Brake System Control Unit Data Exchange
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Solution Overview
Problem
Existing brake systems lack the ability to effectively transmit process-relevant data between the two electronic control and regulation units, limiting their functionality and performance in 'brake-by-wire' mode.
Innovation Solution
The first electronic control and regulation unit transmits a target value of hydraulic pressure and activation requests to the second unit, enabling communication and coordination between the two units to manage brake system operations, including pressure control and fault handling.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If the brake system operates in 'brake-by-wire' mode with decoupled force-transmitting connection, then the brake pedal feel can be simulated independently, but process-relevant data cannot be transmitted between control units
Solution Approach 1:
The patent introduces a communication interface as an intermediary component that enables data transmission between the first control unit (controlling the brake booster) and the second control unit (controlling the hydraulic control unit). This mediator allows process-relevant data such as target brake pressure, pedal position, and system status to be exchanged, resolving the information loss problem while maintaining the brake-by-wire operating mode with decoupled force transmission.
2Adaptability or versatility
If the force-transmitting connection between brake pedal and brake booster is decoupled, then brake-by-wire mode can be implemented, but coordination between control units is limited
Solution Approach 1:
The communication interface is designed with universal functionality to handle multiple types of data exchange between control units, including target pressure values, activation requests, status information, and fault data. This multi-functional communication system enables comprehensive coordination between the decoupled control units, supporting various braking modes and fault conditions without requiring separate communication channels for each function.
3Extent of automation
If separate electronic control units are used for actuation and hydraulic control, then functional independence is achieved, but system integration is insufficient
Solution Approach 1:
The communication interface establishes a feedback loop between the first and second control units, allowing each unit to receive status information and control parameters from the other. The first control unit receives hydraulic system status and adjusts brake booster actuation accordingly, while the second control unit receives target pressure values and activation requests from the first unit. This feedback mechanism ensures reliable coordination and maintains system integration despite the physical and functional separation of control units.
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
This solution allows for seamless operation in 'brake-by-wire' mode, providing enhanced control and regulation of brake pressure, improved fault tolerance, and optimized pressure management based on vehicle conditions, ensuring reliable and efficient braking performance.
Implementation Method 1
a brake booster, preferably a vacuum brake booster 2
Implementation Method 2
a master brake cylinder downstream of the brake booster 2, preferably a tandem master cylinder 3, to whose pressure chambers (not shown) the aforementioned wheel brakes 13, 14, 15, 16 are connected with the hydraulic control and regulating unit 17 interposed
Data Source
Figure 1
Figure 2
AI summary
The invention relates to a brake system for motor vehicles having: an actuating unit (1) which comprises a brake booster (2) which can be actuated by means of a brake pedal (5) and can also be activated independently of the driver's intention and a brake master cylinder (3) which is connected after the brake booster (2) and to which wheel brakes (13, 14, 15, 16) of a motor vehicle are connected, means (21) for detecting a driver's retardation intention, a hydraulic control and regulating unit (HECU) (17) for carrying out dynamic movement control and regulating processes (ABS, ESP, ASR...) which is connected between the brake master cylinder (3) and the wheel brakes (13, 14, 15, 16) and has at least one hydraulic pump (24a, b), a first electronic control and regulating unit (7) which is assigned to the actuating unit (1) and serves to activate the brake booster (2), and a second electronic control and regulating unit (12) which is assigned to the hydraulic control and regulating unit (HECU) (17) and serves to activate the components. In order to make networking of the two electronic control and regulating units (7, 12) possible, it is proposed according to the invention that the first electronic control and regulating unit (7) has means (71, 72) which supply the second electronic control and regulating unit (17) with a setpoint value (pSoll) of the hydraulic pressure which can be set in the brake system, together with a request (St) for activating the hydraulic control and regulating unit (HECU) (17).