Dual Control Unit Wheel Slip Detection via Signal Coupling
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Solution Overview
Problem
Existing motor vehicle braking systems face challenges in efficiently detecting wheel slip for automated braking, particularly in redundant designs which increase complexity, weight, and manufacturing costs due to the need for multiple sensors and control units.
Innovation Solution
A method utilizing two structurally identical control units and speed sensors, where each sensor is assigned to a wheel, with direct signal coupling to reduce wiring complexity and manufacturing costs, and a theoretical model to determine wheel slip in case of unit errors, allowing for redundant determination without duplicating all components.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a redundant design with multiple sensors and control units is implemented for automated braking, then safety and reliability are improved, but device complexity, manufacturing cost, and installation space increase
Solution Approach 1:
The patent makes the second control unit multi-functional by enabling it to perform both its primary function (controlling the second brake device) and a secondary function (determining wheel slip when the first control unit fails). This eliminates the need for dedicated redundant wheel slip detection hardware, reducing system complexity while maintaining safety through functional redundancy
2Reliability
If a redundant design with multiple sensors and control units is implemented for automated braking, then safety and reliability are improved, but device complexity, manufacturing cost, and installation space increase
Solution Approach 1:
The second control unit is designed to perform multiple functions: normal brake control and emergency wheel slip detection. This multi-functionality eliminates the need for additional dedicated sensors and control units, reducing component count and manufacturing costs while maintaining safety through functional redundancy
Solution Approach 2:
The patent combines the wheel slip detection function into the existing second control unit rather than implementing it as a separate dedicated system. This merging of functions reduces the total number of components needed, lowering manufacturing costs while maintaining reliability
3Reliability
If a redundant design with multiple sensors and control units is implemented for automated braking, then safety and reliability are improved, but weight and manufacturing cost increase
Solution Approach 1:
The second control unit is designed to serve dual purposes: controlling the second brake device under normal conditions and determining wheel slip when the first control unit fails. This eliminates the need for additional dedicated sensors and control units, reducing system weight while maintaining safety through functional redundancy
4Device complexity
If direct signal coupling between sensors and control units is implemented, then wiring complexity is reduced, but signal transmission reliability may be affected
Solution Approach 1:
The second control unit is designed to directly receive signals from both the second speed sensor and the first control unit. This direct signal path eliminates complex wiring while maintaining reliability through the unit's dual function of normal brake control and emergency wheel slip detection
Data Source
Figure 1~3
AI summary
The invention relates to a method (34) for operating an assistance system (20) of a motor vehicle (2), comprising a first control unit (22) and a second control unit (24), wherein a first speed sensor (26) for detecting the rotational speed of a first wheel (4) is connected to the first control unit (22), wherein a second speed sensor (30) for detecting the rotational speed of a second wheel (6) is connected to the second control unit (24), and wherein the first control unit (22) is coupled to the second control unit (24) via a signal connection. A first sensor signal is generated by means of the first speed sensor (26) and a second sensor signal is generated by means of the second speed sensor (30), and it is determined whether a fault has occurred in the first control unit (22) or in the second control unit (24).If no fault is present, the second control unit (24) transmits the second sensor signal to the first control unit (22). The first control unit (22) then determines the wheel slip of the first wheel (4) from the first sensor signal and the wheel slip of the second wheel (6) from the second sensor signal. If the first control unit (22) is faulty, the second control unit (24) determines the wheel slip of the first wheel (4) from the second sensor signal and the wheel slip of the second wheel (6) from the second sensor signal. If the second control unit (24) is faulty, the first control unit (22) determines the wheel slip of the first wheel (4) from the first sensor signal and the wheel slip of the second wheel (6) from the first sensor signal.