Fault-tolerant braking system with manual push-through on two wheels

Abstract

A fault-tolerant braking system includes manual push-through at two wheels for selective actuation of a first and a second pair of wheel brakes. During manual push-through mode, a master cylinder can be selectively operated by actuating the brake pedal to generate a brake actuation pressure at at least one MC output to actuate the first pair of wheel brakes. During non-failure normal braking mode, a single-acting plunger (SAP) can be operated to generate a brake actuation pressure at a first and a second SAP output to hydraulically actuate the first and second pair of wheel brakes, respectively. A two-position three-way valve (2P3W valve) is hydraulically connected to the MC output, the first SAP output, and the first pair of wheel brakes.The 2P3W valve brings the front pair of wheel brakes into flow contact with the SAP in the non-failure normal braking mode and with the master cylinder in the manual push-through braking mode.

Description

Technical field

[0001] This disclosure relates to a device and a method for using a fault-tolerant braking system and in particular to methods and devices of a fault-tolerant braking system with manual push-through on two wheels. background

[0002] This invention relates generally to vehicle braking systems. Vehicles are usually slowed down and stopped by hydraulic braking systems. These systems vary in complexity, but a basic braking system typically includes a brake pedal, a master cylinder, fluid lines that may be arranged in two similar but separate brake circuits, and wheel brakes in each circuit. The driver of the vehicle operates a brake pedal that is connected directly or indirectly to the master cylinder. When the brake pedal is depressed, the master cylinder generates hydraulic forces in both brake circuits by pressurizing the brake fluid. The pressurized fluid moves through the fluid lines in both circuits to actuate brake cylinders at the wheels, thus slowing the vehicle.Basic braking systems typically use a brake booster that supplies force to the master cylinder, assisting the pedal force applied by the driver. The booster's force then assists the pedal force acting on the master cylinder's pistons, which pressurize the fluid in the line that connects to the wheel brakes.

[0003] During the initial movement of the brake pedal assembly in boost mode, the driver presses the brake pedal, causing an initial movement of an input piston in the master cylinder. Further movement of the input piston pressurizes the master cylinder's inlet chamber, causing fluid to flow into a pedal simulator. As fluid is diverted into the pedal simulator, a simulation pressure chamber within the simulator expands, causing a piston in the pedal simulator to move.A movement of the piston compresses a spring assembly housed in the pedal simulator, pre-tensioning the piston to provide feedback to the driver of the vehicle via the brake pedal, simulating the forces a driver would feel on the brake pedal in a conventional vacuum-assisted hydraulic braking system, thus providing an expected and reassuring "braking feel" for the driver.

[0004] Descriptions of prior art brake systems can be found in U.S. Patent No. 10,730,501, entitled "Vehicle Brake System with Auxiliary Pressure Source," granted to Blaise Ganzel on August 4, 2020; in U.S. Patent Application No. 1260 / 0307538, entitled "Brake System with Multiple Pressure Sources," published by Blaise Ganzel on October 1, 2020; and in U.S. Patent Application No. 17 / 400,250, entitled "Apparatus and Method for Control of a Hydraulic Brake System Including Manual Pushthrough," filed by Blaise Ganzel on August 12, 2021, the contents of which are hereby incorporated herein by reference in their entirety for all purposes.

[0005] The object of the invention is to overcome the disadvantages of the prior art, in particular to provide a braking system that improves vehicle safety. This object is achieved by the subject matter of the independent claims, with optional further developments specified in the dependent claims. Brief description

[0006] In one aspect, alone or in combination with another aspect, a fault-tolerant braking system with manual push-through is provided at two wheels for the selective actuation of a first and a second pair of wheel brakes. The system includes a reservoir and a master cylinder (MC) that can be operated to provide a brake signal in response to the actuation of a connected brake pedal. During a manual push-through mode, the master cylinder can be selectively operated by actuating the brake pedal to generate a brake actuation pressure at at least one MC output for the hydraulic actuation of the first pair of wheel brakes.A single-acting plunger (“SAP” - Single Acting Plunger) can be operated during a non-failure normal braking mode by actuating an SAP electric motor to generate brake actuation pressure at a first and a second SAP output for the hydraulic actuation of the first and second pair of wheel brakes, respectively. A two-position three-way valve (“2P3W valve”) is hydraulically connected to the MC output, the first SAP output, and the first pair of wheel brakes. The 2P3W valve selectively controls the hydraulic fluid flow, depending on the selection, from the master cylinder or the SAP to a 2P3W valve output that is hydraulically connected to the first pair of wheel brakes. A secondary power transmission unit (“PTU” - or “secondary brake module”) is configured to selectively supply pressurized hydraulic fluid to the first and second pair of wheel brakes.The secondary power transmission unit (SPU) supplies hydraulic fluid to the second PTU output, actuating the first and second pairs of wheel brakes in a non-failure normal braking mode and / or an auxiliary braking mode. The SAP comprises a PTU electric motor configured to selectively pressurize the hydraulic fluid by transmitting a rotary motion to at least two pump pistons. Each pump piston supplies pressurized hydraulic fluid to a corresponding output of the first and second PTU. The first and second PTU outputs supply fluid to a corresponding output of the first and second pairs of wheel brakes. An electronic control unit (ECU) selectively controls the SAP and / or the secondary power transmission unit and / or the 2P3W valve in response to the brake signal. The secondary power transmission unit and the SAP are fluid-connected to the reservoir.The 2P3W valve brings the first pair of wheel brakes into flow contact with the SAP in the non-failure normal braking mode and with the master cylinder in the manual push-through braking mode. Brief description of the drawings

