Brake Controller Common Motor Pressure Control
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Solution Overview
Problem
The existing braking control systems face challenges in minimizing the influence between fluid pressure systems driven by a common source while maintaining miniaturization and reducing costs and power consumption, particularly due to the need for larger orifice diameters and increased electrical power consumption.
Innovation Solution
A braking control apparatus with first and second pumps driven by a common source, featuring control valves and a target pressure determination mechanism to adjust fluid pressures in wheel cylinders, reducing the driving force or rotational speed of the driving source when necessary, and incorporating a regenerative braking unit to manage fluid pressure effectively.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If the orifice diameter of the pressure reducing valve is increased to rapidly reduce pressure, then the pressure reduction speed is improved, but the spring for biasing the plunger becomes larger, requiring larger coils and increased electrical power consumption
Solution Approach 1:
The pressure reducing valve employs dynamic control by adjusting the opening degree of the valve based on real-time pressure feedback from both the first and second fluid pressure systems. The valve opening is dynamically modified to balance pressure reduction speed with power consumption, rather than using a fixed large orifice that would always require large biasing springs and high power consumption.
Solution Approach 2:
The system incorporates pressure sensors in both fluid pressure systems that provide feedback to the control unit. The control unit uses this feedback information to dynamically adjust the pressure reducing valve opening, optimizing the balance between pressure reduction speed and power consumption based on actual system conditions.
2Stability of the object's composition
If a cut-off valve is provided between the pump and wheel cylinder to suppress mutual control interference, then the fluid pressure control stability is improved, but the device complexity and cost increase
Solution Approach 1:
Instead of using cut-off valves that would isolate the systems, the patent employs a pressure reducing valve as an intermediary component that actively regulates pressure in one system while considering the state of the other system. This mediator approach maintains system connectivity while suppressing mutual interference through intelligent control.
Solution Approach 2:
The system changes the control parameter from binary valve opening/closing to continuous pressure reduction control. By adjusting the pressure reducing valve opening degree continuously based on pressure sensor feedback, the system achieves stable fluid pressure control without requiring additional cut-off valves, thereby reducing device complexity.
3Power
If the spring for biasing the plunger is made large to accommodate increased orifice diameter, then the pressure reducing capability is improved, but the coil and other components become larger, making miniaturization difficult
Solution Approach 1:
The pressure reducing valve uses dynamic opening control instead of relying on a large static spring force. By controlling the valve opening degree electronically based on pressure feedback, the system achieves effective pressure reduction without requiring oversized mechanical components like springs and coils, enabling miniaturization.
Solution Approach 2:
The patent replaces the traditional mechanical spring-biasing system with an electronically controlled valve system. Instead of using a large mechanical spring to provide biasing force for a large orifice, the system uses electronic control signals to regulate the valve opening, substituting mechanical sizing with electronic control capability.
Data Source
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AI summary
In a braking control apparatus 100, each of a pump 7 and a pump 8 is driven by a common first motor 11. A brake ECU200 supplies operating fluid to each of pipelines H1 and H2 by operating the first motor 11, and controls opening/closing of a fluid pressure regulating valve SLFR so as to make the wheel cylinder pressure in the right front wheel approach the right front wheel target pressure, and controls opening closing of a fluid pressure regulating valve SLRL so as to make the wheel cylinder pressure in the left rear wheel approach the left rear wheel target pressure. In the case where the right front wheel target pressure is zero when the fluid pressure regulating valve SLRL is to be opened so as to make the wheel cylinder pressure in the left rear wheel approach the left rear wheel target pressure, the brake ECU200 turns off the first motor 11.