in FIG. 8A. In other words, the perturbed wheel torque or perturbed net wheel acceleration is unaffected by the road torque under the condition K~ = 0. If, however, the slope K~ is ' -19-~06718Z
not zero (corresponding to other than a maximum condition for ~ in FIG. 4), then the wheel acceleration modulation will be ef~ected by road torque (as well as by the brake torque modulation). In other words, the perturbed wheel torque or perturbed net wheel acceleration will not be proportional to or resemble the brake pressure ramp modulation, as indicated by FIG. 8B (for low slip conditions) or FIG.
& (~or pull-in 811p condition).
Thus, the existence of the case illustrated by FIG. 8A may be determined by noting the identity of the time-averaged wheel acceleration values Al and A3, while the sense of the difference between such value~ for the non-linear ca8es illustrated in FIGs. 8B and 8C indicates the sense of K~, corresponding to the sense of the variation of ~ from a maximum value.
Referring now to FIG. 9, there is illustrated in further . .
structural detail the schematic arrangeme~t of means for e~fecting duty cycle clocking of the velocities employed in FIG. 6 (and determined by means of the EPUT device 11 of FIGs. 1 and 2) under the circumstances of a fixed pressure-restore or o~f-time, variable pressure on-time (i.e., variable duty-cycle with variable periodicity) for generating the time-averaged velocities V0, ~1 and V2. The co~tinuous determination of velocity V(t) from EæUT device 11 by computation is understood in the art, as indicated for example by U.S. patent 3,805,089. In FIG. 9 there are provided three gated buffer storage elements 40, 41 and 42, each having a gated input 50, 51 and 52, respectively, for storing 1067~8Z
those values of velocity V0, Vl, V2 occurring at those gating t~es to, tl and t2 shown in FIGs. 7A and 7B. There is also provided means -~ ` for generating gating signals to, tl and t2. In such scheme, the value V2, which is gated into storage 42 at the end (t2) of one du-lation interval or duty period, is subsequently gated into storage ~0 by gate 50 as the value V0 for the subsequent modulation interval or duty cycle period. The gating time tl for gating signal gate 51 is generated at a logic coincidence or A~D gate 53, and the gating time t2 (or to of the subseguent modulation interval) is Benerated at AND
gate 54 Such gating signals are generated in response to a state-change, or reset, signal applied to a flip-flop or bistable multi-vibrator 55 and to mutually exclusive states of flip- nOp 55, the Q
state output of flip-flop 55 being applied to logic state 53 as well ;~s as to a brake control solenoid; and the Q state of flip-flop 55 being applied to logic gate 54. Because of the transport delay lags in the brake valve being controlled, a corresponding delay (by means of delay elements 56 and 57) may be interposed between the outputs of gates 53 and 54 and the inputs of gates 51 and 52.
The duration of each of states Q and Q of flip-flop 55 corresponds to a preselected part of the two-part control duty cycle period to to t2, state Q corresponding to the (variable) dump or "ON"
interval (to to tl) and the state Q corresponding to the (fixed) pressure restore or "OFF" interval (tl to t2).
'''' '.' .
~06718Z
~ ach of such two intervals is generated alternately by comparing a number corresponding to such interval with the counting of a resettable clock: upon the clock count equalling the reference number of interest, as noted at comparator 56, a reset signal resets the clock and changes the state of flip-flop 55, sign~lling the occurrence of a timing or gating instant of interest at gate 53 or 54. The changed output state of flip-flop 55 is employed to gate-off the previous reference number and gate-on the alternate reference number.
For example, as depicted i~ the arrangement of FIG. 9, a Q ~tate of flip-flop 55 is employed by a signal gate 57 to gate-on a signal value corresponding to the (fixed) pressure restore or OFF mode of the valve control. Such value is compared with the count-out, t, of a resettable clock (not shown) at comparator 56. Upon the count-up of the clock equalling the fixed value preselected for the interval, tl to t2, then a trigger-output from comparator 56 resets the clock and changes the state of n ip-flop 55 to the Q state, thereby turning-off signal gate 57 and turning on signal gate 58. Such coincidence of the Q state (output of fl~p-flop 55) and the reset trigger (from comparator . .
56) provides a to trigger or timing output at gate 54. Also, ~uch Q
state gates-on signal gate 58, whereby a selected interval corresponding to the ~variable) pressure dump interval or 0~ mode of the valve control is generated. Such interval is generated as a function of or may be merely proportional to the output of signal combining means 22 in FIG. 6.
Upon the count-up of the clock equalling the value selected for the ~1~67182 interval to to tl, then a trigger output from comparator 56 resets the clock ~nd changes the state of flip-flop 55 from the Q state to the Q state, such trigger and Q st~te corresponding to output tl at gate 53.
Thus, it is seen that upon the resetting of the clock, ~lip-flop 55 is placed in an alternate one of states Q and Q, corresponding to an alternate portion of the control duty cycle illustrated in FIGs.
7A and 7B. In other words, the illustrated cooperation of elements 53, 54, 55 and 56 in FIG. 9 corresponds to element 14 in FIGs. 2 and 6 to ~.4~, provide a variable duty cycle of variable periodicity and having a . . .
fixed "OFF" time or pressure restore mode.
Although the concept of the invention as disclosed in FIG. 9 has been described in terms of a variable period duty cycle having a variable pressure dump interval and fixed pressure restore interval, it is clear that a fixed periodicity duty cycle could be employed, whereby variation of the pressure dump interval serves to oppositely vary the preosure restore interval, as shown in FIG. 10.
Referring to FIG. 10, there are shown timing gates 53 and 54 in like cooperation with storage elements 40, 41 and 42 as the like referenced elements of FIG. 9. There is further provided a comparator 156 responsive to both a resettable clock 66 and a preselected value ~t20 corresponding to a ~ixed modulation periodicity, for generating a trigger or reset signal corresponding to the end, t2, of a duty cycle period or to~ the beginning of the following duty cycle. Such trigger is applied as an input to flip-flop 55 and also to a reset input of .. .
. ' _ . .
clock 66 for resettlng thereof at the end of each preselected interval ~ T20, corresponding to the period to to t2; and is ~urther applied as a gate control input corresponding to time t2 for control of signal gate 53 Also included in the arrangement of FIG. 10 is a second comparator 256 responslve to clock 66 and to the variable output signal from element 22 of FIG. 6 and corresponding to the variable duty cycle ON time interval, to to tl. When the reset clock 66 (in the course of counting up to t2) counts to tl, then comparator 256 generates a trigger output which is ~ed to a 8econd input of flip-flop 55 for switching the state thereof. Such trigger output, corresponding to time tl, is also applied as a gate control input for control of signal gate 51.
Thus, it is appreciated that the cooperation of the illustrated arrangement of FIG. 10 provides a sampled initial velocity VO at the beginning of a fixed modulation interval, a sampled terminal velocity V2 at the end of such interval, and a sampled intermediate velocity, the occurrence of which changes with the duty cycle.
Although the control criterion for control of the duty cyele has been described in terms of comparing the time averaged acceleration ~, A3 = ~tZ and Al = ~tl for a variable pressure dump interval ~tlo for both a fixed and a variable ~odulation interval ( ~t20), it is clear -th3~ the concept of the invention is not so l~m~ted. It is clear that .'' ~067182 for the variable modulation interval, a fixed presæure dump interval ( ~tlo) could be employed rather than a fixed pressure restore interval ( ~ t2~). Also, instead of employing the set of accelerations A3 and ~V21 Al, other sets could be employed such as A3 and A2 = ~t or Al and A2~
A system, including several detail structural alternatives, ~or practicing the invention having been described, the normal operation thereof may now be re fully appreciated from a consideration of FIG. 3.
