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| Anti-skid device for use with vehicle brake systems |
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Anti-wheel lock system for tandem axles
| Details |
Inventors: Smedley, Daniel G.; Hopkins, Gary L.; Urban, John A.;
Assignee: Eaton Corporation (Cleveland, OH)
Primary Examiner: Kunin; Stephen G.
Assistant Examiner:
Attorney, Agent or Firm: Blanchard, Flynn, Thiel, Boutell & Tanis
An anti-wheel lock, system for a vehicle with tandem axles each having a pair of rotatable wheels, the vehicle having a braking system for applying braking forces to such wheels. A brake control device responds to an applied lock signal for controlling the braking system to relieve the braking forces on the wheels. The input circuitry provides for distinct wheel speed signals having values respectively representing the wheel speeds of the four wheels (or wheel sets) carried by the tandem axles. A high wheel gate continuously produces a signal representing the speed of the fastest rotating one of the four wheels by determining the fastest rotating wheel on each pair and then the fastest moving wheel between the pairs. A low wheel gate similarly obtains and continuously provides a signal related to the speed of the slowest moving wheel of the four. An average wheel gate of simplified construction produces a signal simulating the average wheel speed by in effect averaging the outputs of the high and low wheel gates. In a preferred embodiment the speed signals fed to the gates are provided by nonlinear frequency to voltage convertors driven in response to corresponding ones of the four wheels. Logic circuitry provides a locked wheel signal when values of, and changes in, the speed signals from such gates indicate or predict a skid condition. |
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DETAILED DESCRIPTION FIG.
1 discloses a preferred embodiment of the invention, wherein the speeds of four braked, independently rotatable wheels on a vehicle are independently monitored by respective wheel speed sensors WS-1-WS-4.
The wheel speed sensors may be of any conventional type capable of developing an alternating signal having a frequency substantially proportional to wheel speed, such as an AC tachometer generator.
In a preferred use, the sensors WS-1-WS-4 monitor the left and right wheels on the forward axle and left and right wheels on the rearward axle of a tandem axle set.
The sensors WS-1-WS-4 are connected through respective input filter circuits F1-F4 to drive frequency to voltage convertors FV1-FV4, which provide speed signals of amplitude respresenting the speed of the corresponding vehicle wheel.
The several (here four) wheel speed signals from the frequency to voltage convertors are all applied to a low wheel gate LS, which prasses onto line VL the instantaneous speed signal for the then lowest speed one of the wheels.
A high wheel gate HS also receives all four of the wheel speed signals and passes onto line VH the instantaneous speed signal for the highest speed one of the wheels.
An average wheel gate produces a signal indicated at VA which in effect is to represent, or stand in place of, the average of the four wheel speed signals.
However, the average wheel gate AS drives its output signal VA from the outputs VL and VH of the low wheel and high wheel gates LS and HS, respectively, and preferably, as hereafter discussed, weights such signal VA in favor of the latter.
Under certain conditions, indicative of lockup or incipient lockup in one or more of the vehicle wheels being monitored, lock signals are produced by circuits here including a deceleration detector DD and fixed bleed and differential wheel speed circuitry here combined in a combination circuit FD.
It has been found advantageous where more than a pair of wheels (e.
g.
in a tandem axle situation) is to be monitored, that the speed signal applied to the deceleration detector circuit be from the low wheel line VL
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