Brake Pressure Distribution Control for Faster Stability Braking
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Current brake systems face challenges in quickly setting an ideal pressure distribution ratio between front and rear wheels, especially under varying load conditions, leading to a high probability of wheel lock during practical driving.
Innovation Solution
A method where a starting value of the pressure distribution ratio is determined in normal braking mode, considering the vehicle's loading conditions, and used in pressure control mode to minimize control interventions, by using wheel speed measurements and a reference value from a motion sensor to calculate the ideal pressure distribution ratio, ensuring all wheels lock simultaneously with minimal differential slip.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Manufacturing precision
If the brake control unit regulates the ideal pressure distribution ratio in pressure control mode, then the differential slip between axles is minimized and all wheels block simultaneously, but the control requires significant time to determine the ideal pressure distribution ratio
Solution Approach 1:
The system determines the pressure distribution ratio starting value during normal braking mode before pressure control mode is activated. This starting value is stored and kept ready for later use, so when pressure control mode begins, the regulation can start from a pre-determined value rather than calculating from scratch, significantly reducing control time while maintaining precision
Solution Approach 2:
The pressure distribution ratio starting value is dynamically adapted based on the actual loading condition of the motor vehicle. The system continuously monitors loading conditions and adjusts the starting value accordingly, allowing the system to maintain optimal performance across varying operational conditions without requiring recalculation in pressure control mode
2Reliability
If the brake control unit takes over brake pressure setting in pressure control mode to implement driving stability functions, then wheel lock is prevented, but the response time for desired braking is delayed
Solution Approach 1:
The pressure distribution ratio starting value is determined and stored during normal braking mode before pressure control mode is needed. This preliminary determination ensures that when driving stability functions require pressure control, the system can immediately begin regulation from a pre-calculated starting point, reducing the delay in braking response while maintaining wheel lock prevention
Solution Approach 2:
The system uses feedback from wheel speed sensors and motion sensors to continuously monitor actual braking conditions and differential slip. This feedback allows the brake control unit to quickly adjust the pressure distribution ratio from the starting value to achieve optimal braking performance and prevent wheel lock with minimal intervention time
Data Source
Figure 1
Figure 2
AI summary
The invention relates to a method for adjusting brake pressures P on wheel brakes of a motor vehicle, a brake pressure P being adjusted in a manner which is dependent on a driver's brake request 32 defined by the driver of the motor vehicle 2 in a normal braking mode 29. A brake control unit 17 takes over the adjustment of the brake pressures in a pressure control mode 18 in order to implement driving stability functions and/or external brake requests 26, with regulation 27 of an ideal pressure distribution ratio 54 of the brake pressures P at the wheel brakes of a front axle with respect to the brake pressures P at the wheel brakes of a rear axle of the motor vehicle 2. In order to make as rapid an adjustment of the ideal pressure distribution as possible by way of a brake control unit 17 in the pressure control mode 18 possible, the regulation 27 takes into consideration a pressure distribution ratio starting value 28 of the pressure distribution ratio, which pressure distribution ratio starting value 28 is determined in the normal braking mode 29 and is kept ready for subsequent consideration in the pressure control mode 18.