Re~erring to FIG. 3, there is illustrated a family of time histories, illustrating the response of a vehicle control system in which the concept of the invention is embodied in a wheel braking application. Assuming the vehicle operator's full application of brPk~ng pressure (corresponding to a normalized value of 100% for curve 66) at time 0, the wheel slip (curve 68) begins to increase, with a resultant decrease in wheel velocity (curve 69) and increase . .
in the coefficient of friction (curve 67). As the duty cycle of the control system operates to dither the brake pressure (short period per-turbations of curve 66), the average brake pressure slowly ~ockeys up and down (curve 66 between t = 0 and t3), causing the wheel slip : (curve 68) to correspondingly ~ockey in maintaining an optimwm coe~icient of friction condition (curve 67 between t = O and t3).
As a proper control bias is built- up on integrator 21 in FIG. 6, the "
; 106718Z
short period average brake pressure between t3 and t4 becomes relatively unchanging, as does the average slip (curve 68), and the brake pressure dithering of the lnventive concept occurs about an operating point which results in maximizing the coe~ficient of friction (curve 67), while the wheel velocity (curve 69) generall~
proceeds smoothly to a stop Nithout lo~k~ng up or skidding at high velocities Accordingly, there has been disclosed an improved anti-skid control means employing a ramp-torque dithering control duty cycle in conJunction with proportional-plus-integral control of the duty cycle as a ~unctlon of variations of the wheel-road coefficient of friction from an optimwm value.
Although the invention has been described in terms of its application to control of a wheel brake system, the concept of the invention is not 80 l~m~ted and may also be applled to torque modulation (such as ignition control) in the prime mover control of an accelerating vehicle.
. ~
`- Although the invention has been described and illustrated in detail, it is to be clearly understood that the same is by way of - illustration and example only and is not to be taken by way of limita-;. tion, the spirit and scope of this invention being limited only by the ` term~ of the appended claim3.
-.~. We claim:
' i ',"' ' `'',''' ~ -26-
1. U.S. Patent No. 3,930,688 issued January 6, 1976 to James E. Rau, et al, for Anti-Skid Control System.
~ACXGROUND OF 1~ INVENTION
A large body of art exists in the art of anti-skid control systems for the braking of braked vehicles. In general, such devices are intended to avoid or prevent wheel-lock in the driver's operation of a wheel braking system, while both improving lateral stability and reducing the braking distance within which the vehicle is stopped. In other words, the effects of overcontrol (due to the operator's performance ',`
, . ~ ~
. .
.
.~'. .
--` 106718Z
limitation~) are avoided without increa~ing the stopping distance. A review of repre~entative prior art i~
included in U.S. Patent 3,790,227 i~ued to L. C. Dozier for Brake Control System. Further related art i~ al~o disclosed in U.S. Patent 3,930,688 mentioned above.
In general, such prior art is directed to the prevention o~
~ack-knifing (due to loss of lateral stability) in tractor-trailer com-binations, as well as in minimizing the stopping distanceæ therefor, and are thus intended to cooperate with the air brake type systems normally employed on such vehicles. Such air brake type systems demonstrate a slower dynamic response than the hydraulic systems employed on smaller conventional passenger type auto biles, due to the increased compres-sibility of the gaseous fluid employed over that in a hydraulic system.
Therefore, prior art anti-skid control systems may involve a single control mode representing compromise of the control requirements for a limited combination of vehicle type, vehicle loading and road condition;
or may employ several control modes alternatively and include means ~or switching between such modes as the vehicle response ~i.e., combinations o~ wheel speed and acceleration values) manifests changes in vehicle condition or road condition. In such latter, self-adaptive type of system, the longer vehicle response time, relative to the shorter times ~or electronic device switching and computing, permits the use of ~airly sophisticated electronic control progra~ming, while the investment and cost of the tractor-trailer and associated cargo warrants the cost of such control sophistication.
That skidding associated with overbraking and which is sought to be avoided by anti-skid brake control systems is caused by the road torque applied to the tire being less than the braking torque applied to the wheel. Similarly, high engine torque^to-vehicle weight ratio vehicles (such as police cars and high performance sport cars) may ~requently skid or lose traction when high accelerations are called for by the operator, resulting in swerving, fishtailing and potential loss of vehicle control. Thus, it has been d~scovered that such high-acceleration control problem is analogous to that of anti-skid brakin3, in that more road torque is called for than the road-tire combi~ation can provide. Because of this analogy between the acceleratioa-skid problem and the braking-skid problem, an anti-skid computer may also be adapted to control of an automotive engine, say in con~unction with an electronic ignition control system, to prevent 1088 of vehicle control while allowing a maximum utiliza~le acceleration under the specific road-tire conditions actually encountered.
SUMMARY OF THE INVEN~ION
By means of the concept of the sub~ect invention, there is provided high speed computational means ~or anti-skid control of an automotive vehicle and which does not require brake pressure monitoring nor multiple control des, nor mode control-switching based on brake pressure monitoring nor monitoring of preselected rates or combinations of conditions of velocity and acceleration.
In a preferred embodiment of the invention, there is provided apparatus for maintaining wheel slip of the vehicle in a region oi values ~' ' ^`- 106718Z
associated with a maximum coe~icient o~ road friction. Periodic modu-lation of the wheel torque is employed in con~unction witb wheel acceleration meaæurement to determine the sense of the variation of the coefficient of` ~oad friction p from an optimwm value as a function of wheel slip, s, -~
while integral-plus-proportional control o~ the pulse modulatlon allows compensatory variatlon of the wheel torque and slip condition to a con-dition providing the optimum coe~ficient o~ ~riction. In other words, the sense of the slope ~ = ds of the y versus 81ip curve is determined and, in a braking application, a positive slope measurement causes increased brake pressure and a negative or zero slope measurement results in a reduction in brake pressure. Such variation in ~U = ddP , the slope of the coe~icient of friction versus sli~ may be detected by comparing the time-averaged wheel acceleration over a torque modulation interval or duty cycle with the time-averaged acceleration over the modulation cycle, for exam2le.
More specifically, the lnvention can be deflned -~1 as providing in an anti-skid type control system for wheeled vehicles having both braked wheels and a pr.':
mover for applying an accelerating torque to sald wheels, apparatus for maintaining wheel slip s in a region Or values aqsociated with a maximum coefficient of road friction ~, comprising first means for determining the variation of the coerficient of friction from a maximum value and including pulse modulation means for periodically increasing and decreasing alternately an alternative one of a braking action and accelerating torque; and second means respon~ive to said first mean~
for changing ~aid alternative one of an applied braking action and an applied accelerating torque in such sense as to increase said coefficient of friction and including . .
.
~.
1~6718Z
integral-plu~-proportional control mean~ ~or both applying . the pul~e modulation of ~aid pul~e modulation mean~ and bia~ing the average 3y~tem acceleration condition about whlch such modulation i9 applied, said modulation being varied in a ~ense to maximize said coefficient Or friction. ~ :
These and further features Or an embodiment Or the invention will become apparent from the following description, taken together with the accompanying drawing~
in which: -BFl~ DESCRIPTION OF THE DRAWINGS : :
FIG. 1 is a functional block diagram of a system embodying ; the concept of.the invention;
FIG. 2 is a block diagram showing the system of FIG. 1 in ~uller detail;
FIG. 3 i9 a family of time histories, illustrating the representative responses of various parameters of a system embody~ng the concept of the invention;
. FIG. 4 is an exemplary curve of the coefficient of friction : -.: versus wheel slip for a vehicle in which the inventive system may be advantageously employed;
: FIG. 5 is an exemplary curve of road torque versus normalized wheel velocity, showing the mirror image relationship thereof to FIG. 4;
FIG. 6 is a block diagram showing more fully the functional organization and arrangement of the novel aspects of the system disclosed . in FIGs. 1 and 2;
; FIGs. 7A and 7B are two sets of representative time histories : of the duty cycle output of element 55 of FIG. 6 (and corresponding to the control output of element 14 in FIG. 2), and showing the effect upon the average brake pressure as a function of a duty cycle change in the modulation of the applied brake pressure in a brake control application;
.:, 1C~6718;Z
FIGs. 8A, 8B and 8C are exemplary time historles of the resultant wheel acceleration occurring in response to the cyclical ramp brake pressure modulations applied under different conditions of sllp;
FIG. 9 is a block diagram showing the structural arrangement and cooperation of elements 14 and 11 of FIGs. 2 and 6 in further detail; and ; FIG. 10 is a block diagram of an alternative arrangement of ,, the structural combination of FIG. 9.
