Electromechanical Brake Redundancy for Wheel-Specific Fault Control
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Pneumatic brake systems face limitations in providing wheel-specific brake force control and stability functions due to electrical faults, leading to safety risks and reduced braking performance, which are unsuitable for highly automated vehicles.
Innovation Solution
An electromechanical brake system with redundant energy supply and control systems, including primary and secondary systems, ensures continuous braking performance and functionality by allowing wheel-specific control even in the event of electrical faults, with additional fallback levels for enhanced reliability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If pneumatic brake systems are used with electrical faults, then the system can continue to operate with pneumatic redundancy, but wheel-specific brake force control is lost and stability functions cannot be used
Solution Approach 1:
The brake system is divided into multiple independent electronic brake control systems (first and second plurality), each capable of independently controlling brake actuator devices. This segmentation allows the system to maintain wheel-specific brake force control even when electrical faults occur, as each control system can operate autonomously to preserve stability functions.
2Reliability
If a single fault in the energy transmission system occurs in pneumatic brake systems, then the system transitions to compromised operation mode, but complete loss of braking force on at least one wheel occurs
Solution Approach 1:
Each brake actuator device is equipped with dedicated electromechanical actuators that can be independently controlled by multiple electronic brake control systems. This local quality ensures that even if one energy transmission path fails, other actuators can compensate to maintain braking force at each wheel, preventing complete loss of braking capability.
3Reliability
If pneumatic brake systems transition to compromised operation mode in case of faults, then the system maintains reduced braking functionality, but vehicle stability and safety are compromised for highly automated applications
Solution Approach 1:
The system incorporates redundant electronic brake control systems and multiple energy supply apparatuses as preventive measures before faults occur. This beforehand cushioning ensures that when electrical or energy transmission faults happen, the system can immediately switch to alternative control paths without compromising vehicle stability or safety, maintaining full functionality for highly automated driving applications.
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 system provides reliable high braking performance and stability, enabling safety-critical functions like ESC, and ensures safe vehicle operation even in multiple fault scenarios, particularly suitable for highly automated driving applications.
Implementation Method 1
The electromechanical brake actuator devices (41) are actuated by the electronic brake control systems (40a, 40b)
Data Source
AI summary
An electromechanical brake system (10) includes a first energy supply apparatus (20) and a second energy supply apparatus (21), a first system control device (30) and a second system control device (31), a plurality of electromechanical brake actuator devices (41), and a first plurality and a second plurality of electronic brake control systems (40a, 40b). Each of the electronic brake control systems is set up to control one of the electromechanical brake actuator devices. The first energy supply apparatus is connected to the first system control device and to each of the first electronic brake control systems, and the second energy supply apparatus is connected to the second system control device and to each of the second electronic brake control systems. A further control device (32, 47) may be connected to at least one of the first electronic brake control systems or one of the second electronic brake control systems.