BRAKE SYSTEM FOR A VEHICLE

Abstract

A brake system includes a first electric power-supply-unit (EPSU) and a first electronic-brake-control-unit (EBCU). The first EBCU is connected to the first EPSU. Also, the brake system includes a second EPSU and a second EBCU, which is connected to the second EPSU. The brake system further includes a first axle-pressure-modulator (APM) for service-brake-chambers associated with a first vehicle-axle. The brake system includes a second APM for spring-brake-cylinders for a second vehicle-axle. The brake system includes two power-supply-switches (PSS). A first PSS is connected to the first EBCU, the second EBCU and the first APM and configured to connect the first EBCU or the second EBCU to the first APM. A second PSS is connected to the first EBCU, the second EBCU and the second APM and configured to connect the first EBCU or the second EBCU to the second APM.

Claims

1-11. (canceled)

12. A brake system for a vehicle, comprising: a first electric power supply unit; a first electronic brake control unit connected to the first electric power supply unit; a second electric power supply unit; a second electronic brake control unit connected to the second electric power supply unit; a first axle pressure modulator for service brake chambers associated with a first axle of the vehicle; a second axle pressure modulator for spring brake cylinders associated with a second axle of the vehicle; and two power supply switches, wherein a first one of the power supply switches is connected to the first electronic brake control unit, the second electronic brake control unit and the first axle pressure modulator and configured to connect the first electronic brake control unit or the second electronic brake control unit to the first axle pressure modulator, wherein a second one of the power supply switches is connected to the first electronic brake control unit, the second electronic brake control unit and the second axle pressure modulator and configured to connect the first electronic brake control unit or the second electronic brake control unit to the second axle pressure modulator.

13. The brake system of claim 12, wherein the first electric power supply unit and the first electronic brake control unit form part of a first service brake subsystem, wherein the second electric power supply unit and the second electronic brake control unit form part of a second service brake subsystem, and wherein in the event of a malfunction of the first service brake subsystem the second service brake subsystem is usable as a redundant service brake subsystem.

14. The brake system of claim 12, further comprising: a communication switch connected to the first electronic brake control unit, the second electronic brake control unit and a trailer communication interface for communication with a trailer brake system, wherein the communication switch is configured to connect the first electronic brake control unit or the second electronic brake control unit to the trailer communication interface.

15. The brake system of claim 12, further comprising: pressure control valves connected between the first axle pressure modulator and the service brake chambers, wherein the pressure control valves are connected to the first electronic brake control unit, and comprising additional pressure control valves connected between the pressure control valves and the service brake chambers, and wherein the additional pressure control valves are connected to the second electronic brake control unit.

16. The brake system of claim 12, wherein the first electronic brake control unit and the second electronic brake control unit are identical units.

17. The brake system of claim 12, wherein the second electronic brake control unit is integrated into another component of the brake system, in particular into an electronic parking brake controller and/or an electronic air supply control unit.

18. The brake system of claim 12, further comprising: a control room link for fluidically linking the first axle pressure modulator and the second axle pressure modulator.

19. The brake system of claim 18, further comprising: two interrupt valves and a foot brake module, wherein the foot brake module is connected to the first electronic brake control unit and the second electronic brake control unit, wherein the foot brake module is fluidically connected to a first compressed air supply module for the first axle pressure modulator and to a second compressed air supply module for the second axle pressure modulator, wherein the interrupt valves are connected into the control room link, wherein the interrupt valves are fluidically connected to the foot brake module, and wherein the interrupt valves are configured to fluidically connect the first axle pressure modulator and the second axle pressure modulator to each other or to the foot brake module.

20. The brake system of claim 12, further comprising: a trailer control module, for controlling braking functions of a trailer of the vehicle, connected to the first electronic brake control unit, wherein the trailer control module is fluidically connected to the second axle pressure modulator.