In the figures, like reference characters refer to like parts.
DES~ ION OF THE ~H~RK~D EMBODIMENTS
The fundamental param~2r which permits control of an automobile, ~ or other ~elf-propelled wheeled vehicle, is the force of friction which exists between the road surface and the vehicle's wheels. This force permits the vehicle operator to accelerate, decelerate, and steer the ~ vehicle. The phenomenon of skidding occurs when a maneuver ccmmanded .~ by the vehicle operator requires more fri ~ onal force than the road-tlre surface can supply. Depending on the maneuver commanded, the operator ~ may flnd that he has.lost control of the vehicle when skidding occurs, :~ and the vehicle moves in a path determined by its angular and translational mcmentum and the road-tlre forces.
Stopping capability in an automotive braking system i8 funda-menta~ly determined by the character of the road-tire surface, and this .. character is more frequently described by the coefficient of friction, ~, whereJu is definod ~s the ratio of the frictlonal force which resists the . ;
: -6_ tion between two surfaces to the normal force between them (i.e., the force perpendicular to the desired motion). With rolling surfacesJu is also a ~unction of the parameter slip, s, defined by the expression:
;~ s ~ V W = 1 ; where:
VW = Braked wheel velocity VR = Vehicle, or unbraked wheel, velocity.
, , Exten~ive studies of the nature of the variation ofju with slip made over a wide variety o~ road surfaces, tires, and road conditions in general show that the representative shape of the ~-slip curve for ; almost a}l surfaces is somewhat s~m~lar to that shown in FIG. 4. The ; significa~t aspect of this curve is that a maximum value ofJD occurs.
The specific shape of the curve is unimportant since it may vary widely with conditions, including velocity. The occurrence of the maximum - value means that an anti-skid braking system should preferrably be ; operated such that braking occurs at this peak if minimum stopping -~ distance (maximum stopping efficiency) is to be achieved.
Lateral stability is inherently related to the stopping problem. The best that can be done to preserve lateral stability is to "keep the wheels rolling" (i.e., avoid lock-up). It is appreciated that if the system can seek and hold the peak of theJ~-slip curve, the :~ , wheels will continue to rotate. Note that loss of lateral stability is not to be confused with pulling the vehicle in transverse direction as :'' .
;- -7-1067~8Z
a result of unbalanced road-tire forces. ~owever, steerability, similariy as lateral stability, requires that the wheels keep rolling.
Severe buffeting of the vehicle and/or its suspension and steering 3ystem is caused by the sudden application o~ large ~orces or by periodic application of smaller forces at a periodic rate near the resonance of some oscillatory mode of the vehicle's suspension system.
If the system is adapted to detecting small deviations ~rom optimum operating conditions and to compensate by means of only small force variations, then the probability of exciting resonant modes is minimized From the foregoing it is to be appreciated a key factor in achieving the desired perfor~ance properties in an aut~mated, anti-skid i braking system is very short response time of the control system. This ... .
implies, not only short computer solution times, but a high speed, hydraulic-powered actuating system capable of operating at 10 hertz, or better. The slow, vacuum (or air) powered systems have response frequencies of the order of 2-3 hertz and are simply incapable of pro-viding corrective of the order to hold the ~rslip peak closely; thus, their corrections must of necessity be larger, and the risk of exciting unwanted oscillations is increased.
Referring now to FIG. 1, there is illustrated an anti-skid system embodying the concept of the invention. There is provided means 10 for controlling an alternative one of a brake control system and vehicle prime mover, whereby the wheel acceleration of an associated wheeled vehicle may be controlled. In all references in this speci-fication, the term wheel acceleration sh~l~ be understood to include decelera~ion or negative values of acceleration which tend to reduce '`
.. ~ Q_ . 106718Z
wheel speed, as well as positive values of wheel acceleration which tend to increase wheel speed.
Also employed in the arrangement o~ FIG. 1 is an EPUT (events ~er unit time) device 11 in cooperation with a wheel sensor for digitally determining the velocity of a vehicle wheel sub~ected to control. Such EPUT devices and wheel sensors are known in the art as indicated by the illustrated cooperation of element 35 in FIG. 3 of U.S. patent 3,805,089 to Rau et al for Acceleration Measurement Device. There is further pro-vided means 12 responsive to ~ul means 11 for determining the variation of the coe~ficient o~ road friction, ~, of a utilizing rehicle irom a maximum value, ~max Control means 10 is responsively coupled to the output of element 11 for compensatorily changing the applied torque on a vehicle wheel under control, for controlling the ælip thereoi such as to improve the value oi ~, the associated road coeiiicient oi iriction. Thus, in normal operation oi the above-described arrangement closed loop or negative ieedback cooperation is eiiected to maximize the parameter, ~.
Controller 10 may include a proportional type electrohydraulic valve having a modulation control input applied from a periodic on-o~
type modulation source, whereby the resultant brake torque applied to a braked wheel may be perturbed in a ramp iunction fashion or alternately increased and decreased about a reierence torque or operating condition.
,~., Such perturbation results in the wheel slip, s, oscillating about the average wheel slip associated with the reference brake torque.
Associated with such perturbation, ~ s, in the nominal wheel slip is an a3sociated change or perturbation in the coefficient oi road friction, ~.' ~067~8Z
~JU. As may be appreciated from FIG. 4, the ratio ~ = KJa is the slope of the curve ~ va s, a positive slope (sgn/KJu = (+)) occurring for values of slip below that associated with the maximum value ofJI~
a negative slope (ægn/~ z (-)) for values of slip above that associated with the maximum value ofJu, and a zero slope (K~ = 0) being associated with the maximum value of)au Thus, by merel~ determining the sense o~ K~
a~d continuously ad~usting the wheel ~lip, 8, in the ~rection of the point of maxima (or zero slope), the most efficient stopping or acceleration control may be e~ected.
RecQl~ing certain basic relationships, it is to be appreciated s, ~ , that the ~ versus slip curve of FIG. 4 is a mirror image of a curve ofJu versus normalized vehicle velocity, Vv. Also, road torque TR is pro-portional to the product of ~ and vehicle load, as to be a function of slip (8)~ vehicle weight and wheel radius. Therefore, a curve of road torque TR versus vehicle velocity is also a mirror image of FIG. 1l Brake torque, TB, is proportional to brake pressure.
Now, in a braki~g situation, wheel acceleration C~W is proportional to and arises due to a net torque or difference, ~T
between the brake torque TB and road torque TR.
In a nominal brPk~ng situation, an average applied brake pressure provides an average brake torque TB which establishes a nominal operating slip (s) at which the average road torque TR
approx~mPtely balance (TR - TB ~ ) I~ a periodic ramp-type ~:~ ' o "
''' .
modulation (~ TB) of the brake pressure is applied to such average - brake pressure, the wheel slip (s) is caused to oscillate about the nominal slip value as the perturbed whee} seeks a new balance between q (TR TR0 + ~TR) and brake torque (TB = T + ~T ) If, due to the slip condition and larger total vehicle load to wheel inertia, the vehicle acceleration is small with respect to the ~; wheel acceleration, it can be demonstrated that the rate of change of d ~
wheel acceleration dt w tends to be somewhat proportional to the ~lope, K)1, of the p ver8us slip curve (of FIG. 4).
