Brake-By-Wire Electric Backup for Fault-Tolerant Vehicle Braking
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Solution Overview
Problem
Existing brake-by-wire systems face challenges with increased costs, mass, and maintenance issues due to hydraulic backups, and full-electric solutions lack optimal braking efficiency during electrical faults, especially in self-driving vehicles.
Innovation Solution
A braking system with independent control units and power sources for each brake group, utilizing electromechanical actuators, including 6-phase electric motors, to ensure standard and fault-braking strategies, ensuring operation even in the event of electrical faults.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If hydraulic backup systems are used in brake-by-wire systems, then reliability is improved, but device complexity and cost increase
Solution Approach 1:
The braking system is divided into multiple independent brake groups (first brake group, second brake group, third brake group), each with its own control unit and power source. This segmentation allows the system to maintain functionality even when one segment fails, achieving reliability without requiring a complete hydraulic backup system.
Solution Approach 2:
The patent replaces the traditional hydraulic backup system with an electromechanical solution. Instead of using hydraulic fluid and mechanical linkages for backup braking, the system uses electric motors (including 6-phase electric motors) and electronic control units to provide backup braking capability, thereby eliminating the complexity of hydraulic systems.
2Reliability
If hydraulic backup systems are implemented, then safety is improved, but system mass increases
Solution Approach 1:
The patent substitutes hydraulic components with electromechanical components. The backup braking system uses electric motors and electronic controls instead of hydraulic pumps, reservoirs, and fluid lines, significantly reducing system mass while maintaining safety.
3Device complexity
If full-electric braking solutions are used, then device complexity is reduced, but braking efficiency during electrical faults deteriorates
Solution Approach 1:
The system segments braking control into multiple independent control units, each capable of autonomously managing specific brake groups. This segmentation ensures that if one control unit or power source fails, other units can continue to provide braking force, maintaining overall braking efficiency during electrical faults.
Solution Approach 2:
Each brake group is equipped with dedicated electromechanical actuators and control units with specific capabilities. This local quality ensures that even if one part of the system fails, the remaining parts can continue to function effectively, maintaining braking efficiency without requiring a complex hydraulic backup.
4Reliability
If independent control units with separate power sources are used, then reliability during electrical faults is improved, but device complexity increases
Solution Approach 1:
The control system is segmented into multiple independent control units, each managing specific brake groups. This segmentation provides fault tolerance because failures in one control unit do not affect others, while the overall system complexity remains manageable through modular design.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The system maintains reliability and safety without hydraulic backups, reduces system mass and maintenance, and supports self-driving vehicles by guaranteeing coordinated braking actions across multiple brake groups.
Implementation Method 1
the electromechanical actuator comprises a 6-phase electric motor which pilots said third brake group
Data Source
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AI summary
Braking system for vehicles (4) comprising a first brake group (8), a second brake group (12) and a third brake group (16), each brake group (8, 12, 16) comprising a rotor (20), a braking device (24) associated with said rotor (20), and an electro-hydraulic or electromechanical actuator (28) of each braking device (24), a first and a second control unit (32, 36) for said brake groups (8,12,16), wherein the first control unit (32) is operatively connected to the first brake group (8) by means of a piloting device (40) for said electromechanical or electro-hydraulic actuator (28) of the first brake group (8), wherein the second control unit (36) is operatively connected to the second brake group (12) by means of a piloting device (40) for said electromechanical or electro-hydraulic actuator (28) of the second brake group (12), and is connected to the third brake group (16) by means of a piloting device (40) for the electromechanical or electro-hydraulic actuator (28) of the third brake group (16), wherein the first control unit (32) is connected to and powered by a first power source (44), and wherein the second control unit (36) is connected to and powered by a second power source (48), said first and second power sources (44, 48) being independent and galvanically isolated from each other, each control unit (32, 36) being programmed to implement, via the corresponding piloting system (40), a standard braking strategy in case of malfunctions for each brake group (8, 12, 16) and a fault braking strategy, if it detects an electrical fault of one or more of the brake groups (8, 12, 16).