[0007] For better understanding, please refer to the accompanying drawings; these show: Fig. 1 a schematic hydraulic diagram of an exemplary brake system according to one aspect of the present invention in a first exemplary configuration; and Fig. 2 a schematic hydraulic diagram of the exemplary braking system of Fig. 1 in a second exemplary configuration. Description of aspects of the revelation

[0008] Unless otherwise defined, all technical and scientific terms used herein have meanings familiar to the average person skilled in the field to which the present disclosure relates.

[0009] The invention comprises, consists of, or essentially consists of the following feature(s) in any combination.

[0010] Fig. Figure 1 schematically represents a first configuration option for an exemplary fault-tolerant braking system 100 with manual push-through on two wheels for selectively actuating multiple wheel brakes 102, such as a first and a second pair of wheel brakes 102. The braking system 100 is shown here as a hydraulic braking system in which fluid pressure is used to apply braking forces to the braking system 100. The braking system 100 can be suitably used on a land vehicle, such as a four-wheeled motor vehicle, in which each wheel is assigned a wheel brake. Furthermore, the braking system 100 can be equipped with other braking functions, such as ABS and other slip control features, for effective braking of the vehicle. Components of the braking system 100 can be housed in one or more blocks or casings. The blocks or casings can be made of a solid material, such as...The block or housing may be made of aluminum that has been drilled, machined, or otherwise shaped to accommodate the various components. Fluid lines may also be integrated into the block or housing.

[0011] In the illustrated embodiment of the brake system 100 of Fig. There are four wheel brakes 102, each of which can have any suitable wheel brake structure operated electrically and / or by the application of pressurized brake fluid. Each of the wheel brakes 102 can, for example, include a brake caliper attached to the vehicle to engage a friction element (such as a brake disc) rotating with a vehicle wheel to cause braking of the associated vehicle wheel. The wheel brakes 102 can be assigned to any combination of front and rear wheels of the vehicle in which the corresponding brake system 100 is installed. For example, the brake system 100 can be configured as a vertically split or diagonally split system. For the sake of simplicity, the wheel brakes 102 are referred to here as pairs of wheel brakes 102, each pair comprising a front wheel brake and a rear wheel brake.However, this description does not limit the configuration(s), control, positioning and / or type of wheel brakes provided 102; an average person skilled in the art can readily provide a suitable brake arrangement for a given operating environment.

[0012] As in Fig. As shown schematically in Figure 1, the brake system 100 comprises a master brake cylinder 104 with a housing that defines a longitudinally extending bore for the sliding accommodation of various cylindrical pistons and other components therein. As shown here, the master brake cylinder 104 can be of the single-chamber type.

[0013] A brake pedal 106 is operatively connected to the master brake cylinder 104 and is actuated by the vehicle's driver when the driver presses the brake pedal 106. A brake distance sensor 108 (two are shown for redundancy) is configured to provide other parts of the brake system 100 with a brake signal indicating the depressurization of the brake pedal 106 (which is binary on / off and / or includes quantitative information about the depressurization of the brake pedal 106). This means that the master brake cylinder 104 is operable to provide a brake signal in response to actuation of the associated brake pedal 106. The brake signal can be used by one or more other components of the brake system 100 to effect desired braking of the vehicle, such as by transmitting electronic signals when the brake system 100 is in a non-failure normal braking mode.

[0014] The brake pedal 106 and related structures of the master brake cylinder 104 can also be used as a substitute source of pressurized fluid to essentially replace the normally provided source of pressurized fluid from the secondary power transmission unit under certain failure conditions of the brake system 100 and / or during the initial start-up of the brake system 100. This situation is referred to as a manual push-through event or "manual actuation" and can be performed in conjunction with actuation of an available substitute source of pressurized fluid or independently thereof.During a manual push-through mode, the master brake cylinder 104 can be selectively operated by actuating the brake pedal 106 to generate a brake actuation pressure at at least one MC output 110 for the hydraulic actuation of at least one of the wheel brakes 102 of the brake system 100.

[0015] In such a manual push-through mode, the master cylinder 104 can supply pressurized fluid to the MC output 110, which is then directed as desired to one or more of the hydraulically operated pair of wheel brakes 102. This flow is largely forced through the master cylinder 104 by the driver's foot under mechanical pressure on the brake pedal 106. This means that, during a manual push-through mode, the master cylinder 104 can be selectively operated by actuating the brake pedal 106 connected to the master cylinder 104 to generate a brake actuation pressure to hydraulically actuate at least one of the pairs of wheel brakes. (For the sake of simplicity, the following description assumes that...) Fig. 1 the pair of front wheel brakes 102 in the manual push-through mode of a vertically split system the hydraulically actuated brakes are.)

