JPS5816947A - Propulsion controller for car with anti-block device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

Detailed Description of the Invention The present invention (-Vehicle propulsion control device (VR) equipped with an air anti-block device t(A:as), especially! The present invention relates to a propulsion control device having the characteristics shown above.

This combination of general characteristics +! (Eng.), which corresponds to a technological advance achieved by the applicant on test vehicles in the factory. In order to improve safety in various situations and to make optimal use of the output of the vehicle's pivoting device, the vehicle is also equipped with a propulsion control device.Assuming that the vehicle has one drive shaft, , the propulsion control device operates according to the following principle: 'r-movement = 1, 1 drive wheel is braked by the brake 1/- gear to make a full rotation (high-speed rotation), and both drive wheels are braked by the gear 1/- to make a full rotation (high-speed rotation). <L, and as a result both brakes are applied, the output torque of the small movement device is further reduced by one degree.

An example of such a device on the IL system side is described in Kohonde and Takoto's book 1 daughter and simultaneous application (``Automotive propulsion control device'').

From the viewpoint of safety, propulsion control and anti-block system f
It is clear that the control devices related to these (ABS, V, R) should be constructed as separate devices both functionally and structurally, since they must not interfere with each other.
be. This ensures that even if any of these devices malfunctions, the mutual influence [or effect 1] is excluded. So, such an artificial solution would be extremely expensive.

Therefore, it is an object of the present invention to make it possible to combine effective propulsion control and anti-block devices in a vehicle at only slightly more expense than anti-block devices. Promotion side! The object is to obtain a propulsion sub-system of the type described above that includes the necessary safety circuitry for monitoring the output of the II system.

This object can be achieved according to the invention simply by means of the features (A) to (D) indicated in paragraph 1 of claim 1.

Is the groove 1 in this way? The propulsion control device of the present invention has at least the following technical advantages: The wheel rotation speed sensor, which is a hydraulic device and is the signal input stage of the evaluation circuit of the anti-block device, can be used in both the anti-block device and the propulsion control device. Through dual use, the excess cost required for the propulsion control system is reduced to a comparatively small fraction of the cost required for the anti-block system or the propulsion control system alone. Therefore, the excess cost of a propulsion control system in combination with an anti-block system according to the present invention is only about 10-15% of the cost of the anti-block system alone. Despite the considerable integration of the propulsion control and anti-blocking devices, their independent functioning is guaranteed;
Even if the propulsion control device malfunctions and is shut off, the anti-block device will still function.

By means of the separating piston acting as a pressure transducer according to the features of claim 2, it is possible to use a pressure source located directly in the vehicle analogy, such as a level adjustment device or a servo device, as an auxiliary pressure source for the propulsion control device. This multiple use further reduces the manufacturing cost of the 1st place.

Furthermore, in this configuration of the hydraulic circuit of the propulsion control device, the return pump provided in the anti-block device for reducing the brake pressure can also be used for the same purpose for the propulsion control device.

The propulsion control system is easily fluidly disconnected from the anti-block system by means of a pressure transducer in which the isolation piston is freely supported so that when the auxiliary pressure source is cut off, the pressure in the brake circuit automatically returns it to its basic position. For example, if the propulsion control device is not supplied with pressure, the on-board readiness of the anti-block device is not affected.

When a malfunction occurs in the anti-block device, by disconnecting the control and propulsion device according to claim 3, the components used for both block control and propulsion control can be effectively monitored by the safety circuit alone. .

The additional safety circuits required for the propulsion control i11 device can therefore be limited in its design to components specific only to the propulsion control, namely to the monitoring of its evaluation-switch stage and the auxiliary pressure source.

For example, it can be activated by turning on the ignition switch, and the inspection can be performed automatically within a limited inspection time.5. A test reward suitable for the purpose of functional inspection of an evaluation circuit of a propulsion control device is shown by the features of claim 4 using its basic configuration.

