Brake-by-Wire Hydraulic Cross-Connection for Fault-Tolerant Braking
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Solution Overview
Problem
Existing brake-by-wire systems require manual user intervention in case of electrical faults, limiting their ability to provide fully automatic braking, especially during vehicle stability control or when faults occur in actuator or control logic, and cannot maintain four-wheel braking in such scenarios.
Innovation Solution
A dual brake group system with interconnected electro-hydraulic actuation ducts and a control valve, managed by control units that disconnect and connect the ducts based on operational status, allowing for automatic switching to ensure continuous braking even in fault conditions, with each brake group independently controlled to maintain vehicle stability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If traditional mechanical backup braking is used in brake-by-wire systems, then safety is improved in case of electrical faults, but the system requires manual user intervention which limits fully automatic braking capability
Solution Approach 1:
The patent merges the first and second actuation ducts into a common hydraulic circuit through a connection element, allowing brake fluid to be shared between brake groups. This enables the system to maintain braking capability on functional brakes even when one brake group fails, eliminating the need for manual intervention while preserving safety through automatic failover capability.
Solution Approach 2:
The system incorporates a connection element that预先 establishes a backup pathway for brake fluid supply. In normal operation, the ducts are disconnected for independent control, but the connection element is pre-positioned to automatically connect the ducts when a fault occurs, providing beforehand cushioning against complete braking failure.
2Manufacturing precision
If actuation ducts are disconnected for independent control of brake groups, then braking precision is improved, but the system cannot maintain four-wheel braking when one brake group fails
Solution Approach 1:
The system dynamically switches between disconnected and connected states of the actuation ducts based on operational needs. During normal operation, ducts are disconnected to allow independent precision control of each brake group. When a fault is detected, the system automatically connects the ducts through the connection element to maintain four-wheel braking, achieving both precision and reliability through dynamic configuration changes.
3Device complexity
If manual mechanical braking intervention is required during electrical faults, then system simplicity is maintained, but vehicle stability control capability is lost during fault conditions
Solution Approach 1:
The system employs self-service through automatic fault detection and response. When an electrical fault is detected in one brake group, the control unit automatically redirects brake fluid through the connection element to the functional brake group, maintaining vehicle stability control without requiring manual driver intervention. This preserves both simplicity and adaptability.
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
Enables fully automatic and safe braking with the ability to maintain four-wheel braking during electrical or mechanical faults, ensuring vehicle stability and safety by automatically switching to connected ducts in fault conditions, while allowing independent pressure control for optimal braking and stability in nominal operation.
Implementation Method 1
first electro-hydraulic actuator means operatively connected to the first braking device by means of a first hydraulic actuation duct
Implementation Method 2
control valve suitable to equalize a pressure in the first and second actuation ducts
Data Source
AI summary
One embodiment of a braking system for vehicles may have a first brake group and a second brake group. The first and second brake groups may have respective braking devices and electro-hydraulic actuator devices operatively connected to the first braking device. The system may also have an interconnection branch between first and the second hydraulic actuation ducts, provided with a control valve. The system may also have at least one control unit that may be programmed to actuate the control valve to control the ducts and fluidly connect the ducts.