[0016] The brake system 100 also generally comprises a source of pressurized fluid of the single-acting plunger type (generally shown at 112) and a fluid reservoir 114. The reservoir 114 stores and retains hydraulic fluid for the brake system 100. The fluid in the reservoir 114 is preferably stored at or near atmospheric pressure, but the fluid can be stored at other pressures if desired. According to the schematic representation, the reservoir 114 has two compartments or sections with fluid lines connected to them. The sections can be subdivided by one or more internal walls in the reservoir 114 and are designed to prevent the reservoir 114 from emptying completely if one of the sections is emptied due to a leak from one of the two lines connected to the reservoir 114. Alternatively, the reservoir 114 can comprise several separate housings.The reservoir 114 can include at least one liquid level sensor 116 for detecting the liquid level of one or more of the areas of the reservoir 114.

[0017] The single-acting plunger 112 (“SAP”) of the brake system 100 acts as a pressure source to provide a target brake fluid pressure for the wheel brakes 102 during a typical or normal non-failure braking mode and / or an auxiliary braking mode. After brake actuation of any desired type, fluid can be returned from the wheel brakes 102 to the single-acting plunger 112 and / or diverted to the reservoir 114. In the illustrated embodiment, the single-acting plunger 112 is configured to selectively supply pressurized hydraulic fluid to the first or second SAP output 118, 120, respectively, and to hydraulically actuate the first or second pair of wheel brakes 102 in a non-failure normal braking mode and / or an auxiliary braking mode. The single-acting plunger 112 comprises a first SAP electric motor 122.

[0018] An SAP sensor 124 can be provided to support the determination of a rotational status (direction, extent, speed or any other property) of the first electric motor 122 for use, as desired, in calculations and / or control by another component or components of the braking system 100.

[0019] After brake actuation, fluid from the wheel brakes 102 can be returned to the master brake cylinder 104, the single-acting plunger 112, and / or diverted to the reservoir 114. It is also considered that other configurations (not shown) of the brake system 100 could include hydraulic control of only one selected wheel brake or selected wheel brakes (the others would then be electrically controlled / actuated). A person skilled in the art would readily be able to provide such an arrangement for a desired operating environment by following aspects of the present invention.

[0020] A pedal simulator 126 can be in selective flow connection with the master cylinder 104 to provide predetermined feedback from the brake pedal 106 to the driver (e.g., brake pedal "feel"). The brake system 100 can further include an optional electromagnetically actuated pedal simulator valve 128, which can be electronically controlled between a closed position and an energized open position and which is fluidically positioned between the reservoir 114 and the master cylinder 104. The pedal simulator valve 128 can be controlled during various test modes to determine the proper operation of other components of the brake system 100. For example, the pedal simulator valve 128 can be actuated to an open position to determine whether there are any leaks through seals of various components of the brake system 100 (e.g., a piston seal of the pedal simulator 126).The pedal simulator valve 128 itself can be checked for leaks in the de-energized state (e.g. by feedback from other components of the brake system 100).

[0021] A pressure switch 130 can be provided to enable the detection of leaks in the pedal simulator valve 128 and, like the pedal simulator valve 128, is fluidically positioned between the reservoir 114 and the master brake cylinder 104. The pressure switch 130 selectively transmits a pressure sensor signal to the electronic control unit. The pressure sensor signal from the pressure switch 130 indicates an operating state of the pedal simulator valve 128, such as whether the pedal simulator valve 128 is operating normally, is blocked, is not opening, or has another operating state that can be transmitted to the electronic control unit.The pressure switch 130 also allows the detection of a blockage or a malfunctioning state of the pedal simulator valve 128; if it turns out that the pedal simulator valve 128 is not functioning, other components of the brake system 100 could be used to put the system into a manual push-through auxiliary operating mode. Furthermore, and according to the schematic representation in . Fig. 1. A locking port 132 can be provided on the master brake cylinder 104, with an opening that can detect a large / strong leak in the pedal simulator valve 128.

[0022] A two-position three-way valve (“2P3W valve”) 134 is hydraulically connected to the MC output 110, the first SAP output 118, and the first pair of wheel brakes 102. (For the sake of simplicity, the figures assume that the leftmost pair of wheel brakes 102 is the “first” pair of wheel brakes 102 and the rightmost pair of wheel brakes 102 is the “second” pair of wheel brakes.) The 2P3W valve 134 selectively controls the hydraulic fluid flow, depending on the selection, from the master brake cylinder 106 or the SAP 112 to a 2P3W valve output 136, which is hydraulically connected to the first pair of wheel brakes 102. The 2P3W valve 134 brings the first pair of wheel brakes 102 into flow communication with the SAP 112 in the non-failure normal braking mode and in the manual push-through braking mode with the master brake cylinder.If, for example, the SAP 112 and / or the 2P3W valve 134 is inoperative, at least temporarily, for any reason, the 2P3W valve 134 remains in the de-energized position shown in the figures, allowing the master cylinder 104 to push pressurized fluid to the first pair of wheel brakes 102 and still provide a degree of "failure mode" stopping function for the brake system 100 in manual push-through braking mode. As another example, in the event of certain types of failures due to an external leak that result in at least partial emptying of the reservoir, the brake system 100 could be intentionally placed in manual push-through mode to prevent the unwanted introduction of air into the brake system 100. Manual push-through mode could also be intentionally induced in the event of electronic control errors or predetermined failures.

