Electro-Pneumatic Brake System Reducing Complexity
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Solution Overview
Problem
Existing electronically controlled electro-pneumatic braking systems (EBS) require complex and costly dual circuits with both electrical and pneumatic components, increasing installation space and complexity, which is not cost-effective.
Innovation Solution
An EBS design with at least two independent electrical brake control circuits without pneumatic brake control circuits, where each circuit has its own electronic control unit and pressure control module, allowing for fault detection and continued operation with reduced computing power and simpler architecture.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a dual circuit with both electrical and pneumatic components is used, then reliability is improved, but device complexity and cost increase
Solution Approach 1:
The patent replaces the mechanical pneumatic control system with an electrical control system. The electro-pneumatic converter (EPC) converts electrical control signals directly into pneumatic brake pressure, eliminating the need for pneumatic control lines, control valves, and other mechanical pneumatic components while maintaining the dual-circuit reliability requirement through redundant electrical control paths.
2Reliability
If pneumatic components are included in the brake system, then reliability is improved, but installation space and cost increase
Solution Approach 1:
The patent eliminates pneumatic control lines, control valves, and associated mechanical components by implementing an all-electrical control architecture. The electro-pneumatic converter (EPC) located at each brake unit converts electrical signals directly to pneumatic pressure, removing the need for extensive pneumatic tubing and central pneumatic control equipment, thereby reducing installation space.
3Measurement precision
If computing power is increased for control systems, then control precision is improved, but energy consumption and cost increase
Solution Approach 1:
The patent divides the brake control system into independent modular units, each with its own electro-pneumatic converter (EPC) and control electronics. This segmentation allows each module to operate with minimal local computing power for basic brake control functions, while higher-level control algorithms can be distributed or implemented only when needed, reducing overall energy consumption compared to a centralized high-performance computing architecture.
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
This design reduces complexity and cost by eliminating pneumatic components, ensuring continued braking functionality with fault detection and isolation, meeting legal requirements while minimizing computational demands.
Implementation Method 1
The implementation takes place with proportional solenoids or with a combination of inlet/outlet solenoid valves.
Implementation Method 2
An integrated pressure sensor measures the brake pressure controlled by the pressure control module (EPM or DRM).
Data Source
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AI summary
The invention relates to an electronically controlled electro-pneumatic brake system (1) for a vehicle, comprising at least two electric service brake control circuits. According to the invention, the electronics unit, which generates a first desired braking value for the first service brake control circuit and a second desired braking value for the second service brake control circuit and executes higher or superimposed functions, is implemented in a first control device (6) associated with the first service brake control circuit, while the control device associated with the second service brake control circuit generates merely an additional second desired braking value which, in normal conditions, is suppressed or is used only to render the second braking value generated by the first control device (6) plausible but, in the event of a fault in the first service brake control circuit, is used to form a braking force in at least one second pressure control module (40) of the second service brake control circuit.