Electropneumatic Brake Circuit Layout for Redundant Axle Pressure Control
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Solution Overview
Problem
Existing electropneumatic service brake devices for towing vehicles are complex and expensive, lacking sensitive brake force control per axle, and conventional systems do not provide adequate redundancy in brake circuit control.
Innovation Solution
An electropneumatic service brake device with a dual-circuit configuration, utilizing an electronic service brake control EBS-ECU, first and second pneumatic service brake cylinders, and solenoid valves to generate and modulate brake pressures, allowing for redundant control and stability/dynamics regulation, with a simpler solenoid valve setup compared to traditional systems.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Manufacturing precision
If an electronically controlled brake system (EBS) with multiple pressure control modules is used, then sensitive electronic control of brake pressures at all axles is achieved, but the system becomes relatively expensive and complex
Solution Approach 1:
The brake system is divided into two independent circuits: a first circuit (rear axles) with electronic pressure control via solenoid valves and EBS-ECU, and a second circuit (front axles) with pneumatic pressure control via foot brake valve. This segmentation allows each circuit to be optimized independently, reducing overall system complexity while maintaining precise control where needed.
Solution Approach 2:
A relay valve is introduced as an intermediary component in the second circuit to amplify and transmit the control pressure from the foot brake valve to the second service brake cylinders. This mediator enables effective pneumatic control without requiring complex electronic pressure control modules for the front axles.
2Adaptability or versatility
If conventionally controlled brake systems with open circuit pressure control are used, then all brake functions (ABS, ASR, ESP) are facilitated, but sensitive brake force control per axle is not achieved
Solution Approach 1:
Electronic pressure control with high precision is applied locally to the first circuit (rear axles) where sensitive brake force control is needed, while the second circuit (front axles) uses conventional pneumatic control. This local differentiation allows the system to achieve both versatile brake functions and precise axle-specific control where required.
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
The device offers high functionality with reduced complexity, providing cost savings and enhanced failure safety while maintaining stability and driving dynamics control, even in the event of circuit failures.
Implementation Method 1
a first electropneumatic solenoid valve device 2C-EVO, provided with compressed air from a first compressed air storage and provided and configured to be electrically controllable by the electrical control signal or pneumatically controllable by the first control pressure Stp1 to control a first service brake pressure p1
Implementation Method 2
an electronic service brake control EBS-ECU, provided and configured to generate an electrical control signal as a function of the electrical brake request signal, wherein the electrical control signal represents a nominal service brake pressure
Implementation Method 3
the first service brake pressure p1 is modulated in particular by a first pressure control valve PCV1
Data Source
AI summary
An electropneumatic service brake device (1) for a vehicle, comprising: at least one pneumatic service brake cylinder (BZ1), loadable with a first service brake pressure (p1), and at least one second pneumatic service brake cylinder (BZ2), loadable with a second service brake pressure (p2), a foot brake actuation device (5), a pneumatic foot brake valve device (FBV, FBM), provided and configured to generate a first control pressure (Stp1) and a second control pressure (Stp2) as a function of an actuation of the foot brake actuation device (5), an electronic service brake control (EBS-ECU), provided and configured to generate an electrical control signal as a function of an electrical brake request signal, wherein the electrical control signal represents a nominal service brake pressure, a first electropneumatic solenoid valve device (2C-EVO), provided and configured to be electrically controllable by the electrical control signal, or pneumatically controllable by the first control pressure (Stp1).