Electro-pneumatic Brake Redundancy via Axle Modulator Signals
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Solution Overview
Problem
Existing brake systems face challenges in reliably detecting a driver's deceleration request, especially when sensors fail, leading to the need for additional hardware like third travel sensors, which increases costs and installation space, reducing competitiveness.
Innovation Solution
A method that generates a redundancy signal at the front or rear axle or trailer control valve, allowing for open-loop and closed-loop control of brake pressures without pneumatic redundancy, using existing sensors and modulators to determine auxiliary brake pressures, eliminating the need for additional components.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If additional hardware like third travel sensors is added to reliably detect deceleration requests when sensors fail, then reliability is improved, but device complexity and installation space increase
Solution Approach 1:
The brake system uses its own existing sensors and pneumatic components to generate redundancy signals for fail-safe operation, rather than requiring separate dedicated backup sensors. The system serves its own redundancy needs using already-installed hardware.
Solution Approach 2:
Existing brake system components (sensors, modulators, pneumatic lines) perform multiple functions: their primary braking control function plus generating redundancy signals for fail-safe operation. This multi-functionality eliminates the need for dedicated backup components.
2Reliability
If additional hardware like third travel sensors is added to reliably detect deceleration requests, then reliability is improved, but installation space increases
Solution Approach 1:
Existing brake system components (sensors, modulators, pneumatic lines) perform multiple functions: their primary braking control function plus generating redundancy signals for fail-safe operation. This multi-functionality eliminates the need for dedicated backup components.
3Reliability
If pneumatic redundancy is implemented for brake pressure control, then reliability is improved, but device complexity increases
Solution Approach 1:
The brake system uses its own existing sensors and pneumatic components to generate redundancy signals for fail-safe operation, rather than requiring separate dedicated backup sensors. The system serves its own redundancy needs using already-installed hardware.
Solution Approach 2:
The control unit acts as an intermediary that processes signals from existing sensors and generates appropriate control commands to modulators, coordinating the redundancy function without requiring direct pneumatic redundancy paths.
4Device complexity
If existing sensors and modulators are used to generate redundancy signals, then device complexity is reduced, but measurement precision requirements increase
Solution Approach 1:
The system continuously monitors brake pressure and sensor signals, using feedback control to detect anomalies and switch to redundancy modes when primary sensing becomes unreliable, thereby compensating for individual sensor precision limitations.
Data Source
AI summary
A method is provided for decelerating a vehicle. The vehicle has an electro-pneumatic brake system, at least one front axle, at least one rear axle, and a brake value transmitter. The vehicle further includes at least one axle modulator for the front axle of the vehicle, for performing control of at least one front axle brake pressure at the at least one front axle, and/or at least one axle modulator for the rear axle of the vehicle, for performing control of a rear axle brake pressure at the at least one rear axle of the vehicle. The method includes generating a redundancy signal at a first axle, the front axle or rear axle, or at a trailer control valve, and performing open-loop and/or closed-loop control of an auxiliary brake pressure at another axle, the front axle or the rear axle, via the redundancy signal.