Four-Circuit Braking With SV2k Valve Leakage Isolation
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Solution Overview
Problem
Existing dual-circuit braking systems face significant safety risks due to reduced braking effect or total failure when one wheel circuit fails, leading to a high risk of accidents, with a failure rate of 10 ppm/year.
Innovation Solution
Implementing a four-circuit braking system with a 'normally de-energized' SV2k valve that uses an additional force device to ensure the valve remains open, decoupling faulty hydraulic connections, and incorporating a diagnostic system to identify and isolate faulty wheel circuits.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a dual-circuit braking system with traditional inlet valves and check valves is used, then the system structure is simple and easy to manufacture, but the reliability decreases when a wheel circuit fails due to potential valve leakage
Solution Approach 1:
The braking system is divided into four independent wheel circuits instead of two brake circuits, with each wheel circuit having its own SV2k valve. This segmentation ensures that a failure in one wheel circuit does not affect the others, maintaining braking reliability even when one circuit fails.
Solution Approach 2:
The traditional mechanical inlet valve with parallel check valve is replaced by the SV2k valve, which uses an electromagnetic drive mechanism. The valve actuator is adjusted by means of a first electromagnetic drive from the open valve position to the closed valve position, eliminating the need for mechanical check valves and their associated leakage problems.
Solution Approach 3:
An additional force device (second electromagnetic drive) is introduced as an intermediary to generate holding force on the valve actuator. This additional force device selectively generates a holding force in the open valve position to prevent unintentional closing, acting as a mediator between the electromagnetic drive and the valve seat.
2Reliability
If inlet valves with parallel check valves are used to prevent closing due to back pressure, then the valve can remain open during rapid pressure reduction, but the check valve becomes unreliable and can leak causing complete brake circuit failure
Solution Approach 1:
The mechanical check valve is completely replaced by an electromagnetic control mechanism. The SV2k valve uses an electromagnetic drive to control the valve actuator, eliminating the need for mechanical check valves that are prone to leakage. The electromagnetic drive can precisely control the valve opening and closing without the reliability issues of mechanical check valves.
Solution Approach 2:
An additional force device (second electromagnetic drive) is introduced as an intermediary to generate holding force on the valve actuator. This additional force device selectively generates a holding force in the open valve position to prevent unintentional closing, acting as a mediator between the electromagnetic drive and the valve seat.
3Reliability
If a four-circuit braking system with SV2k valves is implemented, then the braking system reliability improves by maintaining three functional circuits when one fails, but the device complexity increases due to additional valves and control mechanisms
Solution Approach 1:
The braking system is divided into four independent wheel circuits instead of two brake circuits, with each wheel circuit having its own SV2k valve. This segmentation ensures that a failure in one wheel circuit does not affect the others, maintaining braking reliability even when one circuit fails.
Solution Approach 2:
The SV2k valve design with integrated electromagnetic drive and additional force device serves multiple functions: normal pressure control, preventing unintentional closing during rapid pressure reduction, and isolating faulty circuits. This multi-functionality reduces the need for separate components for each function.
4Reliability
If the additional force device is always active to prevent valve closing, then the valve remains reliably open, but the energy consumption increases continuously
Solution Approach 1:
The additional force device operates periodically rather than continuously. It is activated only when needed (e.g., during rapid pressure reduction events) and deactivated during normal operation. This periodic activation maintains reliability while significantly reducing energy consumption compared to continuous operation.
Solution Approach 2:
The additional force device provides dynamic support by being switchable and active only when required. The force device can be selectively activated based on system conditions, making the system adaptable to different operational states and energy requirements.
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
Ensures that even if one wheel circuit fails, the remaining three circuits remain functional, reducing the braking effect loss to 35% compared to 70% in conventional systems, enhancing safety and reliability while minimizing component failure risks.
Implementation Method 1
whose valve actuator is adjusted by means of a first electromagnetic drive from the open valve position to the closed valve position
Implementation Method 2
The additional force device can be switchable, e.g. be formed by an electromagnet in addition to the actual valve drive
Implementation Method 3
It is also possible for the additional force device to act passively, e.g. by using a permanent magnet
Data Source
Figure 1~1a
Figure 1b
Figure 2~2c
AI summary
The invention relates to a braking system, comprising: - at least two wheel brake cylinders (RZ1-4), which are each part of respective separate wheel circuits (RK1-4), - at least one pressure supply (DV), which is used at least for the pressure build-up (pauf) in the wheel brake cylinders (RZ1-4), - at least one reservoir (VB), - at least one electronic open-loop and closed-loop control device (ECU), - switching valves (SV2K1-4), each wheel brake cylinder (RZ1-4) being connected, by means of an associated hydraulic connecting line, to a switching valve (SV2K1-4), which is used to disconnect and connect the hydraulic connection between the wheel brake cylinder (RZ1-4) in question and at least one additional hydraulic main line (), by means of which the switching valve (SV2K1-4) can be or is connected at least to the pressure supply (DV), the hydraulic connecting line and the wheel brake cylinder (RZ1-4) connected thereto being part of a wheel circuit (RK1-4), characterized in that the leakage of each of the individual wheel circuits (RK1-4) is diagnosed and in that, in accordance with the diagnosis results, an electronic open-loop and closed-loop control device (ECU) decides whether a wheel circuit (RK1-4) is switched off by means of permanent closure of the associated switching valve (SV2K1-4) or continues to be operated to produce a braking effect.