Multi-Aspect Brake Force Distribution for Commercial Towing Vehicles
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Solution Overview
Problem
Existing electronically controlled brake systems for towing vehicles face challenges in quickly and stably adapting brake force distribution to various situations, such as emergency braking, brake pad wear, and temperature changes, requiring improved accuracy and adaptability for safe and economic operation.
Innovation Solution
A method that defines multiple brake patterns based on vehicle and environmental indicators like disk temperature, wheel slip, and axle load, calculates pattern weights, and distributes brake force among axles to achieve desired vehicle retardation, with prioritization and smoothing between states, ensuring optimal brake force distribution.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If brake force distribution is based on wheel slip differences or measured axle loads to equalize adhesion utilization, then vehicle stability is improved, but the system cannot quickly adapt to different situations like emergency braking or brake pad wear
Solution Approach 1:
The brake control system dynamically switches between multiple brake patterns (first brake pattern for stability, second brake pattern for emergency braking) based on detected wheel slip conditions and other parameters. This allows the system to adapt its brake force distribution strategy in real-time to different operating situations, resolving the contradiction between maintaining stability and adapting to changing conditions.
Solution Approach 2:
The system changes the brake force distribution parameters by selecting different brake patterns based on detected conditions. When wheel slip exceeds a threshold or emergency braking is detected, the system transitions from a stability-optimized brake pattern to an emergency braking pattern with different force distribution characteristics, enabling quick adaptation to different situations.
2Productivity
If brake force is distributed to balance lining wear across axles, then economic operation is improved, but the system cannot prioritize emergency braking performance
Solution Approach 1:
The system dynamically adjusts brake force distribution between normal operation and emergency braking modes. During normal operation, it uses a wear-balancing brake pattern to extend component life and improve economic operation. When emergency braking is detected through wheel slip monitoring or other sensors, it switches to a second brake pattern optimized for stopping performance, thus prioritizing reliability when needed while maintaining productivity during normal use.
3Adaptability or versatility
If multiple brake patterns are defined and switched between based on detected parameters, then adaptability to different situations is improved, but the control system complexity increases
Solution Approach 1:
The brake control system is segmented into multiple discrete brake patterns, each optimized for specific operating conditions. Instead of using a single complex continuous control algorithm, the system divides the control space into distinct patterns (first brake pattern, second brake pattern) that can be selected based on detected parameters like wheel slip and brake pad temperature, simplifying the overall control architecture while maintaining high adaptability.
Solution Approach 2:
The control unit acts as an intermediary that monitors multiple input parameters (wheel slip, brake pad temperature, vehicle speed) and automatically selects the appropriate brake pattern. This intermediary layer simplifies the complexity by providing a centralized decision-making function that translates multiple sensor inputs into appropriate brake force distribution without requiring complex distributed control logic across multiple components.
Data Source
Figure 1
AI summary
The present application discloses a brake force distribution method, defining considering multiple patterns depending on the actual status of the vehicle and its environment. Indicators like disk temperature, wheel slip, pad wear, axle load and additional driveline torque can be considered together with a smooth transition between the states with the method for brake force distribution according to the present application.