Brake ECU Coordination for ABS and Rollover Stability in Cornering
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing brake control systems in commercial vehicles fail to effectively prevent tipping over during cornering or sudden evasive maneuvers due to the reduction in braking force on the inside wheels, which can lead to insufficient overall braking and potential rollover.
Innovation Solution
A method and electronic control unit that dynamically adjust the braking force on the outside wheels to compensate for the loss of braking force on the inside wheels during anti-lock control, ensuring sufficient braking force is maintained through coordinated actuation of wheel brakes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the brake pressure on the inside wheel is reduced by ABS control to prevent wheel lock, then the anti-lock function is effective, but the overall braking force is insufficient and the vehicle may tip over
Solution Approach 1:
The patent applies asymmetric brake pressure distribution by increasing brake pressure on the outside wheel while reducing it on the inside wheel during ABS control. This asymmetric approach compensates for the braking force loss on the inside wheel by the outside wheel, maintaining sufficient overall braking force while preventing wheel lock on the inside wheel.
Solution Approach 2:
The patent uses the outside wheel as a counterweight to compensate for the braking force deficiency caused by ABS control on the inside wheel. By increasing brake pressure on the outside wheel, the system creates a compensating braking force that balances the overall braking effect.
2Reliability
If the brake pressure on the inside wheel is reduced to maintain anti-lock control, then wheel slip is prevented, but the braking force on the inside wheel becomes insufficient
Solution Approach 1:
The patent merges the control of both wheels by the roll stability control device, coordinating the brake pressure on the inside wheel (reduced by ABS) with compensating pressure on the outside wheel. This combined control ensures that the loss of braking force on the inside wheel is compensated by the outside wheel.
Solution Approach 2:
The patent implements asymmetric brake pressure control where the inside wheel receives reduced pressure for ABS protection while the outside wheel receives increased pressure for compensation, creating a balanced overall braking effect.
3Stability of the object's composition
If simultaneous braking of both wheels is applied during cornering to achieve roll stability, then the vehicle is braked effectively, but the inside wheel may lock and ABS control reduces the braking force
Solution Approach 1:
The patent implements dynamic brake pressure adjustment based on real-time wheel slip detection. The roll stability control device continuously monitors wheel slip conditions and dynamically adjusts brake pressure on both wheels, increasing pressure on the outside wheel when inside wheel ABS activation causes insufficient braking.
Solution Approach 2:
The patent uses feedback from wheel slip detection to control brake pressure. The system detects when the inside wheel requires ABS control and uses this feedback to increase brake pressure on the outside wheel, creating a closed-loop control that maintains both roll stability and sufficient braking force.
Data Source
AI summary
A method is provided for controlling a brake system (12) of a motor vehicle (2), having wheel brakes controllable for carrying out an anti-lock function (ABS) and for carrying out a roll stability control function (RSC). During cornering or in the event of a sudden evasive movement, the motor vehicle (2) is braked by actuation of the wheel brakes (26a, 26b, 28a, 28b) on account of a determined risk of tilting. With the start (t1) of an ABS control operation on the braking force (pB_KA) of a wheel brake (26b; 28b) on the inside of the bend on at least one motor vehicle axle (4; 8), the braking force (pB_KA) of at least one wheel brake (26a; 28a) on the outside of the bend is increased, and is lowered again with the end of the ABS control operation (t3).