Accordingly, it has been discovered that such 910pe, ~, may be determined by llnearly dithering, or periodically perturbing in a ramp function, the brake pressure and measuring the xesultant changes in wheel acceleration.
one mean8 of determining the sense of K~ is shown more particularly in the detailed arrangement of FIG. 2 in which the sense of the difference is determined between the two time-averaged accelera-tion measurements, Al (averaged over, say, the interval of the perturbed brake pressure increase and A3 averaged, say, over the perturbation periodicity of the brake pressure increase and decrease.
. Referring now to FIG. 2, there is f rther illustrated in block diagram form means for implementing the functional arrangement of FIG. 1. There is provided clocked time- dulation means 14 having a control input 15 for providing periodic ramp modulation of element 13. Periodic modulation source 14 may be of a pulse width modulation type, in which the duty cycle or ratio of on-time pulse duration to on-time plus off-time is varied and the pulse cycle or periodicity is fixed. Alternatively, such time-modulator may employ either a fixed on-time pulse duration or fixed off-time and a variable periodicity.
Such modulation means 14 may also include a proportional type controller such as an electrohydraulic control valve for converting such time- dulation or pulse width modulation into a ranped analog output for controlled perturbation oi a fluid braking system about a nominal control operating point or nominal operating condition.
~ here is also provided in FIG. 2 first and second means 16 and 17 responsive to EPUT device 11 for determining the time-averaged wheel acceleration over a respective one of mutual exclusive time intervals of the perturbation control cycle generated by element 14.
Because of the time-controlled operation thereof, elements 16 and 17 are further responsive to clock signals from element 14 for appropriately gating such operation, as i8 well understood in the art. For example, element 16 may be gated to respond to wheel motion during an interval of a perturbation decrease in brake pressure (corresponding to a dA
positive slope dtW of wheel acceleration Aw) and element 17 may be gated to be responsive to wheel motion over either the remainder of or the entire period of the modulation control cycle or periodicity provided by element 14.
A comparator 18 responsive to the two acceleration measurements provides an output indicative of the difference therebetween. Buffer storage may be employed between the inputs to element 18 and the outputs . ..
o~ elements 16 and 17 in order to allow a comparison o~ such outputs as is well understood in the art. The output o~ comparator 18 is coupled to a time-modulation control input of modulator 14 by means of integral-plus-proportional signPlling means 19. In other words, .~ element 19 provides a time- dulation control input to element 14 indicative o~ the output of element 18 and the time integral o~ such output as shown more particularly in FIG. 6.
. Referring to FIG. 6, there is shown the device of FIG. 2, in ~uller detail, in which the output o~ dulator 14 periodically . perturbs, say, an electrohydraulic trans~er valve in a braklng system G, (not ~hown) by a pressure decrease signal initiated at a cyclical time to and enduring ~or the interval to to tl, and then removal o~ the pressure dump signal during tl to t2 (corresponding to a pressure ramp . increase interval), the remainder of the periodic modulation interval to to t2. The wheel velocity measured by EPUT device 11 (of FIG. 2) for each of the pressure switching times to, tl and t2 is gated into associated bu~fer storage means as as~ociated velocity values V0, V
and V2. Thus, the average wheel acceleration A3 over the periodic modulation interval, to to t2, may be determined by the dif~erential expression:
A3~ t2 t = ~V20 (2) and the average acceleration Al during a brake pressure ramp increase interval (tl to t2) may be determined by the expression:
'' , ' , ., .' . .
:: -13-A~ t = ~b (3) Where a fixed interval is used for the periodic modulation interval, a fixed scaling or gain constant may be æub~tituted for ~ in Equation (2).
However, in a preferred embodiment, a fixed interval may be used for the pressure increase ra~p (tl to t2) portion o~ the dulation lnter~al, whereby a ~ixed scaling or gain constant may be substituted for A t in mechanization of Equation (2) for determining Al, and the pre8sure dump lnterval (to to tl) is varied. ~hus, the dulation interval (to to t2) is similarly varied and a variable gain term employed for in mechanization of Equation (3) for A3. For example, in FIG. 6 a comparator 16' is provided ~or comparing Vl and V2, occurring at the beginning and end, tl and t2, respectively, of the ramp increase portion of a pressure modulation cycle (provided by element 14). Such comparison V21 = V2 - Vl) may be gain scaled by the fixed factor KA = ~ ~
which ~actor may be conveniently included in the scaling o~ comparator 16', itself. Alternatively, such fixed gain-scaling may be provided by a separate gain element 118, as is well understood in the art. A second comparator 17' is provided ~or comæaring V0 and V2, occurring at the beginning and end, tl and t2, respectively, of the pressure modulation cycle. Variable gain scaling of the resultant co~parison, ~ V20 is :
. .
106718Z ~`
required in order to obtain a proper indication of the sverage acceleration A3, because of the variable nature of the period ~t20 - t2 - to ~ over which such comparison is made. Accordingly, the :~
ga~ term ~ i8 made to vary inversely with (t2-to). In the case of the gain scaling for Al = KA ~V21 being done at element 118, then the ; gain term ~ for av20 will be madeaqual to the ratio ( ~t21 = ~ ).
Thus, , A3 KA ~ V20 = KA ~A ~t20 ~V20 t2 ~ to (4) Where ~A~t20 . which reeult corresponds to Equation (2) above. The mechanization of . such variable gain term K~ by means of the ad~ustable element 17B in FIG. 6 is well understood in the art and may be accomplished, for example~ by a multiplier or gain control element in a ~eedback arrangement, the control input thereto being responsive to the value . of the interval ~t20 (provided by a clock and counter) and gain scaled by the amount KA.
Such average acceleration or gain-scaled dif~erential velocity signals are compared by a comparator 18 for providing a signal indicative of the sense of K~, the slope of the ~ versus slip curve (FIG. 4).
Because the sense of such signal is of more slgnificance than the .. magnitude thereof, a bipolar signal l~mlter 20 is preferrably provided .,', .
' ' .
''' .
. -15-~ i , ~.. .
j ., ...~.,, to limit the response to signals of varying dynP~c range or amplitude. Such limiters are well-known in the art and, in analog form, are represented bg pairs of oppositely-poled, shunting diodes and preselectively thresholded. See, for example, element 44' in FIG. 5 of U.S. patent 3,175,786 issued to A. A. Frank, et al, for Xelicopter Flight Control System. The limited output of element 118 is applied as a duty cycle (D.C.) control input to duty cycle dulator 14 in such sense as to tend to drive the amplitude of the output of comparator 18 to a null, as will be explained re fully in connection with FIGs. 8A a~d 8B.
Referring to FIGs. 7A and 7B, there are illustrated two families of time histories of the response of a wheel braking system such as that of FIG. 2 in response to dulator 14 (according to FIG. 2 or 6). Curve 25 depicts a representative two-state dulation signal output from variable duty-cycle dulation means 14 and applied to an electrohydraulic fluid control valve in brake control system of the type contemplated by the invention and described, for example, in U.S. patent 3,790,227 to L. C. Dozier for Brake Control. Curve 26 represents the fluid pressure response of the control valve to the binary state changes of the applied input thereof (curve 25), while curve 27 represents a mean, or short period average of pressure response of curve 26. In FIG. 7A, a nominal duty cycle (ratio of pressure-dump time, to-tl, to total modulation periodicity, to to t2) is shown, whereby a flae or unchanging average pressure is achieved (curve 27 in FIG. 7A).
