Brake Force Distribution via Reference Axle Differential Slip
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Solution Overview
Problem
Existing brake systems for motor vehicles require a large number of adjustments to achieve optimal braking force distribution, leading to increased effort and air consumption, especially in vehicles with multiple axles, resulting in restless and inefficient braking.
Innovation Solution
Selecting a reference axle and determining differential slip between it and other axles to set partial braking forces, using predefined slip force ratios and desired differential slip values to optimize braking force distribution, with the system switching to anti-lock braking system intervention when thresholds are exceeded.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If conventional brake systems continuously adjust braking force distribution through multiple small control interventions, then optimal braking force distribution is achieved, but the number of adjustments increases leading to increased effort and air consumption
Solution Approach 1:
The patent applies preliminary action by pre-calculating and storing optimal braking force distribution values in a lookup table based on differential slip and braking intensity. When braking occurs, the system directly retrieves pre-computed values instead of continuously calculating and adjusting, thereby eliminating multiple small control interventions and reducing air consumption while maintaining optimal braking distribution.
2Adaptability or versatility
If brake pressure is regulated axle-specifically below the locking limit using existing ABS components, then automatic load-dependent braking function is implemented, but the regulation requires continuous monitoring and adjustment increasing system complexity
Solution Approach 1:
The patent replaces complex continuous mechanical control with a simplified electronic lookup table approach. Instead of continuously monitoring and adjusting brake pressure through complex control logic, the system substitutes this with pre-computed optimal values stored in memory, retrieving them based on measured differential slip and braking intensity, thereby reducing control system complexity while maintaining adaptability.
Solution Approach 2:
The patent uses copying by creating a lookup table that stores pre-calculated optimal braking force distribution values. This table serves as a copy of the complex control logic, allowing the system to retrieve optimal settings directly without re-calculating, thus simplifying the control system while maintaining automatic load-dependent braking functionality.
3Reliability
If braking force is distributed in a large number of small adjustment steps, then optimal braking force distribution is achieved, but the readjustment has a restless effect perceived as unpleasant
Solution Approach 1:
The patent eliminates restless readjustment by pre-calculating optimal braking force distribution values and storing them in a lookup table. The system directly retrieves these pre-determined optimal values based on current operating conditions, avoiding multiple small incremental adjustments that cause restless effects, thereby ensuring smooth and pleasant braking while maintaining optimal force distribution.
Data Source
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AI summary
The invention relates to a method and to a braking system for electronic brake force distribution in accordance with the differential slips of respective pairs of axles. In order to reduce the complexity of the ongoing determination of the brake force distribution in motor vehicles having an arbitrary number of axles, one of the axles (1, 2, 3) is selected as a reference axle (29) and the differential slips (δλ2, δλ3) of respective pairs (15, 16) of axles (1, 2, 3) are each determined as the difference between the slip value (λ1) at the reference axle (29) and the slip value (λ2, λ3) of one of the further axles (2, 3) and, in the case of differential slip (δλ2, δλ3, δλn) below a specified threshold value (18), in a first theorem (23) the desired total braking force (FTotal) of the motor vehicle is assumed as the sum of the partial braking forces (F1, F2, F3, Fn), in a second theorem (24) the differential slip is assumed as the difference between the products of a slip-force ratio ((δλ/δF)1, (δλ/δF)2, (δλ/δF)3, (δλ/δF)n) and the partial braking force (F1, F2, F3, Fn) at the respective axles (1, 2, 3, n), a slip-force ratio ((δλ/δF)1, (δλ/δF)2, (δλ/δF)3, (δλ/δF)n) is specified or determined for the axles (1, 2, 3, n), at least one desired differential slip (λ12, λ13, λ1n) determined in advance is specified for each pair (15, 16) of axles (1, 2, 3, n), from a linking (25) of the first theorem (23) with the second theorem (24) while taking into consideration the slip-force ratios ((δλ/δF)1, (δλ/δF)2, (δλ/δF)3, (δλ/δF)n) and the desired differential slip (λ12, λ13, λ1n), the partial braking force (F1) at the reference axle (29) is determined.