Brake Pressure Booster Control Using Dynamic Activation Criteria
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Solution Overview
Problem
Current hydraulically assisted brake pressure boosters fail to provide effective braking assistance during extreme conditions like the AMS brake test due to unfavorable activation criteria, leading to high brake pressure that prevents fluid transport and brake pressure booster supply.
Innovation Solution
A method for controlling brake pressure by activating an additional hydraulic pressure source when brake cylinder pressure is between 50% and 100% of a pressure limit and piston rod travel is between 20% to 100% of available travel, using specific criteria such as pressure thresholds, pedal travel limits, and dynamic conditions to optimize brake assistance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the additional hydraulic pressure source is activated throughout or with conventional activation criteria, then brake assistance is continuously available, but brake pressure becomes too high preventing fluid transport and booster supply
Solution Approach 1:
The activation criteria for the additional hydraulic pressure source are made dynamic by using real-time monitoring of brake cylinder pressure and piston rod travel. The system continuously adjusts the activation state based on current operating conditions rather than using fixed thresholds, allowing optimal performance across varying brake demands.
Solution Approach 2:
The invention changes the activation parameters from conventional pressure-only or travel-only criteria to a combined criterion involving both brake cylinder pressure (50-100% of pressure limit) and piston rod travel (20-100% of available travel). This dual-parameter approach enables precise control that prevents over-pressurization while maintaining assistance availability.
2Force
If brake pressure is increased to provide sufficient braking force, then braking performance improves, but fluid transport and brake pressure booster supply are prevented
Solution Approach 1:
The additional hydraulic pressure source is activated in advance based on predicted needs derived from piston rod travel position and rate of change. By monitoring the approach toward activation thresholds and anticipating the need for additional pressure, the system prepares the hydraulic supply before critical pressure levels are reached, ensuring fluid transport capability is maintained.
Solution Approach 2:
The control system continuously monitors brake cylinder pressure and piston rod travel, using this feedback to dynamically adjust the activation state of the additional pressure source. This closed-loop control ensures brake force is optimized while preventing pressure levels that would impede fluid transport.
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
This approach ensures timely activation of the additional pressure source, preventing brake fluid transport issues and maintaining effective brake force support during various braking scenarios, including the AMS test, by selecting appropriate pressure and travel criteria, thereby enhancing braking comfort and performance.
Implementation Method 1
hydraulic brake pressure boosting
Implementation Method 2
hydraulic pressure source supplies brake fluid pressure
Data Source
AI summary
A method for controlling a brake pressure booster with hydraulic brake boosting wherein the activation of an additional pressure source takes place upon exceeding a specified brake cylinder pressure threshold value. The threshold value lying between 50% and 100%, preferably between 70% and 80%, of a pressure limit value, from which the operating travel/brake pressure curve without additional brake pressure assistance has a knee point. Further upon exceeding a specified piston rod activation travel limit value, which lies at 20% to 100% of the available travel, preferably at 40% to 60% of the available travel. Furthermore, the speed of the vehicle, its lateral deceleration and its longitudinal deceleration can be used as criteria. Deactivation takes place on falling below a specified piston rod deactivation travel limit value. Based on selection of activation/deactivation criteria additional brake pressure boosting can be operational during braking maneuvers.