Power-Brake System Intermediate Fallback Control
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Solution Overview
Problem
Conventional power brake systems with central electronic control face inefficiencies and safety risks due to the need for a hydraulic-mechanical fallback level, which can result in significant differences in brake pedal feel and deceleration, increasing the likelihood of activation during normal operation and posing a danger to drivers and their environment.
Innovation Solution
The implementation of an intermediate fallback level with two independent control and regulation units, each connected to sensors for brake request detection, allows for error handling without activating the mechanical-hydraulic fallback level, ensuring a more reliable and consistent braking experience by maintaining external power functionality and reducing the necessity of switching to the hydraulic fallback.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a hydraulic-mechanical fallback level is implemented in power brake systems, then safety is improved by providing a backup braking capability, but the difference in brake pedal feel and deceleration between normal operation and fallback mode increases, leading to higher activation probability during normal operation
Solution Approach 1:
The patent introduces an intermediate fallback level that acts as a mediator between the normal power brake system and the mechanical-hydraulic fallback level. This intermediate level uses a second control unit that can take over when the primary control unit fails, providing a gradual transition rather than a abrupt switch to the mechanical fallback mode. This reduces the sudden change in pedal feel and deceleration characteristics that occurs when directly activating the mechanical-hydraulic fallback level.
2Reliability
If the mechanical-hydraulic fallback level is activated, then the brake system can still function without electrical power, but the driver's ability to adapt quickly is reduced due to significant differences in pedal force and travel requirements
Solution Approach 1:
The patent implements preliminary action by preparing an intermediate fallback level with a second control unit that is already integrated into the normal braking system architecture. This control unit is pre-configured to maintain similar operational characteristics to the primary control unit, so when it takes over, the driver experiences minimal disruption. The system prepares this intermediate level in advance rather than relying on abrupt activation of the mechanical fallback mode.
3Productivity
If electrical and electronic components are used in power brake systems, then braking efficiency and control precision are improved, but the probability of activation of the fallback level during normal operation increases
Solution Approach 1:
The patent applies segmentation by dividing the control system into two independent control units, each capable of operating the brake system. The second control unit is designed as a separate, redundant control system that can function independently when the primary control unit fails. This segmentation allows the system to maintain electrical and electronic braking efficiency through the primary control unit while having a prepared intermediate fallback option that reduces the likelihood of needing to activate the mechanical-hydraulic fallback level.
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 enhances the reliability and safety of the brake system by allowing continued operation of the power-controlled brake system in case of errors, reducing the likelihood of activating the mechanical-hydraulic fallback level and maintaining consistent pedal feel and deceleration, thus minimizing the risk of accidents.
Implementation Method 1
A target braking torque is calculated from this in an electronic control and regulating unit, the control and regulating unit then controlling the actuating unit on the basis of manipulated variables corresponding to the target braking torque in order to build up braking pressure
Implementation Method 2
The actuator preferably includes a gearbox and a spindle unit, which converts a rotary movement of the motor axis into a translatory movement of a primary piston of a tandem master brake cylinder
Implementation Method 3
the driver's wish to brake is usually fed into a simulator unit with a brake pedal, and this request is recorded by sensors
Data Source
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AI summary
The invention relates to a spring-force brake system (2) having a brake operating unit (8), having at least one sensor for detecting a driver braking demand upon operation of the brake operating unit (8) by the driver, having at least one actuation unit (86) for setting and regulating a braking force. For this purpose, it is provided according to the invention that at least one primary electronic control and regulating unit (160) is provided which is connected at the signal input side to at least one sensor and which activates the actuation unit (86) as a function of or on the basis of the signals of said sensor, and that at least one secondary control and regulating unit (166) is provided which is connected at the signal input side to at least one sensor and which activates the actuation unit (86) on demand on the basis of or as a function of signals of said sensor.