The other side of this test is that it is a functional part of the safety circuit that not only inspects the stopping power of the propulsion control device when the vehicle starts operating, but also considers the safety of its operation during vehicle operation. . In this regard, further electronic circuit devices provided in the safety device are stated in claims 5-13.

According to the features of claim 5, the partial unit of the safety circuit is characterized by its functionality, and can be simply constructed by the features of claim 6. The driver is dirty
Inconsistency with the driving condition of the vehicle (for example, AI grinding)
When a signal indicating the working phase of the one-color control device appears simultaneously, one part unit will cut off the malfunctioning propulsion control device.

Regarding its function, the special feature C revised in claim 7, the specific configuration is covered by claim 8.
The output torque of the vehicle's drive system is affected by the unit's part of the safety circuit.

It is reduced only when at least one of the brakes of the drive wheels is activated in the operating phase of the propulsion control device.

Claims ++K 9-11 provide functional and structural features of the third subunit of the VR safety circuit. The brakes of the vehicle do not work and the propulsion control system does not work, but if the brake pressure gradually increases in at least one of the brakes of the drive wheels, the third subunit will automatically cut off the auxiliary pressure source. generate a signal f
Ru. Such a malfunction can occur, for example, due to a leak in the hydraulic system of the propulsion device, and therefore the safety circuit which operates the IC brake pressure control valve in the direction of pressure reduction as stated in claim 11 is required. It is advantageous to give it to

The control output signal of the propulsion control device and especially the critical position of the drive wheels (
The time monitoring carried out simply according to claim 12 with the signals specific to the critical (limiting) motion states shows that these signals exist for longer than the comparison time 4t which meets the physical sub-conditions and are therefore 1 (additional). When safety is achieved), the propulsion control switch is cut off.

According to 11 Yoshinari of the propulsion side control device according to the feature of claim 13, malfunction of the propulsion control device and (-1
Or) When the anti-block device is activated, one device on the propulsion unit, which is advantageous from a safety point of view, is shut off, and the propulsion device does not become an effective IC in an unauthorized manner. Guaranteed.

After binding, configuration 1 of the control element for reducing the output torque of the drive 1rtJJ device, which corresponds to the feature of claim 14 (therefore, the control element acts on the drive device to adjust the output torque to the current driving situation). Without this, too large a deceleration of the vehicle becomes effective is avoided.

The detailed features of the present invention will become clear from the following description of a preferred embodiment of the present invention with reference to the drawings.

FIG. 1 shows a propulsion control device g which is structurally and functionally coupled to a four-channel anti-block system (ABS) 11 according to the present invention in the rear wheel (drive automatic east).
(The vR+10 is shown in such a way that the overall device has the simplest possible construction.

At this time, the propulsion control device 10 acts as if it were an accessory device.
The anti-block device 11 is adapted to an anti-block device 11, which is considered to be known in itself, so as to be able to perform f a.
2.13 and wheel rotation speed sensors 17.18.19.21 attached to one driven rear wheel 14.16. The wheel rotation speed sensor generates a pulse-shaped electrical output signal with a repeating number proportional to the rotation speed of each wheel.

The control circuit 22 for the anti-block device 11 processes the output signals of the sensors 17, 18, 19, 21 and controls the force increase phase, pressure maintenance phase, and pressure maintenance phase of the brakes 28, 29, 31, and 32.
Or the brake pressure control valve 2 is placed in the basic (flow) position, cutoff (lock) position, or reverse flow position corresponding to the pressure drop phase.
3.24.26.27 to generate an electrical control side j output signal for anti-block control. Further control ml
01 path 22 connects the brake oil flowing out from the wheel cylinder during the pressure drop phase to the brake line 34.36v of the front axle or rear axle brake circuit.
C generates an output signal to drive the return pump 33 of the anti-block device 11.

1 (ABS) for monitoring the anti-block device 110 function.
A safety fee of 37 will be provided for each safety session. This circuit 37 triggers at its output 38 the switching on of the anti-blocking device 11 and activates the alarm device 39 in the event of a malfunction of the open side 1 circuit 22 and the monitored components of the pond. Generate a signal.

