Anti-locking control system
BACKGROUND OF THE INVENTION 
     German Offenlegungsschrift 3,614,770 discloses an anti-lock brake system in which the wheel deceleration and the wheel slip are integrated for a predetermined time and the results of integration summed. If the sum exceeds a limit, a pressure reduction pulse is produced and the results of integration are at least partially erased; preferably, a predetermined number of measured values are integrated, the measured value already taken into consideration the longest being oxcluded upon taking into consideration a new measured value (time window). 
     SUMMARY OF THE INVENTION 
     The design of the anti-lock controller creates a convenient controller which reacts rapidly to corresponding driving states. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 shows a block diagram of the controller, 
     FIG. 2 shows details of the controller. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     In FIG. 1, wheel-speed sensors 1 and 2 are assigned to the non-driven wheels. From the speed values of these sensors 1 and 2, a speed characteristic approximated to the vehicle speed V P  is produced in a block 3. Blocks 4 and 5, to which both the wheel-speed signals V R  and the vehicle-speed signal V F  are fed, each emit an output signal which corresponds to the slip L of the wheel. These signals are fed to computers 6 and 7, but also to integrators 8 and 9 which integrate the slip signal supplied and likewise feed the integration signal IL to the computers 6 and 7 respectively. 
     In differentiating elements 10 and 11, the wheel-speed signals V RR  and V KL  from sensors 1 and 2 are differentiated; the output signals are then fed to subtractors 12 and 13, to which the calculated vehicle deceleration V F , from differentiatior 14 is also fed. In blocks 12 and 13, the relative wheel deceleration B=V R  -V F  for both wheels are formed and likewise fed to the computers 6 and 7 respectively. The computers 6 and 7 respectively produce for the wheel assigned to them the sum aB+bL+cIL+dVF, a, b, c and d being weighting constants. If the instability criterion K exceeds an instability limit IS, a pressure reduction pulse is produced at the output of the computer 6 or 7, which pulse is fed to the valves assigned to the wheels (inlet valves 15a or 16a and outlet valves 15b or 16b ) for the purpose of pressure reduction (both valves 15a and 15b or 16a and 16b are activated). 
     The pressure reduction pulse is also used to reset the integrating elements 8 or 9 and differentiating elements 10 or 11 to zero. Between the pressure reduction pulses, the pressure is held constant. 
     The width of the first pressure reduction pulse in a cycle is dimensioned so that is corresponds to a certain proportion of the sum ABZ of the pressure reduction times of the preceding cycle. The subsequent pulses represent a fraction of the first pulse; dimensioning is effected by the computers 6 and 7 respectively. In order to achieve a linearisation of the pressure reduction times, the sum of the pressure reduction times ABZ is converted in the computer 6 and 7, respectively, into an equivalent activation time ABZ* in accordance with the relationship ABZ*=ABZ (1-e t/T ). Here, t is the activation time of the outlet valve and T is a time constant matched to the hydraulics. 
     The computers 6 and 7 also determine in a known manner the instant at which, before reaching the maximum slip, the wheel speed reaches its turning cusp point (=cusp point of the wheel deceleration) and now changes the instability relationship in such a way that this is determined more by the wheel deceleration and less by the slip components. The relationship can, for example, be K=B+L+IL/2. As soon as, by comparison of successive measured values of the wheel speed, the computer detects the tendency to an increase in wheel speed, it outputs a signal via a line 18 or 19 to a block 20 or 21 which then interrupts the activation of both outlet valves 15b and 16b (pressure reduction). However, via line 22 or 23, the inlet valve 15a or 16a remains activated (holding constant). 
     The computer 6 or 7 preferably dimensions the length of the first pulse in the first control cycle in proportion to the wheel deceleration and in inverse proportion to the vehicle deceleration. 
     Under certain conditions, a prolongation of pressure reduction is performed until the occurrence of a certain relative wheel acceleration +B. More specifically, a prolongation is performed when, despite a tendency to an increase in wheel speed, the differentiator 10 or 11 still outputs a deceleration value, i.e. when the differentiator does not follow. This condition can also be made dependent on whether the already accumulated pressure reduction time ABZ&#39; exceeds a certain value. An implementation of this condition is shown in FIG. 2. According to the circuit of FIG. 2, the prolongation of pressure reduction is contained in block 20 or 21. The reduction signal is fed to the AND element 202 via the terminal 201. It passes via an OR element 203 to the valves 15 or 16 until the signal +Δv (tendency to an increase in speed) occurs. 
     In the special case that, despite the tendency to an increase in speed (+Δv present), a (small) wheel deceleration (B&lt;-X) is still detected and pressure has already been reduced for at least a predetermined time (ABZ&#39;&gt;y), an AND element 204 produces a signal which sets a bistable element 205. This then outputs a pressure reduction signal to the OR element 203. If a +B signal occurs, it resets the bistable element 205 again. 
     Following a pressure reduction, the pressure is held constant until a limit ST is exceeded by a stability criterion K st  =e·B*+fL. Here, B* is the relative wheel acceleration B*=V R  -V F , L is the (negative) slip and e and f are constants. 
     The pressure reduction is preferably effected in a pulsed fashion, initially with a large gradient and then with a reduced gradient. The period of time after which a changeover is effected to the reduced gradient is preferably made dependent on the length of the preceding pressure reduction and, in addition, on the ratio of the pressure build-up time to the pressure reduction time in the preceding cycle. The pressure build-up pulses on the line 22 or 23 are dimensioned by the controller 6 or 7. 
     If a very high wheel acceleration occurs, a pressure build-up pulse is produced which feeds in the previously present brake pressure again.