[0023] More specifically, each iso / drain control valve arrangement can be selected to be in flow connection (e.g., sequential flow connection) with the 2P3W valve output 136 and / or the second SAP output 120 to selectively receive pressurized hydraulic fluid from it. It is thus considered that the 2P3W valve 134, for non-failure normal brake mode operation of the brake system 100, is connected to the one that is in Fig. As shown in Figure 1, the opposite ("changeover") position is energized. In the energized position, the 2P3W valve 134 "blocks" pressurized fluid from the master brake cylinder 104 and simultaneously directs / "allows" pressurized fluid from the SAP 112, so that it flows along the 2P3W valve output 136 to the first pair of wheel brakes 102. It is noted that the SAP 112 is directly connected to the second pair of wheel brakes 102 via the second SAP output 120. Consequently, the second pair of wheel brakes 102 does not receive pressurized fluid from the SAP 112 when the system is in manual push-through auxiliary brake mode.

[0024] With renewed reference to Fig. 1. An iso / drain control valve assembly can be assigned to each wheel brake 102 of the first and second pair of wheel brakes 102. Each iso / drain control valve assembly comprises an iso valve 138 and a drain valve 140 to provide a desired fluid line to an associated wheel brake 102. The reservoir 114 is hydraulically connected to the master brake cylinder 104 and to each of the iso / drain control valve assemblies. The iso / drain control valve assemblies each comprise iso and drain valves 138 and 140 arranged in series. The normally open iso valve 138 for each iso / drain control valve assembly is hydraulically positioned between a respective wheel brake 102 and the master brake cylinder 104, and the normally closed drain valve 140 for each iso / drain control valve assembly is hydraulically positioned between a respective wheel brake 102 and the reservoir 114 for the corresponding wheel brake 102.

[0025] The iso / drain control valve arrangements can selectively provide slip control at at least one wheel brake 102, which is operated by another source or sources of pressurized hydraulic fluid in the system. More generally, the iso / drain control valve arrangement and / or other valves of the brake system 100, any of which may be electromagnetically actuated and may have any suitable configurations, can be used to support the provision of controlled braking operations, such as, but not limited to, ABS, traction control, vehicle stability control, dynamic brake force distribution, mixing with regenerative braking, and autonomous braking.

[0026] A first traction control (TC) isovalve 142 is hydraulically arranged between the first pair of wheel brakes 102 and both the first SAP output 118 and the MC output 110 via the 2P3W valve 134. A second traction control (TC) isovalve 144 is hydraulically arranged between – i.e., without an intervening valve or valves, although it is considered that in a "direct" intervening arrangement one or more filters and / or sensors could be present – ​​the second pair of wheel brakes 102 and the second SAP output 120.

[0027] More specifically, the first traction control isovalve 142 can be hydraulically arranged between the first SAP output 118 and the iso / drain control valve assemblies of the first pair of wheel brakes 102. Likewise, the second traction control isovalve 144 can be hydraulically arranged between the second SAP output 120 and the iso / drain control valve assemblies of the second pair of wheel brakes 102.

[0028] A secondary power transmission unit (“PTU”) 146 is configured to selectively supply pressurized hydraulic fluid to the first and second PTU outlets 148 and 150, respectively, to actuate the first and second pairs of wheel brakes 102 in a non-failure normal braking mode and / or an auxiliary braking mode. The secondary power transmission unit 146 comprises a PTU electric motor 152 configured to selectively pressurize the hydraulic fluid by transmitting a rotary motion to at least two pump pistons 154, with at least one pump piston 154 being assigned to the first and second pairs of wheel brakes 102. The pump pistons 154 are driven by a PTU electric motor 152 that is distinct from the SAP electric motor 122 of the SAP 112.The PTU electric motor 152 transmits a drive force to each pump piston 154 for the selective supply of pressurized hydraulic fluid to the iso / drain control valve arrangement of at least one wheel brake 102, which is assigned to the pump piston 154. In the case of . Fig. In the brake system 100 shown, a pump piston 154 is assigned to two wheel brakes 102, for a total of two pump pistons 154 in the brake system 100, although it is considered that an average person skilled in the art could provide any desired number of pump pistons 154 and configuration of a secondary power transmission unit 146 for a desired operating environment.

[0029] For example, the two pump pistons 154 shown in the figures can each supply pressurized hydraulic fluid to a corresponding first and second PTU output 148 and 150, respectively, and supply fluid to a corresponding first and second pair of wheel brakes 102 (optionally via the corresponding iso / drain control valve arrangements) to actuate the first and second pair of wheel brakes 102 in a non-failure normal braking mode and / or an auxiliary braking mode. It is considered that in some configurations of the brake system 100, multiple pump pistons 154 could be assigned to the first and second PTU output 148 and 150.For example, the first and second SAP outputs 118 and 120 can be connected, at least via a corresponding first or second traction control isovalve 142 or 144, to a pump output of at least one pump piston 154 in order to selectively supply it with pressurized hydraulic fluid. In such cases, the secondary PTU 146, in a non-failure normal braking mode and / or an auxiliary braking mode, selectively increases the pressure of the pressurized hydraulic fluid from the reservoir 114 in order to supply at least one of the pair of wheel brakes 102 with hydraulic fluid at increased pressure.

