Commercial Vehicle Braking Assembly with Axle Load Sensor Fallback
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Solution Overview
Problem
Current electronic braking systems for commercial vehicles face issues with reliability and maintenance complexity, particularly in systems with differential slip control, which require multiple control circuits and adaptation phases, and those with pressure control need axle load sensors that require maintenance and additional costs.
Innovation Solution
Combining pressure control and differential slip control systems, where axle load sensors are used for quick adaptation and fault detection, allowing the system to switch to differential slip control as a fallback, enabling faster load change recognition and adaptation without the need for constant maintenance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If pressure control systems with axle load sensors are used, then braking precision is improved, but device complexity and maintenance requirements increase
Solution Approach 1:
The system changes the control parameter from direct axle load measurement to differential slip measurement between axles. This parameter change eliminates the need for axle load sensors while maintaining braking precision through the relationship between wheel slip and brake pressure.
Solution Approach 2:
The patent replaces the mechanical axle load sensor system with an electronic control system that uses wheel speed sensors and differential slip calculation. This substitution eliminates mechanical moving parts while achieving the same braking control function.
2Device complexity
If differential slip control systems are used, then device complexity is reduced, but adaptation time increases
Solution Approach 1:
The system performs preliminary identification of tire properties and vehicle parameters during normal operation before braking is needed. This preliminary action stores characterization data that enables immediate accurate braking control without requiring adaptation time during actual braking events.
Solution Approach 2:
The system continuously monitors wheel speeds and differential slip during braking, using this feedback to dynamically adjust brake pressure. This real-time feedback eliminates the need for prolonged adaptation phases by constantly optimizing control based on actual vehicle behavior.
3Stability of the object's composition
If multiple cascaded control circuits are used, then control stability is improved, but system complexity and maintenance difficulty increase
Solution Approach 1:
The patent merges the brake pressure control and coupling force control functions into a single integrated control circuit that simultaneously manages both functions. This consolidation maintains control stability while reducing system complexity and making maintenance more accessible to standard workshop personnel.
Solution Approach 2:
The control system is designed with multi-functionality, where the same control circuit and sensors serve both brake pressure regulation and coupling force control purposes. This universal approach eliminates the need for separate specialized circuits while maintaining both control functions.
Data Source
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AI summary
The braking system for a commercial vehicle's service brake, comprising brake cylinders (5-8), wheel speed sensors (9-12), a brake force sensor (15), and an electronic control unit (13), operates according to the pressure control principle when an axle load sensor (23-26) is present and functioning. In this system, the brake pressure supplied to the brake cylinders (5-8) is adjusted based on a brake request signal from the brake force sensor (15) and axle load signals from the axle load sensor(s) (23-26). If the axle load sensor(s) (23-26) fails, the control unit (13) automatically switches to differential slip control. In this differential slip control, the brake pressure is regulated based on the brake request signal and wheel speed signals from the wheel speed sensors (9-12) to limit the differential slip between the wheels (1, 2) of the front axle and the wheels (3, 4) of the rear axle to a predetermined value.When switching to differential slip control, the system checks whether axle load signals or the signals derived from the axle load sensor(s) (23-26) were stored before the failure. If so, these values are used for the initialization and adaptation of the differential slip control.