The propulsion control device 10, which transmits the output torque generated from the vehicle drive system to the road surface during vehicle operation and provides additional driving safety, operates according to the following principle.

As soon as one of the drive wheels 14, 16 is about to make a full rotation, its brake 31 or 32 is activated.

When both drive wheels 14.16 attempt to make a full rotation, in addition to actuation of the brakes 31.32, an electrically controlled throttle valve (E
A control action is taken to reduce the torque by adjusting -qas). Sara K.

The propulsion control arrangement 10 causes one of the drive wheels 14.16 to rotate through a full revolution as soon as a certain threshold of vehicle speed and longitudinal and/or lateral intensities of the vehicle is exceeded. It is assumed that the control 11 is performed to cause the driving vJ device to discharge torque as long as the attempt is made.

Appropriate brake pressure for rear wheel brakes 31.32 1111
The propulsion control equipment 10 performs propulsion control to control the brake pressure control valves 26 and 27 of the anti-block device 11 in accordance with the operating conditions. The 5th and 6th essential signal 11 are generated by the VFt electronic control circuit 40, which also has these control signals as appropriate, which will be explained in more detail with reference to FIG. Number sensor 17.
18.19.21 is generated by processing the output signal proportional to the rotation of the wheel.

Brake 3 for operating the propulsion i+ill ml device 10
The brake pressure supply to 1.32 is shunted to an auxiliary pressure source 41. It is suitable to use as auxiliary pressure source 41 a pressure source that is present in the vehicle, for example for a servo system. Its output pressure can be connected to a pressure transducer 43 which is controlled by a VR1I51J11 device and is connected to a switching valve il&42 and thus to a pressure transducer 43 which is coupled on the secondary side to the brake line 36 of the rear axle brake circuit. The pressure transducer 43 is provided to adapt the pressure 1/bel to the value required for propulsion control. The pressure transducer 43 has a freely supported piston 44 whose secondary piston stage 4
6 limits the input pressure level 47. The space 47 is connected to the rear axle brake circuit, and with the output pressure space of the master 7 cylinder is in communication with the pressure transducer piston 44, which is open in the illustrated basic position and closed otherwise. It communicates with the output pressure space 51 of the pressure transducer 43 via the central valve 49. This configuration of the pressure transducer 43 achieves fluid isolation of the auxiliary pressure source 41 from the master cylinder 48. This is necessary for the independent functions of the control i*1.o and the anti-block device 11.

Ic for monitoring the electronic control device 22.40 of the anti-block device 11 and the propulsion control device 10 and the overall installation 10.110 functions (operation) using FIGS. 2 and 3 clearly shown in detail below. The configuration of the provided safety circuit 37.52 will be explained in detail.

The safety circuit shuts off the anti-block device 11 and/or the propulsion side M device 10 when a malfunction occurs.

Electrical connection between anti-block device 11 and propulsion control equipment 10]i
The cross circuits 22.40 have a common signal input and processing stage 53. The input signal and the rotational speed sensor output signal are introduced into the stage 53. From these signals, the characteristics of the circumferential speed and circumferential acceleration of the heavy wheels 12, 13, 14, and 16 are determined, respectively. Eight output signals are generated in a total of 1η1s.

In the representation of these output 1 words shown and the signals derived from this), the following symbols are adopted: 1-Lo: V-before, H-
Behind, L-left, R-right, F two vehicles.

The output signal of the signal processing stage 53 is supplied to the evaluation stages 54, 560, and 7 people of the ABS control device 2 and the VR city 1]011 device fitt 40, respectively, which are clear from FIG. 2 showing the details. From these signals, the evaluation stage 54 of the ABS control circuit 22 generates a λ-output signal which is dependent on the slippage of the wheels 12, 13, 14, 16. The λ-output signal together with the acceleration signal is sent to the next ratio soft stage 57 where the threshold values λ1, λ
2. λ,, l-b, -1]. The logic output signal of the ABEI comparator stage 57 (
・1lj suitable for controlling the pressure of 14tl first valve 23.24.26.27 in the coupling stage 58 of the next stage
ll r [converted to l signal.