[0030] The secondary power transmission unit 146 (or "the secondary brake module") of the brake system 100 can act as a pressure source for supplying a target pressure level to selected wheel brakes 102 in a backup or "failure" situation if the master brake cylinder 104 and / or the SAP 112 is unable to supply fluid to those selected wheel brakes 102 for any reason. Accordingly, the secondary power transmission unit 146 and the SAP 112 are connected, either indirectly or directly, to the reservoir 114 to exchange hydraulic fluid between these components as required.

[0031] As can be seen, in the brake system 100, each isolating / draining control valve arrangement, as shown in the figures, is in direct or indirect flow communication with one selected under the first and second SAP outlets 118 and 120, and one selected under the first and second PTU outlets 148 and 150, for the selective receipt of pressurized fluid from it, e.g., during different braking modes or otherwise as required. A person with average skills is readily able to configure a brake system 100 as required for a specific operating environment.

[0032] The secondary power transmission unit 146 can be used to selectively supply hydraulic fluid to at least one of the wheel brakes 102 in an auxiliary braking mode, but also in an enhanced braking mode, which can be used alone and / or together with either the auxiliary braking mode or a non-failure normal braking mode. Examples of suitable enhanced braking mode functions available to the brake systems 100 include, but are not limited to, “overboost” (where a particular brake is supplied with higher pressure than would normally be available from a SAP 112 alone, for example, via the appropriate first or second traction control isovalve 142 or 144) and “volume-add” (where a particular brake is supplied with more fluid than would normally be available from a SAP 112).For example, the secondary power transmission unit 146, in the non-failure normal braking mode and / or the auxiliary braking mode, can then supply hydraulic fluid at increased pressure (more than received from the SAP 112) to the first and / or the second PTU output 148 or 150.

[0033] The braking system 100 further comprises at least one electronic control unit (“ECU”) 156 for selectively controlling the SAP 112 and / or the secondary power transmission unit 146 and / or the 2P3W valve 134 in response to at least one braking signal from the braking distance sensor(s) 108, wherein a first and a second ECU 156A, 126B are shown and described here. The ECUs 156A, 156B may include microprocessors and other electrical circuits. The ECUs 156A, 156B receive various signals, process signals, and control the operation of various electrical components of a corresponding braking system 100 in response to the received signals, wired and / or wirelessly. The ECUs 156A, 156B may be connected to various sensors, such as… B. the reservoir fluid level sensor(s) 116, pressure sensors, displacement sensors, switches, wheel speed sensors and steering angle sensors.The ECUs 156A and 156B can also be connected to an external module (not shown) for receiving information regarding the vehicle's yaw rate, lateral acceleration, longitudinal acceleration, or other vehicle operating characteristics for any reason, such as, but not limited to, controlling the braking system 100 during vehicle braking, stability operation, or other operating modes. Furthermore, the ECUs 156A and 156B can be connected to the instrument cluster to obtain and provide information to warning indicator devices, such as an ABS warning light, a brake fluid level warning light, and a traction control / vehicle stability control indicator light. It is considered that at least one of the ECUs 156A and 156B may be integrated, for example, into the SAP 112 and / or the secondary power transmission unit 146.

[0034] The first and second ECUs 156A and 156B (if both are present) can divide the control tasks for the brake system 100 in any desired manner and can be readily configured by an average person for a specific operating environment of a brake system. However, it is assumed that any control tasks performed by one or more ECUs 156 are carried out in response to at least one brake pressure signal from a pressure sensor and / or a brake signal generated by the brake distance sensor(s) 108. For example, the first ECU 156A can be functional to control the SAP electric motor 122 and / or the PTU electric motor 152, as well as any desired iso / drain control valve arrangements and / or the first and / or second traction control iso valve 122, 124.The second ECU 156B can be functionally configured to control the PTU electric motor 152, at least one of the iso / drain control valve assemblies, and / or the first and / or second traction control iso valve 122, 124. If only one ECU 156 is present, the electronically controlled components of the other brake system can be controlled by the single ECU 156 as desired.

[0035] As an exemplary arrangement, in some operating environments the 2P3W valve 134 and / or the simulator valve 128 can be double-wound to support redundancy in the system. In these exemplary operating environments, the first electronic control unit 156A selectively controls the 2P3W valve 134, the simulator valve 128, and the SAP 112, and the second electronic control unit 156B selectively controls the 2P3W valve 134, the simulator valve 128, and the secondary PTU 146, with these components being controlled, at least in part, in response to the brake signal from a brake distance sensor 108, which is connected to the first and second ECUs 156A and 156B, respectively. This redundant control of the simulator valve 128 enables pedal simulation during a backup amplification mode, driven by the secondary PTU 146, if the primary electronic control unit 156A fails.Likewise, redundant control of the 2P3W valve 134 can help to maintain a backup amplification function if the electronic control unit 56A is unable to drive the amplification for any reason, by allowing at least one pump 154 ​​in the secondary PTU 146 to build up a pressure higher than the master cylinder pressure, and by allowing backflow to the reservoir 114 via a corresponding first or second traction control isolation valve 142 or 144 (which controls the pressure) and the SAP 112 (which is pushed back by the pump flow when venting is required).

[0036] A “brake pressure signal” is also referred to above as at least one input to which an ECU 156 can respond by controlling one or more other components of the brake system 100 to achieve desired braking results for a specific operating environment. One possible source for the brake pressure signal is a brake pressure sensor. For example, and as shown in the figures, the brake system 100 can include at least one brake pressure sensor 158, which is hydraulically arranged along the 2P3W valve output 136, wherein the brake pressure sensor 158 detects hydraulic pressure in the 2P3W valve output 136 and generates a brake pressure signal in response.