,' ~ -16-~06718Z
In other words, the valve is periodically excited or turned-on (curve 25 at time to to tl) by the output of element 14, resulting in a "pressure dumping" or short circuiting of the brake pressure fluid circuit, (curve 26 at to to tl). Upon a change in solenoid state to a fixed period of de-energization (curve 25 at tl to t2), the brake pressure builds up toward the maximwm applied pressure until the beginning of the next modulation cycle (t2). As illustrated, the pressure dump rate (slope of curve 26 between to to tl) is greater than the pressure restoration rate (slope~ of curve 26 between tl to t2) due to the flow characteristics of the valve system. For the repre-sentative duty-cycle illustrated in FIG. 7A, the average brake pressure obtained is constant, but at the same time is les8 than the full applied brake pressure. Were the duty cycle varied such as to decrease the pressure-dump or solenoid-on state interval (to to tl) to zero, then the median pres8ure, PAVG (curve 27), would approach the maximum applied brake pressure. Such variation in the duty cycle would be induced by an acceleration difference between the short period acceleration Al and the cyclical average acceleration A3, the sense of which dlfference corresponds to the positive sense of the slope K~ of the ~ vs.slip curve in FIG. 4 and calling for an increase in the effective brake pressure, PAVG.
Where, however, the sense of the acceleration difference detected-by element 18 (in FIG, 6) reverses, corresponding to a negative sense for slope K~ of the ~ vs. slip curve (FIG. 4), then element 14 responds by increasing the dump period (to-tl), thereby ad~usting the duty cycle and incidentally increasing the modulation periodicity (to-tl), .;, .
~' ` ~ ~
~06718Z
as illustrated in FIG. 7B. Such increase in the dump time (curve 25 at to-tl in FIG. 7B) without change in the valve solenoid off-time (curve 25 at tl-t2 in FIG. 7B) results in a negative slope for or progressive decrease in the effective brake pressure, PAVG (curve 27 in FIG. 7B). Such resultant decrease in the effective brake pressure serves to reduce the slip, s (associated with the negative slope o~ the versus slip curve of FIG. 4), thereby providing the increased ~
associated with such reduced slip as a zero slope for K~ or a maxim~m value for p is approached If such decrease in the average effective brake pressure PAVG
overshoot~ the point of ~axima (or zero slope) and results in a positive slope for KJl for such lesser slip (in FIG. 4), then the associated differential acceleration detected by comparator 18 results in a duty cycle change in the output of modulation element 14 (in FIG. 6), reducing the pressure dump interval, increasing the average effective brake pressure, PAVG~ Such increase in the effective brake pressure increases the slip (in FIG. 4) as to a value more closely associated with the maximum coef~icient of friction, umax or zero slope ( ~ = 0).
Such ",~ockeying" of the above-described control system is due in part to the fact that a finite difference signal output or bias from element 18 (in FIG. 6) is normally required to sustain a given or desired operating, or duty cycle, condition of element 14. A preferred way of avoiding the necessity of sustaining such a bias error condition or finite difference output at comparator 18 is to employ a signal ', '~
106718;~
integrator 21 in an integral-plus-proportional feed arrangement in FIG. ~, the output of l~m~ter 20 being fed to a signal summer 22 (interposed at the input to duty cycle modulation means 14) and to integrator 21, the output of integrator 21 being fed to signal su~mer 22. Thus, a bias condition corresponding to that control input to element 14 required to maintain a null output at element 18 is developed at the output of integrator 21, while any transient signal conditions are fed to element 14 in the usual way via signal line 23. A further description and application of integral-plus-proportional control is included in U,S. patent 3,175,526 to J. ~. Johnson, et al, for Automatic Altitude Coutrol System for a Hydrofoil Vessel.
In order to avoid saturating control authority by the application of too large a bias from integrator 21, a limiter 24 is . ~ , : interposed between the output of integrator 21 and the associated input of summing means 22. No useful purpose is served in permitting the application of a negative bias or steady "pressure increase" signal out of integrator 21. Accordingly, limiter 24 includes a null negative limit, corresponding to simply a series connected, suitably-poled, blocking diode, although a shunting diode may be alternatively employed.
Where the system is operating at the maximum value for (in FIG. 4~, corresponding to K~ = 0, then the associated wheel acceleration response to the brake pressure ramp modulation resembles such modulation, as shown in FIG. 8A. In other words, the perturbed wheel torque or perturbed net wheel acceleration is unaffected by the road torque under the condition K~ = 0. If, however, the slope K~ is ' -19-~06718Z
not zero (corresponding to other than a maximum condition for ~ in FIG. 4), then the wheel acceleration modulation will be ef~ected by road torque (as well as by the brake torque modulation). In other words, the perturbed wheel torque or perturbed net wheel acceleration will not be proportional to or resemble the brake pressure ramp modulation, as indicated by FIG. 8B (for low slip conditions) or FIG.
& (~or pull-in 811p condition).
Thus, the existence of the case illustrated by FIG. 8A may be determined by noting the identity of the time-averaged wheel acceleration values Al and A3, while the sense of the difference between such value~ for the non-linear ca8es illustrated in FIGs. 8B and 8C indicates the sense of K~, corresponding to the sense of the variation of ~ from a maximum value.
Referring now to FIG. 9, there is illustrated in further . .
structural detail the schematic arrangeme~t of means for e~fecting duty cycle clocking of the velocities employed in FIG. 6 (and determined by means of the EPUT device 11 of FIGs. 1 and 2) under the circumstances of a fixed pressure-restore or o~f-time, variable pressure on-time (i.e., variable duty-cycle with variable periodicity) for generating the time-averaged velocities V0, ~1 and V2. The co~tinuous determination of velocity V(t) from EæUT device 11 by computation is understood in the art, as indicated for example by U.S. patent 3,805,089. In FIG. 9 there are provided three gated buffer storage elements 40, 41 and 42, each having a gated input 50, 51 and 52, respectively, for storing 1067~8Z
those values of velocity V0, Vl, V2 occurring at those gating t~es to, tl and t2 shown in FIGs. 7A and 7B. There is also provided means -~ ` for generating gating signals to, tl and t2. In such scheme, the value V2, which is gated into storage 42 at the end (t2) of one du-lation interval or duty period, is subsequently gated into storage ~0 by gate 50 as the value V0 for the subsequent modulation interval or duty cycle period. The gating time tl for gating signal gate 51 is generated at a logic coincidence or A~D gate 53, and the gating time t2 (or to of the subseguent modulation interval) is Benerated at AND
gate 54 Such gating signals are generated in response to a state-change, or reset, signal applied to a flip-flop or bistable multi-vibrator 55 and to mutually exclusive states of flip- nOp 55, the Q
state output of flip-flop 55 being applied to logic state 53 as well ;~s as to a brake control solenoid; and the Q state of flip-flop 55 being applied to logic gate 54. Because of the transport delay lags in the brake valve being controlled, a corresponding delay (by means of delay elements 56 and 57) may be interposed between the outputs of gates 53 and 54 and the inputs of gates 51 and 52.
The duration of each of states Q and Q of flip-flop 55 corresponds to a preselected part of the two-part control duty cycle period to to t2, state Q corresponding to the (variable) dump or "ON"
interval (to to tl) and the state Q corresponding to the (fixed) pressure restore or "OFF" interval (tl to t2).
'''' '.' .
~06718Z
~ ach of such two intervals is generated alternately by comparing a number corresponding to such interval with the counting of a resettable clock: upon the clock count equalling the reference number of interest, as noted at comparator 56, a reset signal resets the clock and changes the state of flip-flop 55, sign~lling the occurrence of a timing or gating instant of interest at gate 53 or 54. The changed output state of flip-flop 55 is employed to gate-off the previous reference number and gate-on the alternate reference number.
For example, as depicted i~ the arrangement of FIG. 9, a Q ~tate of flip-flop 55 is employed by a signal gate 57 to gate-on a signal value corresponding to the (fixed) pressure restore or OFF mode of the valve control. Such value is compared with the count-out, t, of a resettable clock (not shown) at comparator 56. Upon the count-up of the clock equalling the fixed value preselected for the interval, tl to t2, then a trigger-output from comparator 56 resets the clock and changes the state of n ip-flop 55 to the Q state, thereby turning-off signal gate 57 and turning on signal gate 58. Such coincidence of the Q state (output of fl~p-flop 55) and the reset trigger (from comparator . .