Also in the brake 1 circuit 40 of the propulsion 11i111 wholesale rod 10.

There is a comparison stage 59 at the next stage of the evaluation stage 56, which generates a logical output signal that is specific to the current driving situation by comparing the received human input signal with an appropriate threshold value. By appropriate combination of
I Yoshiai stage 61 is explained above (7 rxrc drive rear wheel 14
．． 16 pressure control outlet valve 26.27 advantage (1i41
, S, 5'';i' + tj Auxiliary pressure source Auxiliary pressure source 41 Pump 33 and Koyama 1'' side tilting for reducing the output torque of other devices) arise.

Please refer to the following diagram: 1 lil 1 wholesale 1
The basic configuration of the safety circuit 52 provided with itoVC will be described in detail.

To the safety circuit 52 L, 4゛t1 human power 62 to the left rear 1 theory Bnogi pressure lever σ in well 26 that pressure maintenance or pressure reduction IV'L to the neck 1lrll constant 11-il':, +'
V1 receives the output signal of the laminating stage 61 and applies the corresponding control (i
＋il lgi) signal is received. The third human power source 64 is supplied with an output signal of the accelerator pedal position transmitter 1 which is a high level signal when the accelerator pedal is in the +&2 position. - The A↓1 human power 66 is supplied with the control output signal of the VR coupling stage 61 that triggers the torque 11 rotational engagement of the active device circle. When the brake light switch is closed, the fifth human power 67
In other words, when the driver depresses the brake pedal, the bird 1/
Bell input signal should be provided. The sixth human power 138 is supplied with the slip threshold output signal of the VR comparison stage 59, and the seventh human power 69 is supplied with its acceleration threshold output signal.

Partial unit 71 of safety circuit 52) R circuit 72
is the provision. OF+ circuit 72 has $11 Bekah 62 and Kita 2 Yuriki 63 ((Received Brake Runner 1ii1 f
P control 1 word is supplied. The partial unit 71 further waits for the non-denying person's cuff 4 and the denying person's cuff 6.
Contains about 73 li1!1. This negative human power is connected to the 3rd Beka 64 where the brake pedal position fK is supplied 9, so that the propulsion 11ilJ r114+minato position does not work when the accelerator pedal is in the idle position. Partial unit 71 makes a mistake and makes 1 profit.

Accelerator pedal M i & I: 1 is also supplied to the negative input cuff 6 of the A, N D circuit 73 via the delay element 100 that holds the high level output sound of the position transmitter for a time δt. Be it. The time δt should be 1" so that the propulsion control device is not cut off even if you take your foot off the accelerator pedal for a short time.

When a high level output signal appears on IJr and cuff 7 of the AAND circuit 13, an error exists 17 and the propulsion control device is cut off.

The second subunit 78 of the safety circuit 52 includes a two-man power AND circuit 79 . The first human power 81 is supplied with the output signal of the OR circuit 72 of the first partial unit 71 which is negated by the inverter 82 .

The second human power 83 is supplied with the human power signal received by the fourth human power 66 of the safety circuit 52. This signal provides a torque reducing engagement to the drive.

This second partial unit 78 simultaneously allows the brake 3
1.32 is on the control side] so that the drive is only engaged. The third subunit 84 of the safety circuit 52 includes a three-power AND circuit 85 having two non-inverting inputs 86, 87 and an inverting input 88, the first non-inverting input of this A N D circuit 85. 86 is supplied with the inverted output signal of the OR circuit 72 of the first partial unit 71. The second non-inverting input 87 is supplied with the output signal of the two-man power 01R times'g89. Old 1uK8
．． The input of 9 is the slip signal of the VR ratio I step 59 and the wheel 1.
・A bale; end signal is supplied to the input 68 of the safety circuit 52.
69. Inverting input 88 of AND circuit 85
is supplied with a control light signal. This third partial unit 8
4, the brake is activated (1~), and at times the propulsion control device 10 is not activated. AN
D time; 1/bell output signal of 烙85 (・Indicates that there is an error related to this and outputs it to the JfU control device 10
cut off.