[0037] Any desired number and type of filters 160 can be provided on the brake system 100 for a specific operating environment; the figures show a number of filters 160, but for clarity they are not numbered. For example, a first filter 160A can be hydraulically arranged between the master brake cylinder 104 and the 2P3W valve 134 along the MC output 110. A second filter 160B can be hydraulically arranged between the SAP 112 and the 2P3W valve 134 along the first SAP output 118. As another example, a third filter 160C can be hydraulically arranged between the SAP 112 and the second traction control isolation valve 144 along the second SAP output 120.The first, second and / or third filter 160A, 160B, 160C, if present, can help to prevent foreign objects from moving from the respective master brake cylinder 104 or SAP 112 into the 2P3W valve 134 or other components of the brake system 100.

[0038] Any desired wheel brakes 102, or multiple desired wheel brakes, may additionally or instead include an electrical component, such as the brake motors 162 shown in the figures, for selectively actuating corresponding wheel brakes 102 in a maintenance and / or parking brake mode. If present, the brake motors 162 are often, but not necessarily, used on the rear wheel brakes 102 to provide redundancy or to complement the hydraulically actuated features of these wheel brakes 102. A person skilled in the art can readily provide any desired capacity for a brake motor 162 for a given brake system 100.

[0039] As with the braking system 100 from Fig. As shown in Figure 1, the reservoir 114, the master brake cylinder 104 and / or the SAP 112 can be positioned together in a first housing (schematically indicated by the dashed line “1”), and the secondary power transmission unit 146 can be positioned in a second housing (schematically indicated by the dashed line “2”) spaced apart from the first housing. Optionally, and as also shown in Fig. As shown in Figure 1, the iso / drain control valve assemblies and / or the first and second traction control iso valves 142 and 144 can also be positioned in the second housing. An average person skilled in the art can readily provide a suitable housing arrangement for the components of the brake system 100 for a given operating environment.

[0040] The first and second housings (and contained / positioned components) of any of the brake systems 100 can be provided and positioned by an average person skilled in the art for a particular application based on factors including, but not limited to, achieving desired results in design, manufacture, maintenance, space utilization in the vehicle, cost, size and / or compliance with legal requirements or the like.

[0041] As mentioned previously, Fig. Figure 1 represents a configuration of a vertically split braking system 100, wherein the first pair of wheel brakes 102 comprises a left and a right front wheel brake, and the second pair of wheel brakes 102 comprises a left and a right rear wheel brake. As a further example, Figure 1 presents Fig. 2 - apart from that Fig. Figure 1 resembles a configuration of a diagonally split braking system 100, wherein the first pair of wheel brakes 102 comprises a left front and a right rear wheel brake, and the second pair of wheel brakes comprises a right front and a left rear wheel brake 102. An average person can again provide a suitably configured braking system 100 for a given operating environment according to the teachings presented here.

[0042] It is considered that various other components, such as electric service and / or parking brake motors, could be provided by an average person to achieve the desired configurations for specific operating environments in any of the braking systems described herein. For example, in Fig.Although a number of filters and pressure sensors are shown (e.g., the pressure sensor 158 and the filter(s) 160), their specific description has been omitted here for the sake of brevity, since it is readily understandable to a person skilled in the art how to provide a desired number, placement and / or operating mode of filters, sensors and any other components as required for a specific operating environment of the present invention.

[0043] As used here, the singular forms "ein", "eine / r", and "der / die / das" can also include the plural forms, unless the context explicitly indicates otherwise. Furthermore, it is understood that the expressions "umfasst" and / or "umfassend" as used here can indicate the presence of the listed features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or groups thereof.

[0044] As used here, the term "and / or" can include one or all combinations of one or more of the associated listed elements.

[0045] It is understood that when an element is described as "attached to," "connected to," "coupled to," "in contact with," "next to," etc., another element, it may be directly attached to, connected to, coupled to, in contact with, or next to that other element, or there may be elements in between. However, when an element is described as, for example, "directly attached to," "directly connected to," "directly coupled to," "directly in contact with," or "directly next to" another element, there are no elements in between. Furthermore, it is obvious to the average person that references to a structure or feature that is "directly next to" another feature may include sections that overlap or lie beneath the adjacent feature, whereas a structure or feature that is "directly next to" or "directly adjacent to" another feature may include sections that overlap or lie beneath the adjacent feature.that is located “next to” another feature, possibly without sections that overlap or lie beneath the adjacent feature.

[0046] Spatial terms such as "under," "below," "lower," "above," "upper," "proximal," "distal," and the like may be used here to simplify the description and to describe the relationship of an element or feature to one or more other elements or features, as shown in the figures. It is understood that these spatial terms may encompass various orientations of a device in use or operation in addition to the orientation shown in the figures. For example, if a device in the figures is inverted, would elements described as "under" or "below" other elements or features be oriented "above" them?

[0047] As used here, the phrase "at least one of X and Y" can be interpreted to include X, Y, or a combination of X and Y. For example, if it is described that an element has at least one of X and Y, the element could have X, Y, or a combination of X and Y at any given time, with the choice potentially varying over time. In contrast, the phrase "at least one of X" can be interpreted to mean that it has one or more Xs.

