Brake Pressure Control Using Wheel Speed Change During ABS Decompression
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Solution Overview
Problem
Existing vehicle brake fluid pressure control devices struggle to precisely adjust the timing of stopping decompression based on wheel acceleration or deceleration, leading to inconsistent braking forces and reduced effectiveness when wheel slip occurs.
Innovation Solution
A vehicle brake fluid pressure control device that adjusts the timing of decompression based on changes in wheel speed and road surface friction, using electronic control to manage brake fluid pressure, ensuring precise control over braking forces.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If a conventional brake fluid pressure control device is used, then the structure is relatively simple, but the response speed during brake fluid pressure increase is slow and brake fluid may leak during pressure decrease
Solution Approach 1:
The patent applies dynamics by making the valve body rotatable to change the orientation of the communication holes dynamically. The valve body can rotate between different angular positions to establish different communication paths between chambers, enabling rapid pressure equalization and response to control signals without mechanical complexity in the actuation mechanism.
Solution Approach 2:
The patent employs nesting by placing the piston inside the cylindrical chamber, and the valve body within the piston structure. The communication holes are formed through the valve body that is positioned concentrically within the piston assembly, creating a compact nested arrangement that reduces overall device complexity while enabling sophisticated pressure control functions.
2Reliability
If the brake fluid pressure control device is actuated, then the brake fluid pressure can be controlled, but the brake fluid may leak from the caliper during pressure decrease
Solution Approach 1:
The valve body acts as an intermediary element that mediates between the first and second chambers. By rotating the valve body to different angular positions, it selectively opens or closes communication paths between chambers, enabling precise control of brake fluid flow and pressure equalization without requiring complex valve mechanisms or additional sealing components.
Solution Approach 2:
The patent changes the angular position parameter of the valve body to control the state of communication holes. By rotating the valve body to specific angles (0°, 90°, 180°, 270°), the system transitions between different operational states (pressure increase, pressure decrease, isolation), enabling reliable brake fluid control through a single rotational parameter rather than complex multi-component mechanisms.
3Measurement precision
If the brake pad wear amount is large, then the braking performance may be affected, but detecting the wear amount accurately is difficult
Solution Approach 1:
The detection system operates on a self-service principle by using the existing relative movement between the brake pad and caliper during normal braking operations. The wear detection mechanism leverages the natural wear process itself, where the changing contact position automatically generates detectable signals without requiring external power sources, additional sensors, or complex active detection systems.
Solution Approach 2:
The patent replaces complex electronic or optical wear detection systems with a mechanical sensing approach. The wear detection is achieved through mechanical relative movement between the brake pad and caliper, which is converted into detectable signals through the existing valve body rotation mechanism, eliminating the need for separate electronic sensors or complex detection electronics.
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
The device improves braking feel by precisely adjusting decompression timing, stabilizing vehicle operation, and maintaining optimal braking forces even under varying road conditions.
Implementation Method 1
a first communication hole that communicates between the first chamber and the second chamber when the valve body rotates about the rotation axis to a first angle
Implementation Method 2
a second communication hole that communicates between the second chamber and the first chamber when the valve body rotates about the rotation axis to a second angle different from the first angle
Data Source
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AI summary
A brake fluid pressure control device (U), wherein an electronic control device (200) comprises: a change amount calculation unit (220) for calculating an amount of change in wheel speed over time; a change amount determination unit (230) for determining whether the amount of change has a positive or negative sign; and an anti-lock brake control unit (260). During ongoing execution of a first decompression control, in which a braking force acting on a wheel brake is further reduced in a state where the braking force acting on the wheel brake has been reduced in an anti-lock brake control, if the amount of change is determined to be a positive value by the change amount determination unit (230), then the anti-lock brake control unit (260) stops the first decompression control. This configuration makes it possible to improve the feeling of braking.