56) provides a to trigger or timing output at gate 54. Also, ~uch Q
state gates-on signal gate 58, whereby a selected interval corresponding to the ~variable) pressure dump interval or 0~ mode of the valve control is generated. Such interval is generated as a function of or may be merely proportional to the output of signal combining means 22 in FIG. 6.
Upon the count-up of the clock equalling the value selected for the ~1~67182 interval to to tl, then a trigger output from comparator 56 resets the clock ~nd changes the state of flip-flop 55 from the Q state to the Q state, such trigger and Q st~te corresponding to output tl at gate 53.
Thus, it is seen that upon the resetting of the clock, ~lip-flop 55 is placed in an alternate one of states Q and Q, corresponding to an alternate portion of the control duty cycle illustrated in FIGs.
7A and 7B. In other words, the illustrated cooperation of elements 53, 54, 55 and 56 in FIG. 9 corresponds to element 14 in FIGs. 2 and 6 to ~.4~, provide a variable duty cycle of variable periodicity and having a . . .
fixed "OFF" time or pressure restore mode.
Although the concept of the invention as disclosed in FIG. 9 has been described in terms of a variable period duty cycle having a variable pressure dump interval and fixed pressure restore interval, it is clear that a fixed periodicity duty cycle could be employed, whereby variation of the pressure dump interval serves to oppositely vary the preosure restore interval, as shown in FIG. 10.
Referring to FIG. 10, there are shown timing gates 53 and 54 in like cooperation with storage elements 40, 41 and 42 as the like referenced elements of FIG. 9. There is further provided a comparator 156 responsive to both a resettable clock 66 and a preselected value ~t20 corresponding to a ~ixed modulation periodicity, for generating a trigger or reset signal corresponding to the end, t2, of a duty cycle period or to~ the beginning of the following duty cycle. Such trigger is applied as an input to flip-flop 55 and also to a reset input of .. .
. ' _ . .
clock 66 for resettlng thereof at the end of each preselected interval ~ T20, corresponding to the period to to t2; and is ~urther applied as a gate control input corresponding to time t2 for control of signal gate 53 Also included in the arrangement of FIG. 10 is a second comparator 256 responslve to clock 66 and to the variable output signal from element 22 of FIG. 6 and corresponding to the variable duty cycle ON time interval, to to tl. When the reset clock 66 (in the course of counting up to t2) counts to tl, then comparator 256 generates a trigger output which is ~ed to a 8econd input of flip-flop 55 for switching the state thereof. Such trigger output, corresponding to time tl, is also applied as a gate control input for control of signal gate 51.
Thus, it is appreciated that the cooperation of the illustrated arrangement of FIG. 10 provides a sampled initial velocity VO at the beginning of a fixed modulation interval, a sampled terminal velocity V2 at the end of such interval, and a sampled intermediate velocity, the occurrence of which changes with the duty cycle.
Although the control criterion for control of the duty cyele has been described in terms of comparing the time averaged acceleration ~, A3 = ~tZ and Al = ~tl for a variable pressure dump interval ~tlo for both a fixed and a variable ~odulation interval ( ~t20), it is clear -th3~ the concept of the invention is not so l~m~ted. It is clear that .'' ~067182 for the variable modulation interval, a fixed presæure dump interval ( ~tlo) could be employed rather than a fixed pressure restore interval ( ~ t2~). Also, instead of employing the set of accelerations A3 and ~V21 Al, other sets could be employed such as A3 and A2 = ~t or Al and A2~
A system, including several detail structural alternatives, ~or practicing the invention having been described, the normal operation thereof may now be re fully appreciated from a consideration of FIG. 3.
Re~erring to FIG. 3, there is illustrated a family of time histories, illustrating the response of a vehicle control system in which the concept of the invention is embodied in a wheel braking application. Assuming the vehicle operator's full application of brPk~ng pressure (corresponding to a normalized value of 100% for curve 66) at time 0, the wheel slip (curve 68) begins to increase, with a resultant decrease in wheel velocity (curve 69) and increase . .
in the coefficient of friction (curve 67). As the duty cycle of the control system operates to dither the brake pressure (short period per-turbations of curve 66), the average brake pressure slowly ~ockeys up and down (curve 66 between t = 0 and t3), causing the wheel slip : (curve 68) to correspondingly ~ockey in maintaining an optimwm coe~icient of friction condition (curve 67 between t = O and t3).
As a proper control bias is built- up on integrator 21 in FIG. 6, the "
; 106718Z
short period average brake pressure between t3 and t4 becomes relatively unchanging, as does the average slip (curve 68), and the brake pressure dithering of the lnventive concept occurs about an operating point which results in maximizing the coe~ficient of friction (curve 67), while the wheel velocity (curve 69) generall~
proceeds smoothly to a stop Nithout lo~k~ng up or skidding at high velocities Accordingly, there has been disclosed an improved anti-skid control means employing a ramp-torque dithering control duty cycle in conJunction with proportional-plus-integral control of the duty cycle as a ~unctlon of variations of the wheel-road coefficient of friction from an optimwm value.
Although the invention has been described in terms of its application to control of a wheel brake system, the concept of the invention is not 80 l~m~ted and may also be applled to torque modulation (such as ignition control) in the prime mover control of an accelerating vehicle.
. ~
`- Although the invention has been described and illustrated in detail, it is to be clearly understood that the same is by way of - illustration and example only and is not to be taken by way of limita-;. tion, the spirit and scope of this invention being limited only by the ` term~ of the appended claim3.
-.~. We claim:
' i ',"' ' `'',''' ~ -26-
Claims (14)
1. In an anti-skid type control system for wheeled vehicles having both braked wheels and a prime mover for applying an accelerating torque to said wheels, apparatus for maintaining wheel slip s in a region of values associated with a maximum coefficient of road friction µ, comprising first means for determining the variation of the coefficient of friction from a maximum value and including pulse modulation means for periodically increasing and decreasing alternately an alternative one of a braking action and accelerating torque; and second means responsive to said first means for changing said alternative one of an applied braking action and an applied accelerating torque in such sense as to increase said coefficient of friction and including integral-plus-proportional control means for both applying the pulse modulation of said pulse modulation means and biasing the average system acceleration condition about which such modulation is applied, said modulation being varied in a sense to maximize said coefficient of friction.
2. In an anti-skid type control system for wheeled vehicles having both braked wheels and a prime mover for applying an accelerating torque to said wheels, apparatus for maintaining wheel slip s in a region of values associated with a maximum coefficient of road friction µ, comprising first means for determining the variation of the coefficient of friction from a maximum value and including pulse modulation means for periodically increasing and decreasing alternately an alternative one of a braking action and accelerating torque; and second means responsive to said first means for changing said alternative one of an applied braking action and an applied accelerating torque in such sense as to increase said coefficient of friction and including integral-plus-proportional control means for both applying the pulse modulation of said pulse modulation means and biasing the average system acceleration condition about which such modulation is applied, said modulation being varied in a sense to maximize said coefficient of friction;
said first means for determining further comprising third means for determining the time-averaged wheel acceleration averaged over an interval between two successive points of inflection of such acceleration as a function of time and representing an interval of a time rate of change of acceleration having a preselected sense;
fourth means for determining the time-averaged wheel acceleration over a control cycle or interval between three successive points of inflection of such acceleration and representing two successive intervals of a time rate of change of acceleration having mutually opposed senses; and comparator means responsive to said third and fourth means for providing an output indicative of the difference between a respective output of said third and fourth means.
said first means for determining further comprising third means for determining the time-averaged wheel acceleration averaged over an interval between two successive points of inflection of such acceleration as a function of time and representing an interval of a time rate of change of acceleration having a preselected sense;
fourth means for determining the time-averaged wheel acceleration over a control cycle or interval between three successive points of inflection of such acceleration and representing two successive intervals of a time rate of change of acceleration having mutually opposed senses; and comparator means responsive to said third and fourth means for providing an output indicative of the difference between a respective output of said third and fourth means.