21. A vehicle, comprising: the brake system, including: a first electric power supply unit; a first electronic brake control unit connected to the first electric power supply unit; a second electric power supply unit; a second electronic brake control unit connected to the second electric power supply unit; a first axle pressure modulator for service brake chambers associated with a first axle of the vehicle; a second axle pressure modulator for spring brake cylinders associated with a second axle of the vehicle; and two power supply switches, wherein a first one of the power supply switches is connected to the first electronic brake control unit, the second electronic brake control unit and the first axle pressure modulator and configured to connect the first electronic brake control unit or the second electronic brake control unit to the first axle pressure modulator, wherein a second one of the power supply switches is connected to the first electronic brake control unit, the second electronic brake control unit and the second axle pressure modulator and configured to connect the first electronic brake control unit or the second electronic brake control unit to the second axle pressure modulator; the first axle, with which the first axle pressure modulator of the brake system is associated; and the second axle, with which the second axle pressure modulator of the brake system is associated.

22. A method of controlling a brake system for a vehicle, the method comprising: receiving an error signal representing a malfunction of the first electric power supply unit or the first electronic brake control unit or a malfunction of the second electric power supply unit or the second electronic brake control unit; and transmitting service brake commands of the vehicle to the second electronic brake control unit in the event of a malfunction of the first electric power supply unit or the first electronic brake control unit or to the first electronic brake control unit in the event of a malfunction of the second electric power supply unit or the second electronic brake control unit; wherein the brake system includes: the first electric power supply unit; the first electronic brake control unit connected to the first electric power supply unit; the second electric power supply unit; the second electronic brake control unit connected to the second electric power supply unit; a first axle pressure modulator for service brake chambers associated with a first axle of the vehicle; a second axle pressure modulator for spring brake cylinders associated with a second axle of the vehicle; and two power supply switches, wherein a first one of the power supply switches is connected to the first electronic brake control unit, the second electronic brake control unit and the first axle pressure modulator and configured to connect the first electronic brake control unit or the second electronic brake control unit to the first axle pressure modulator, wherein a second one of the power supply switches is connected to the first electronic brake control unit, the second electronic brake control unit and the second axle pressure modulator and configured to connect the first electronic brake control unit or the second electronic brake control unit to the second axle pressure modulator.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0035] FIG. 1 shows a schematic illustration of a vehicle comprising a brake system according to an embodiment of the present invention.

[0036] FIG. 2 shows a schematic illustration of a brake system according to an embodiment of the present invention.

[0037] FIG. 3 shows a schematic illustration of a brake system according to an embodiment of the present invention.

[0038] FIG. 4 shows a schematic illustration of a brake system according to an embodiment of the present invention.

[0039] FIG. 5 shows a schematic illustration of a brake system according to an embodiment of the present invention.

[0040] FIG. 6 shows a flowchart of a method of controlling a brake system according to an embodiment of the present invention.

DETAILED DESCRIPTION

[0041] In the following description of advantageous embodiments of the present invention, the same or similar reference numerals shall be used for the elements depicted in the various figures and acting in a similar way, wherein repeated description of these elements shall be omitted.

[0042] FIG. 1 shows a schematic illustration of a vehicle 100 comprising a brake system 110 according to an embodiment of the present invention. The vehicle 100 is a utility vehicle or commercial vehicle, such as a truck. The vehicle 100 comprises a first axle 102 and a second axle 104, according to this embodiment. Furthermore, the vehicle 100 comprises a controller 106 and the brake system 110. The controller 106 is configured to control the brake system 110 by arrangement/structure of a command signal 108. In particular, the command signal 108 represents service brake commands for performing service brake functions of the brake system 110. Alternatively, the controller 106 also be part of the brake system 110.

[0043] The brake system 110 comprises a first service brake subsystem 112 and a second service brake subsystem 114. The first service brake subsystem 112 is configured to perform service brake functions of the brake system. The second service brake subsystem 114 is configured to perform service brake functions of the brake system 110 as a backup or to provide redundancy instead of the first service brake subsystem 112.