[0048] It is understood that, although the terms "first," "second," etc., may be used here to describe various elements, these elements are not intended to be restricted by these terms. These terms are used merely to distinguish one element from another. Thus, a "first" element discussed below could also be referred to as a "second" element without deviating from the teachings of this disclosure. The sequence of operations (or steps) is not limited to the sequence shown in the claims or figures, unless expressly stated otherwise.

[0049] Although aspects of the present disclosure have been precisely shown and described with reference to the exemplary aspects above, it is clear to the average person skilled in the art that various additional aspects may be considered. For example, the specific procedures for using the device described above are merely exemplary; an average person skilled in the art could readily determine any number of tools, sequences of steps, or other means / options for placing the device described above, or its components, in positions substantially similar to those shown and described herein.For the sake of clarity in the figures, certain recurring components shown have not been specifically numbered. However, a person skilled in the art will recognize, based on the numbered components, the element numbers that should be assigned to the unnumbered components. The mere presence or absence of an element number in the figures does not intend or imply any distinction between similar components. Any of the described structures and components could be formed integrally as a single unitary or monolithic piece, or they could be composed of separate subcomponents, both of which involve any suitable starting material or custom-made components and / or any suitable material or combinations of materials.Any of the described structures and components could be disposable or reusable, depending on the requirements for a specific operating environment. Each component could be marked with a user-perceived identifier to indicate a material, configuration, at least one dimension, or the like, which could assist the user in selecting a component from a group of similar components for a particular operating environment. A "predetermined" state can be defined at any point before the manipulated structures actually reach that state, with the "predetermination" occurring as late as immediately before the structure reaches the predetermined state.The term "essentially" is used here to indicate a property that is largely, but not necessarily completely, that which is specified—an "essentially" exhibited property allows for the possibility of a certain relatively minor inclusion of an element not corresponding to the property. Although certain components described herein exhibit specific geometric forms in the representation, all structures of the present disclosure may, as desired for a particular application, have any suitable forms, sizes, configurations, relative relations, cross-sectional areas, or any other physical properties.Any structures or features described with reference to one aspect or configuration could be provided individually or in combination with other structures or features in any other aspect or configuration, since it would be impractical to describe all aspects and configurations discussed herein in such a way that they include all the options discussed with respect to all other aspects and configurations. A device or method incorporating any of these features shall be understood as falling within the scope of protection of this disclosure, as determined based on the following claims and any equivalents thereof.

[0050] Further aspects, tasks and advantages can be determined by examining the drawings, the disclosure and the pending claims. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 10,730,501

[0004] US 1260 / 0307538

[0004] US 17 / 400,250

[0004] Cited non-patent literature

[0000] Vehicle Brake System with Auxiliary Pressure Source”, in October 1, 2020

[0004] Brake System with Multiple Pressure Sources" and the one published on August 12, 2021 v

[0004] Apparatus and Method for Control of a Hydraulic Brake System Including Manual Pushthrough

[0004]