3. In an anti-skid type control system for wheeled vehicles having both braked wheels and a prime mover for applying an accelerating torque to said wheels, apparatus for maintaining wheel slip s in a region of values associated with a maximum coefficient of road friction µ, comprising first means for determining the variation of the coefficient of friction from a maximum value; and second means responsive to said first means for changing an alternative one of an applied braking action and an applied accelerating torque in such sense as to increase said coefficient of friction;
said first means for determining further comprising pulse modulation means for periodically increasing and decreasing said alternative one of said braking action and accelerating torque over a control cycle;
third means for determining the time-averaged wheel acceleration averaged over an inteval between two successive points of inflection of such acceleration as a function of time and representing a pulse width modulation interval of said pulse width modulation means;
fourth means for determining the time-averaged wheel acceleration over said control cycle or interval between three successive points of inflection of such acceleration and representing the periodicity of said pulse width modulation means; and comparator means responsive to said third and fourth means for providing an output indicative of the difference between a respective output of said third and fourth means, a modulation control input of said pulse modulation means being responsively coupled to said output of said comparator.
said first means for determining further comprising pulse modulation means for periodically increasing and decreasing said alternative one of said braking action and accelerating torque over a control cycle;
third means for determining the time-averaged wheel acceleration averaged over an inteval between two successive points of inflection of such acceleration as a function of time and representing a pulse width modulation interval of said pulse width modulation means;
fourth means for determining the time-averaged wheel acceleration over said control cycle or interval between three successive points of inflection of such acceleration and representing the periodicity of said pulse width modulation means; and comparator means responsive to said third and fourth means for providing an output indicative of the difference between a respective output of said third and fourth means, a modulation control input of said pulse modulation means being responsively coupled to said output of said comparator.
4. The device of claim 3 in which said second means includes integral-plus-proportional control means responsively coupled to said comparator for driving said pulse modulation means.
5. The device of claim 4 in which said integral-plus-proportional control means includes signal combining means for providing an output indicative of the combined inputs thereto, and having a first and second input, said first input being responsively coupled to said comparator;
signal integrating means responsively coupled to said comparator for providing an output indicative of the time integral of the output of said comparator; and signal limiting means intercoupling an output of said signal integrating means and said second input of said signal combining means for amplitude limiting the output of said integrator.
signal integrating means responsively coupled to said comparator for providing an output indicative of the time integral of the output of said comparator; and signal limiting means intercoupling an output of said signal integrating means and said second input of said signal combining means for amplitude limiting the output of said integrator.
6. The device of claim 3 in which there is further provided forward-loop signal processing means responsive to said comparator for biasing the output thereof in a sense to assure positive braking action in the presence of a null ouptut from said comparator.
7. The device of claim 6 in which said forward loop processing means includes signalling limiting means for limiting the magnitude of said biased difference output to within a preselected maximum value.
8. The device of claim 6 in which said forward loop processing means further includes:
signal combining means having a first and second input, said first input being responsively coupled to an output of said signal limiting means;
limited signal integrating means responsively coupled to said output of said signal limited means for providing an amplitude limited output indicative of the time-integral of said output of said signal limiting means, said second input of said signal combining means being responsively coupled to said output of said limited signal integrating means, said signal combining means providing an ouput signal for control of said pulse modulation means.
signal combining means having a first and second input, said first input being responsively coupled to an output of said signal limiting means;
limited signal integrating means responsively coupled to said output of said signal limited means for providing an amplitude limited output indicative of the time-integral of said output of said signal limiting means, said second input of said signal combining means being responsively coupled to said output of said limited signal integrating means, said signal combining means providing an ouput signal for control of said pulse modulation means.
9. In an anti-skid type control system for wheeled vehicles having both braked wheels and a prime mover for applying an accelerating torque to said wheels, apparatus for maintaining wheel slip s in a region of values associated with a maximum coefficient of road friction µ, comprising first means for determining the variation of the coefficient of friction from a maximum value; and second means responsive to said first means for changing an alternative one of an applied braking action and an applied accelerating torque in such sense as to increase said coefficient of friction;
said first means for determining further comprising pulse modulation means for periodically increasing and decreasing said alternative one of said braking action and accelerating torque over a preselected control cycle corresponding to the periodicity of said pulse modulation means;
gated fourth means gated by said pulse modulation means for determining the time-averaged wheel acceleration averaged over an interval between two successive points of inflection of such acceleration as a function of time and representing an alternative one of said pulse modulation periods of increasing and decreasing; and gated fifth means gated by said pulse modulation means for determining the time-averaged wheel acceleration averaged alternatively over the remaining one of said periods of increasing and decreasing and said control cycle representing the periodicity of said pulse width modulation means;
comparator means responsive to said third and fourth means for providing an output indicative of the difference between a respective output of said third and fourth means, a modulation control input of said pulse modulation means being responsively coupled to said output of said comparator.
said first means for determining further comprising pulse modulation means for periodically increasing and decreasing said alternative one of said braking action and accelerating torque over a preselected control cycle corresponding to the periodicity of said pulse modulation means;
gated fourth means gated by said pulse modulation means for determining the time-averaged wheel acceleration averaged over an interval between two successive points of inflection of such acceleration as a function of time and representing an alternative one of said pulse modulation periods of increasing and decreasing; and gated fifth means gated by said pulse modulation means for determining the time-averaged wheel acceleration averaged alternatively over the remaining one of said periods of increasing and decreasing and said control cycle representing the periodicity of said pulse width modulation means;
comparator means responsive to said third and fourth means for providing an output indicative of the difference between a respective output of said third and fourth means, a modulation control input of said pulse modulation means being responsively coupled to said output of said comparator.
10. In an anti-skid type braking control system for avoiding wheel lock-up in braked wheeled vehicles, apparatus for maintaining wheel slip s in a region of values associated with a maximum coefficient of road friction µ, comprising first means for determining the sense of the slope dµ/ds of the coefficient of friction as a function of slip; and second means responsive to said first means for changing an applied braking action in the same sense as the sense of said rate of change function dµ/ds;
said first means for determining further comprising third means for determining the time-averaged wheel acceleration averaged over an interval between successive points of inflection of such acceleration and representing an interval of a time rate of change of acceleration having a preselected sense;
fourth means for determining the time-averaged wheel acceleration over a control cycle or interval between three successive points of inflection of such acceleration and representing two successive intervals of a time rate of change of acceleration having mutually opposed senses; and comparator means responsive to said third and fourth means for providing an output indicative of the difference between the respective outputs of said third and fourth means.
said first means for determining further comprising third means for determining the time-averaged wheel acceleration averaged over an interval between successive points of inflection of such acceleration and representing an interval of a time rate of change of acceleration having a preselected sense;
fourth means for determining the time-averaged wheel acceleration over a control cycle or interval between three successive points of inflection of such acceleration and representing two successive intervals of a time rate of change of acceleration having mutually opposed senses; and comparator means responsive to said third and fourth means for providing an output indicative of the difference between the respective outputs of said third and fourth means.
11. The device of claim 10 in which there is further provided forward-loop signal processing means responsive to said comparator for biasing the output thereof in a sense to assure positive braking action in the presence of a null output from said comparator.
12. The device of claim 11 in which said forward loop processing means includes signalling limiting means for limiting the magnitude of said biased difference output to within a preselected maximum value.
13. The device of claim 11 in which said forward loop processing means includes integral-plus-proportional control means for establishing a system operating point at a preselected point of inflection of said coefficient of friction as a function of slip.