A time ratio soft element 98 is connected to an output 97 of the three-manpower A N D circuit 85 . The comparison element 98 compares the signal duration of the output signal of the A N D circuit 85 with the signal duration of about 1-2 seconds (with the time Δ).

The time comparison element 98 generates a control signal to reduce the brake pressure on the gears 31.32 of the drive and support wheels 14.16.

received at input 62.63.68.69 of safety circuit 52. The output signal for the brake L function of the VR ratio l gear 59 or the slip signal and the acceleration signal custom-made for the state of motion of the drive wheel 14.16 are each provided by one of the time elements 92. Even if C'' is compared to a time J of 11 seconds. This time Δ1: is I(1, IK flil
'i,! 41 (corresponds to the experimental value of the maximum signal duration when +E/L < 11).If the signal duration is longer than this, an error occurs and the propulsion control i
The output that disconnects the II device generates a signal.

A false indication signal supplied from the common output 93 of the safety circuit 52 controls the one-benefit viewing relay 95 .

The relay 95 has an open contact 94 in the drive circuit of the valve relay 96. The contact 94 is driven (excited) by the output signal generated by the VR control circuit 40 when the propulsion control device is in the working phase. ).During the active phase of the propulsion control, the voltage of the battery is supplied to the control voltage and the excitation winding of the switching valve arrangement 42 by means of the actuated closing contact 99 of this valve relay 96.

When there is a false signal at the output 93 of the safety circuit 52, the auxiliary pressure source 41 is replaced by the pressure transducer 43.

Finally, the ABS safety circuit 37 is controlled by the OR circuit 101.
The erroneous output signal from the VR safety circuit 52 cuts off both the anti-block device 11 and the propulsion control device 10 when the anti-block deployment 11 malfunctions.

When the propulsion control device 10 malfunctions, only the propulsion 1tlJ equipment 10 is cut off.

[Brief explanation of drawings]

FIG. 1 is a very simplified block diagram of the front of a propulsion control device combined with an anti-block device according to the present invention. Fig. 2 is a detailed diagram of the configuration of the electronic control device 141 provided in the anti-block device and the propulsion control device, which generates a control signal for the 1-k pressure control valve. Figure 3 is a detailed diagram of the functional monitoring and safety circuit provided in the propulsion control ill device shown in Figures 1 and 2. 10... Propulsion control device (VR). 11...・Anti-block family fi (ABS). 12.13...-...Front wheel. 14.16......Drive rear wheel, 17.18.1
9.21・・・・・・Wheel rotation speed sensor. 23.24.26.27... Brake pressure control valve, 2B, 29.31.32... Brake 33...
...Return pump, 39...11 Information device, 41...
...Auxiliary pressure source. 42......Switching valve device, 43...Pressure transducer, 48...Master cylinder. 92.98.100... Time element applicant representative Konto attorney Yoshinoho Kozawa

Claims (1)