Claims

[1] Fault-tolerant braking system (100) with manual push-through on two wheels for selectively actuating a first and a second pair of wheel brakes (102), wherein the braking system (100) comprises: a reservoir (114); a master brake cylinder (104) which can be operated to provide a brake signal in response to an actuation of an associated brake pedal, wherein the master brake cylinder (104) can be selectively operated during a manual push-through mode by actuation of the brake pedal to generate a brake actuation pressure at at least one MC output for hydraulic actuation of the first pair of wheel brakes (102); a single-acting plunger (“SAP” - Single Acting Plunger) which, during a non-failure normal braking mode, can be operated by actuating an SAP electric motor to generate a brake actuation pressure at a first and a second SAP output for hydraulic actuating the first and second pair of wheel brakes (102), respectively; a two-position three-way valve (“2P3W valve”) hydraulically connected to the MC output, the first SAP output and the first pair of wheel brakes (102), wherein the 2P3W valve selectively controls the hydraulic fluid flow, as selected, from the master brake cylinder (104) or the SAP to a 2P3W valve output hydraulically connected to the first pair of wheel brakes (102); a secondary power transmission unit (“PTU”) configured to selectively supply pressurized hydraulic fluid to a first and a second PTU outlet for actuating the first and second pair of wheel brakes (102) in a non-failure normal braking mode and / or an auxiliary braking mode, wherein the secondary power transmission unit comprises a PTU electric motor configured to selectively pressurize the hydraulic fluid by transmitting a rotary motion to at least two pump pistons, each pump piston supplying pressurized hydraulic fluid to a corresponding first and second PTU outlet, wherein the first and second PTU outlets supply fluid to a corresponding first and second pair of wheel brakes (102); and an electronic control unit (“ECU” - Electronic Control Unit) that selectively controls the SAP and / or the secondary power transmission unit and / or the 2P3W valve in response to the brake signal; wherein the secondary power transmission unit and the SAP are fluid-connected to the reservoir (114); and wherein the 2P3W valve brings the first pair of wheel brakes (102) into flow communication with the SAP in the non-failure normal braking mode and with the master brake cylinder (104) in the manual push-through braking mode. [2] Braking system (100) according to claim 1, comprising a first traction control isovalve which is hydraulically arranged between the first pair of wheel brakes (102) and both the first SAP output and the MC output via the 2P3W valve; and a second traction control isovalve which is hydraulically arranged directly between the second pair of wheel brakes (102) and the second SAP output. [3] Brake system (100) according to claim 2, wherein the ECU selectively controls the first and the second traction control isovalve. [4] Brake system (100) according to one of claims 1 to 3, comprising a brake pressure sensor arranged hydraulically along the 2P3W valve output, wherein the brake pressure sensor detects hydraulic pressure in the 2P3W valve output and generates a brake pressure signal in response thereto, wherein the ECU controls the SAP and / or the secondary power transmission unit and / or the 2P3W valve in response to the brake pressure signal. [5] Brake system (100) according to any one of claims 1 to 4, comprising an iso / drain control valve arrangement assigned to each wheel brake of the first and second pair of wheel brakes (102), wherein each iso / drain control valve arrangement is controlled by the electronic control unit. [6] Brake system (100) according to claim 5, wherein each isolating / draining control valve arrangement is optionally connected to the 2P3W valve outlet and / or the second SAP outlet to selectively receive pressurized hydraulic fluid from it. [7] Braking system (100) according to claim 5 or 6, wherein the first traction control isovalve is hydraulically arranged between the 2P3W valve and the iso / drain control valve arrangements of the first pair of wheel brakes (102) and wherein the second traction control isovalve is hydraulically arranged between the second PTU outlet and the iso / drain control valve arrangements of the second pair of wheel brakes (102). [8] Brake system (100) according to one of the preceding claims, comprising a pedal simulator in selective flow connection with the master brake cylinder (104) to provide predetermined feedback of the brake pedal. [9] Brake system (100) according to claim 8, comprising a simulator valve which is hydraulically arranged between the pedal simulator and the reservoir (114) and / or the chamber of the master brake cylinder (104). [10] Brake system (100) according to one of the preceding claims, wherein the 2P3W valve is double-wound and the electronic control unit is a first electronic control unit that selectively controls the 2P3W valve and the SAP, and the brake system (100) comprises a second electronic control unit that selectively controls the 2P3W valve and the secondary PTU, wherein the first and the second electronic control unit control the SAP and the secondary PTU respectively in response to the brake pressure signal. [11] Brake system (100) according to claim 10, comprising a pedal simulator in selective flow connection with the master brake cylinder (104) to provide predetermined feedback of the brake pedal and a simulator valve which is hydraulically arranged between the pedal simulator and the reservoir (114) and / or the chamber of the master brake cylinder (104), wherein the simulator valve is double wound and the first and second electronic control units selectively control the simulator valve. [12] Brake system (100) according to claim 10 or 11, comprising an iso / drain control valve arrangement assigned to each wheel brake of the first and second pair of wheel brakes (102), wherein the second electronic control unit controls each of the iso / drain control valve arrangements. [13] Braking system (100) according to one of claims 10 to 12, wherein the second electronic control unit controls the first and the second traction control isovalve. [14] Braking system (100) according to one of the preceding claims, wherein the first and the second SAP outlet, at least via a corresponding first or second traction control isovalve, are in flow communication with a pump outlet of at least one pump piston in order to selectively supply it with pressurized hydraulic fluid, wherein the secondary PTU in a non-failure normal braking mode and / or an auxiliary braking mode selectively increases the pressure of the pressurized hydraulic fluid from the SAP in order to supply at least one of the pair of wheel brakes (102) with hydraulic fluid at increased pressure. [15] Brake system (100) according to one of the preceding claims, wherein the reservoir (114), the master brake cylinder (104) and the SAP are jointly positioned in a first housing and the secondary power transmission unit is positioned in a second housing spaced apart from the first housing. [16] Brake system (100) according to one of the preceding claims, comprising an iso / drain control valve arrangement assigned to each wheel brake of the first and second pair of wheel brakes (102), wherein each iso / drain control valve arrangement is controlled by the electronic control unit; and wherein the reservoir (114), the master brake cylinder (104) and the SAP are positioned together in a first housing and the secondary power transmission unit and iso / drain control valve arrangements are positioned in a second housing spaced apart from the first housing. [17] Brake system (100) according to one of the preceding claims, comprising a first filter hydraulically arranged between the master brake cylinder (104) and the 2P3W valve along the MC outlet, a second filter hydraulically arranged between the SAP and the 2P3W valve along the first SAP outlet, and a third filter hydraulically arranged between the SAP and the second traction control isovalve along the second SAP outlet, wherein the first, second and third filters restrict the movement of foreign bodies from the respective master brake cylinder (104) or SAP and into the 2P3W valve. [18] Braking system (100) according to one of the preceding claims, comprising a pair of rear wheel brake motors for selectively electrically actuating a respective rear wheel brake. [19] Braking system (100) according to one of the preceding claims, wherein it is a vertically divided system, wherein the first pair of wheel brakes (102) comprises a left and a right front wheel brake and the second pair of wheel brakes (102) comprises a left and a right rear wheel brake. [20] Brake system (100) according to one of the preceding claims, wherein it is a diagonally divided system, wherein the first pair of wheel brakes (102) comprises a left front and a right rear wheel brake and the second pair of wheel brakes (102) comprises a right front and a left rear wheel brake.

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