14. The device of claim 11 in which said forward loop processing means further includes:
signal combining means having a first and second input, said first input being responsively coupled to an output of said signal means;
limited signal integrating means responsively coupled to said output of said signal limited means for providing an amplitude limited ouput indicative of the time-integral of said second input of said signal combining means being responsively coupled to said output of said limited signal integrating means, said signal combining means providing an output signal for modulation and control of said braking control system.
signal combining means having a first and second input, said first input being responsively coupled to an output of said signal means;
limited signal integrating means responsively coupled to said output of said signal limited means for providing an amplitude limited ouput indicative of the time-integral of said second input of said signal combining means being responsively coupled to said output of said limited signal integrating means, said signal combining means providing an output signal for modulation and control of said braking control system.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US05/559,100 US3967862A (en) | 1975-03-17 | 1975-03-17 | Anti-skid control system employing integral-plus-proportional control of pulsed modulation |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1067182A true CA1067182A (en) | 1979-11-27 |
Family
ID=24232269
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA240,437A Expired CA1067182A (en) | 1975-03-17 | 1975-11-25 | Anti-skid control system employing integral-plus-proportional control of pulsed modulation |
Country Status (11)
| Country | Link |
|---|---|
| US (1) | US3967862A (en) |
| JP (1) | JPS51111577A (en) |
| AU (1) | AU498207B2 (en) |
| BE (1) | BE836637A (en) |
| BR (1) | BR7600133A (en) |
| CA (1) | CA1067182A (en) |
| DE (1) | DE2605726A1 (en) |
| FR (1) | FR2304499A1 (en) |
| GB (1) | GB1515082A (en) |
| IT (1) | IT1053362B (en) |
| SE (1) | SE413127B (en) |
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| DE3709483A1 (en) * | 1987-03-23 | 1988-10-06 | Bosch Gmbh Robert | ANTI-BLOCKING CONTROL SYSTEM |
| DE3734878A1 (en) * | 1987-10-15 | 1989-04-27 | Bosch Gmbh Robert | ANTI-BLOCKING AND / OR DRIVE-SLIP CONTROL SYSTEM |
| DE3814956A1 (en) * | 1988-05-03 | 1989-11-16 | Bosch Gmbh Robert | CONTROL SYSTEM FOR ABS AND ASR APPLICATION |
| JPH0585327A (en) * | 1991-09-25 | 1993-04-06 | Aisin Seiki Co Ltd | Anti-skid device |
| FR2682922B1 (en) * | 1991-10-23 | 1996-07-05 | Thomson Csf | METHOD AND DEVICE FOR BRAKING VEHICLES BY CONTROLLING THE BRAKING TORQUE APPLIED ON A WHEEL. |
| US5397924A (en) * | 1991-12-09 | 1995-03-14 | Eaton Corporation | Truck tractor and trailer electrical communication system |
| DE4200046C2 (en) * | 1992-01-03 | 1995-08-24 | Daimler Benz Ag | Brake system with adjustable variable front / rear axle brake force distribution |
| US7090040B2 (en) * | 1993-02-24 | 2006-08-15 | Deka Products Limited Partnership | Motion control of a transporter |
| US5503250A (en) * | 1994-02-14 | 1996-04-02 | Euclid-Hitachi Heavy Equipment Inc. | Traction control system |
| US5487594A (en) * | 1994-11-30 | 1996-01-30 | Alliedsignal Inc. | Method for updating a wheel reference value by assessing proximity for the braking power curve peak |
| US6092881A (en) * | 1995-12-12 | 2000-07-25 | Euclid-Hitachi Heavy Equipment Inc. | Traction control system |
| EP0964805A1 (en) * | 1997-03-05 | 1999-12-22 | Kelsey-Hayes Company | Brake control using proportional plus integral slip regulation and proportional pressure regulation |
| DE19747093C2 (en) * | 1997-10-24 | 2002-10-17 | Siemens Ag | Electrically operated brake system |
| US6302230B1 (en) * | 1999-06-04 | 2001-10-16 | Deka Products Limited Partnership | Personal mobility vehicles and methods |
| CA2492393A1 (en) * | 2002-07-12 | 2004-01-22 | Deka Products Limited Partnership | Motion control for a transporter |
| US7210544B2 (en) * | 2002-07-12 | 2007-05-01 | Deka Products Limited Partnership | Control of a transporter based on attitude |
| DE10247722A1 (en) * | 2002-10-12 | 2004-05-06 | Wabco Gmbh & Co. Ohg | Method for controlling the brake system of a vehicle train |
| DE10311838A1 (en) * | 2003-03-18 | 2004-10-21 | Wabco Gmbh & Co. Ohg | Method for preventing a vehicle train from tipping over |
| JP4636994B2 (en) * | 2005-10-24 | 2011-02-23 | 日立オートモティブシステムズ株式会社 | Vehicle drive device |
| US7778747B2 (en) * | 2006-08-31 | 2010-08-17 | National Railway Equipment Co. | Adhesion control system for off-highway vehicle |
| JP4874192B2 (en) * | 2007-08-10 | 2012-02-15 | 株式会社デンソー | Vehicle control apparatus and control system |
| JP5026188B2 (en) * | 2007-08-10 | 2012-09-12 | 株式会社デンソー | Vehicle control device and vehicle control system |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3131975A (en) * | 1960-04-21 | 1964-05-05 | North American Aviation Inc | Slope control wheel brake control system |
| GB1018548A (en) * | 1964-04-30 | 1966-01-26 | North American Aviation Inc | Automatic wheel brake system |
| US3362757A (en) * | 1964-06-16 | 1968-01-09 | Hispano Suiza Sa | Computer controlled wheel braking system |
| US3508795A (en) * | 1967-03-28 | 1970-04-28 | Kelsey Hayes Co | Anti-skid braking system |
| GB1204266A (en) * | 1968-02-07 | 1970-09-03 | Westinghouse Brake & Signal | Braking systems and/or tractive systems |
| US3614173A (en) * | 1969-06-27 | 1971-10-19 | Bendix Corp | Slip command skid control |
| US3791701A (en) * | 1970-08-03 | 1974-02-12 | Kelsey Hayes Co | Skid control system |
| CS181306B1 (en) * | 1971-01-29 | 1978-03-31 | Jaromir Barbora | Braking force regulating system connexion |
-
1975
- 1975-03-17 US US05/559,100 patent/US3967862A/en not_active Expired - Lifetime
- 1975-11-25 CA CA240,437A patent/CA1067182A/en not_active Expired
- 1975-11-27 AU AU87006/75A patent/AU498207B2/en not_active Expired
- 1975-12-15 BE BE162741A patent/BE836637A/en not_active IP Right Cessation
-
1976
- 1976-01-02 FR FR7600039A patent/FR2304499A1/en active Granted
- 1976-01-05 IT IT47533/76A patent/IT1053362B/en active
- 1976-01-12 BR BR7600133A patent/BR7600133A/en unknown
- 1976-01-27 GB GB3034/76A patent/GB1515082A/en not_active Expired
- 1976-02-11 SE SE7601517A patent/SE413127B/en unknown
- 1976-02-13 DE DE19762605726 patent/DE2605726A1/en not_active Withdrawn
- 1976-02-18 JP JP51017480A patent/JPS51111577A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| US3967862A (en) | 1976-07-06 |
| FR2304499B1 (en) | 1982-07-23 |
| AU498207B2 (en) | 1979-02-22 |
| BR7600133A (en) | 1976-09-14 |
| SE413127B (en) | 1980-04-14 |
| AU8700675A (en) | 1977-06-02 |
| IT1053362B (en) | 1981-08-31 |
| JPS51111577A (en) | 1976-10-01 |
| FR2304499A1 (en) | 1976-10-15 |
| GB1515082A (en) | 1978-06-21 |
| BE836637A (en) | 1976-04-01 |
| SE7601517L (en) | 1976-09-18 |
| DE2605726A1 (en) | 1976-09-30 |
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