[Claims] B) a) An electrical output signal for each wheel that decreases proportionally to the rotational speed of the wheel or its circumferential speed? and b) ATL brake control Ti1 for each wheel that can be controlled to the flow position, direct position, cutoff position, and reverse flow position.
C) 7″ slip signal received from the rotation speed sensor (λ
), o and wheel acceleration and deceleration signals (+b, -b) and these signals and predetermined thresholds (λ, -4-b, -b)
Logic output signals are generated from the comparison with the electronic control system, and the combination of these signals generates the pressure rise, pressure maintenance, and pressure reduction signals required for proper control of the pressure control outlet valve. d) Anti-block device after malfunction? Finally, I/-Gi oppressor side 15'r-? The pressure car F is returned to the spring position suitable for the load, and furthermore, one drive wheel is trying to rotate all the way, and the propulsion control head is turned on to its brake? , Drive, both parts, JJ's theory all the time - even more driving
Torque I reduction engagement on the left 1i, anti-block device [Kaisaku Samurai 1 how much? Safety circuit to monitor? A) A propulsion control system for a vehicle equipped with an anti-block system (ABS), comprising: A) an electronically controlled F111 rM (2
2) is the signal input stage (53) that generates the velocity (v) and acceleration If (b) which are specific to the motion state of the wheels (12, 13, 14, 18); Contains. These output signals are processed in a comparison and combination stage (22) following the input stage (53) to the exhaust pressure control valve (
23, 24, 26, 27). B) The propulsion control device has an ABS input signal setting (53) and a base evaluation switch stage (56, 59, 61) after it. Read and receive the latter ray V and B signals? 1. Pa+iH# ring (1
1, 16), a custom-made λ-newsletter (λ, λ) was received by the λ-Shinkyu Emperor 2, and the former 1, 1, and 1J received a custom-made λ-newsletter (λ, λ). Compared with the threshold values (λ, λ, b, -b), the rigid logic H (B output signal sound, 1d and 1d, one output is connected to the bu i/-ki pressure control valve (2
6, 27) Is this the appropriate control side for the situation? C) An auxiliary pressure source (41) which generates the necessary control signal at the moment of operation and picks up the pressure ff on the brake that is acting while the propulsion device is in the working phase (working phase). D) Auxiliary pressure source (41) and evaluation switch stage (56, 59, 61) in case the propulsion sub-side 1 device (10) malfunctions.
1 alarm signal or display signal? Monitor the functions (operations) of the propulsion control device that occur. Safety;
52) A propulsion control device for a vehicle characterized by the provision of a steering wheel. 3- (2) Brake circuit brake l/- of drive wheels (14, 16)
Kirin (3ti), /l-steam/ll7J support old IJ piston (,44) x pressure transducer (43) θ)
In contact with the output pressure space (51), the piston (44)
) The primary side piston (45) is medium-thick V (夛)pine)
) Mocha Gen (41)'s Tsukijiriki V Koyoteben's tljlJ
The piston 1 father (46) of the quadratic law is related to the brake circuit of the drive wheel, and the master cylinder of the brake device ( 4
The input pressure space (4T) is connected to the output space of the pressure transducer (47).
The sword with (44) in the basic position is l;? ), and when not, tl 1I-1 communicates with the output pressure air 1144 (51) of the pressure transducer (43) via the center cell (49) k.
The device according to claim 1, characterized in that the propulsion side f#I device (10) is cut off by a malfunction display signal of the safety circuit (37) of the anti-block device. Which switch parts do you use? , what can you do with the drive?
Scope of Claim 1, Section 1/I- (I) The scope of claim 1/I- is the equipment of the 2nd Factory [c. (4) Propulsion control system m: Is the safety circuit (52) in (10), for example, an ignition α) switch? Driven by putting r
'1. Ro function generation crystal? Containing a test device 2, the i geometry generator generates a set of V human power signal and b human power old number at evaluation times @(53,40) within a certain test time. By processing these signals, a pulse train corresponding to a predetermined signal pattern of the possible control 111 output signal is derived, and furthermore, if these pulse trains deviate from the predetermined signal pattern γ Kotogi is a comparison device that generates a malfunction display signal? Apparatus according to any of the preceding claims characterized in that it is provided. (5) The second partial unit (71) of the safety circuit (52) of the propulsion control device is configured to provide signals and accelerators of the evaluation circuit (53, 40) or the safety circuit (52) custom-made for the working phase of the propulsion control device. Is the accelerator pedal in the idle position when the pedal position is 1? At the same time, the right r1. When the propulsion sub-side) device shuts off the output signal? What happens? ≠ place of any of the preceding claims as adversary. (6) Accelerator pedal? n W transmission j is a high level output signal when the accelerator pedal is in the free position? . If this is not the case, a low level output signal is generated, and the partial unit (γ1) receives the input signal as the input signal... : Drive wheel (14,
