Integrated Electronic Brake Control With Pseudo ABS Backup
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Solution Overview
Problem
Existing electronic brake systems in vehicles require numerous wiring lines and mounting space, and fail to provide a reliable backup when the main control unit malfunctions, posing a risk of accidents.
Innovation Solution
An integrated electronic brake apparatus with a main control unit and an auxiliary control unit, connected via an internal connection bus, allows the auxiliary unit to perform a pseudo ABS function when the main unit fails, reducing size and weight while enhancing stability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If multiple electronic control brake apparatuses are combined to implement braking operations, then braking functionality and stability are improved, but the number of wiring lines and mounting space requirements increase
Solution Approach 1:
The patent combines multiple electronic control brake apparatuses into a single integrated brake system. The main control unit and auxiliary control unit are merged into one box, sharing common components such as the brake motor, brake valves, and hydraulic system. This integration reduces the number of wiring lines and mounting space requirements while maintaining the braking functionality and stability provided by multiple control units.
Solution Approach 2:
The integrated brake system is designed with multi-functionality where the auxiliary control unit can perform multiple roles: it serves as a backup control unit when the main control unit fails and can also perform pseudo ABS function. The system uses shared components like the brake motor, brake valves, and hydraulic pressure generation mechanism for both main braking and auxiliary braking operations, reducing overall system complexity while maintaining reliability.
2Device complexity
If a single control unit is used in the brake system, then device complexity and wiring are reduced, but reliability decreases when the control unit fails
Solution Approach 1:
The control function is segmented into two independent control units: a main control unit and an auxiliary control unit. Each control unit has its own microcontroller and can independently process braking signals. The auxiliary control unit is positioned in a different location from the main control unit, providing physical segmentation and redundancy. This segmentation ensures that if one control unit fails, the other can continue to operate the brake system.
Solution Approach 2:
The system incorporates a backup control mechanism where the auxiliary control unit is prepared in advance to take over if the main control unit fails. The auxiliary control unit includes redundant sensors and control circuits that are activated only when needed. This prior cushioning approach ensures continuous brake system operation without requiring a complete system redesign, maintaining reliability while managing complexity.
3Reliability
If an auxiliary control unit is added as a backup, then reliability is improved when the main unit fails, but device complexity increases
Solution Approach 1:
The system employs dynamic configuration where the auxiliary control unit can be activated or deactivated based on the operational status of the main control unit. The control units communicate through a bus system, allowing the auxiliary unit to remain in standby mode during normal operation and activate only when the main unit fails. This dynamic approach provides backup functionality without permanently increasing system complexity during normal operation.
Data Source
AI summary
An integrated electronic brake apparatus may include: a main control unit configured to receive one or more of an EPB signal, a value from a pedal sensor, a value from a cylinder pressure sensor, or a value from a wheel speed sensor, perform EPB control, drive a main brake valve and a brake motor for main braking of the vehicle according to an operation of a pedal, and drive an additional brake valve for additional braking; an auxiliary control unit configured to receive one or more of the EPB signal, the value from the pedal sensor, or the value from the wheel speed sensor when a driving signal is inputted thereto, perform EPB control, and control the operation of the EPB to perform a pseudo ABS operation; and a connection bus configured to connect the first and second areas mounted in one box, and transfer a signal transmitted/received between the main control unit and the auxiliary control unit.