16) for the brake pressure sub-valve (6.27)!
I control signal reception T', b O, R circuit (72) Yff
In this case, one negative input and one non-negative input are provided, and two human forces AND times (73) are provided, and the non-negative human power (73) is provided.
74) +x, oR+=+: Output page number 1 of path (72)?
Is the received and negative human power (76) the output signal of the accelerator pedal position transmitter? Receiving child Lokoto? Apparatus according to claim 5 characterized. On the one hand, there is a signal indicating that the output torque of the drive has to be reduced, and on the other hand, there is a signal indicating that the output torque of the drive
When there is a signal indicating that neither of the brakes (31, 32) in
'a = The output to be cut off is provided in the second part unit (78) which generates the signal = kVR safety circuit (52). (Patent No. 11) Range υ) Other device aspects. (81 VR cheap, 1 ≧ circuit (52) base 2 i'; First part of VR safety circuit (52) User (71) ORl view 1: Bribe (72)
Reversed output newsletter (#j L, 7th second human power (83)
(Engineer (pivoting device Q) Torque 1 Mr. R power trigger to receive 9 temples 1 student 1 old high l novel signal meeting! 1.! r,
The enemy is a device in which the 6th section of 4111 of the Patent No. 611 is combined with the 7th section of y. (g) The third partial unit (84) is connected to the vnn safety circuit 52).
) v is provided, which means that when the brake is not applied and the propulsion control is not applied, the drive wheels (14, 1
6) If at least one circumferential speed reduction is used to reduce the peripheral speed and a custom-made input signal length or -b is present, there is a possibility that an erroneous output signal r may be generated. Features of any of the preceding claims. (IQ) Third partial unit of VIR safety circuit (52) (
84) Two non-inverted/wide inputs (86, 87) and 7- one inverted input (88)? Three-person AND circuit (8
5) In addition, the seventh non-inverting input (86) is the first non-inverting input (71) of the VR safety circuit (52).
The inverted output signal sound of the OR circuit (72), its second non-rebuttal input (1J7) or the output signal of the two manual OR circuits (89) is received, and one input of the OR circuit (89) is - b Wheel deceleration signal, Ikekata input 1c! XvFl evaluation 1iTI] circuit (411) θ) comparison stage (59) 0) slip (λ) signal is supplied. Claims 9 and 8 and Kaoru 1, Yoshiai The device side of things. (11+ 3 human power A, ND circuit (85) output (
A time comparison element (98) is connected to the element (97).
8), if the output signal of 3 human power A, N D times 1 flame (85) is longer than a certain comparison time (Δ,), the drive wheel (14
, -16) to reduce the pressure of the brakes (31, 32). V custom made to condition
The output (λ) signal of the comparison stage (59) of the R evaluation circuit (40) and the acceleration (+'b)'j or deceleration (-
b) Brake pressure control valve (2G
, 27)? An output signal is provided to a comparison time element (92) which causes the lock (pressure maintenance) or return (pressure reduction) position. When the signal is constant j■Δt, 1, for example, longer than 1 second, the output No. 1a which cuts off the propulsion control 11? The device according to the preceding claims, characterized in that: (13) A control valve device (42) coupled to the brake circuit of the auxiliary pressure source (41)'rig driving wheels is electrically controlled by a valve relay (96) that is driven (energized) in the working phase of the propulsion control device, The drive circuit of the valve relay (96) is the open contact (94) of the monitoring relay (95), and the monitoring relay (95) is connected to VR%5 and ABS safety times 1 (52,
37) malfunction output signal, anti-block device's 4 function (
3. A device 3 according to any one of the preceding claims, wherein the device is driven by an output signal and a signal generated by the movement of the brakes, for example by a light control switch. (14) Reduce the output torque of the pivoting device. The control element provided in the propulsion system 1ii4I Minato (10) is characterized by causing stepwise changes in the output torque corresponding only to a predetermined fraction of the maximum operating stroke of the accelerator pedal at any given time. Apparatus according to any of the preceding claims. .