[0044] The brake system 110 further comprises a monitoring device 116 for monitoring a state of health of the first service brake subsystem 112 and the second service brake subsystem 114. Alternatively, the monitoring device 116 may also be part of a system other than the brake system 110. The monitoring device 116 is connected to the first service brake subsystem 112 and to the second service brake subsystem 114. The monitoring device 116 is configured to detect a potential malfunction of the first service brake subsystem 112 or of the second service brake subsystem 114. The monitoring device 116 is configured to output an error signal 118 to the controller 106. The error signal 118 represents a malfunction of the first service brake subsystem 112 or of the second service brake subsystem 114.

[0045] In response to the error signal 118, the controller 106 is configured to transmit the command signal 108 to either the first service brake subsystem 112 or the second service brake subsystem 114. More specifically, the controller 106 is configured to transmit the command signal 108 to that subsystem 112 or 114 free from malfunction, as indicated by the error signal 118.

[0046] FIG. 2 shows a schematic illustration of a brake system 110 according to an embodiment of the present invention. The brake system 110 is a brake system 110 for a vehicle, specifically a commercial vehicle or utility vehicle, e.g. a truck. The brake system 110 corresponds or is similar to the brake system shown in FIG. 1.

[0047] The brake system 110 comprises a first electric power supply unit 221, a second electric power supply unit 222, a first electronic brake control unit 223, a first or front axle pressure modulator 229, a second or rear axle pressure modulator 230, two service brake chambers 232, two spring brake cylinders 233, a second electronic brake control unit 234 and two power supply switches 235. According to this embodiment, the brake system 110 further comprises an electronic parking brake controller 224, a foot brake module 225, a park brake lever sensor 226, a trailer control module 228, two pressure control valves 231, a communication switch 236, a control room link 238, a first compressed air supply module 241, a second compressed air supply module 242 and a third compressed air supply module 243.

[0048] The first electric power supply unit 221 and the first electronic brake control unit 223 form part of the first service brake subsystem described with reference to FIG. 1. The second electric power supply unit 222 and the second electronic brake control unit 234 form part of the second service brake subsystem described with reference to FIG. 1. In the event of a malfunction of the first service brake subsystem, the second service brake subsystem is usable as a redundant service brake subsystem, or in other words to perform service brake functions of the brake system 110.

[0049] The first electric power supply unit 221 is electrically connected to the first electronic brake control unit 223. The first electronic brake control unit 223 is electrically connected to the first axle pressure modulator 229 via a digital electric signal line. The first electronic brake control unit 223 is electrically connected to a first one of the power supply switches 235 via an analogous electric signal and supply line. Furthermore, the first electronic brake control unit 223 is electrically connected to the second axle pressure modulator 230 via a digital electric signal line. Furthermore, the first electronic brake control unit 223 is electrically connected to a second one of the power supply switches 235 via a digital electric signal line. Also, the first electronic brake control unit 223 is electrically connected to the pressure control valves 231, to the trailer control module 228 and to the foot brake module 225 via analogous electric signal and supply lines.

[0050] The second electric power supply unit 222 is electrically connected to the second electronic brake control unit 234. The second electronic brake control unit 234 is electrically connected to the first axle pressure modulator 229 via a digital electric signal line. The second electronic brake control unit 234 is electrically connected to a second one of the power supply switches 235 via an analogous electric signal and supply line. Furthermore, the second electronic brake control unit 234 is electrically connected to the second axle pressure modulator 230 via a digital electric signal line. Furthermore, the second electronic brake control unit 234 is electrically connected to a second one of the power supply switches 235 via a digital electric signal line. Also, the second electronic brake control unit 234 is electrically connected to the foot brake module 225 via an analogous electric signal and supply line.

[0051] The communication switch 236 is connected to the first electronic brake control unit 223, the second electronic brake control unit 234 and a trailer communication interface for communication with a trailer brake system via digital electric signal lines. The communication switch 236 is configured to connect the first electronic brake control unit 223 or the second electronic brake control unit 234 to the trailer communication interface for communication with the trailer brake system.

[0052] According to the embodiment of the present invention shown in FIG. 2, the first electronic brake control unit 223 and the second electronic brake control unit 234 are identical units, or in other words configured and constructed in an identical way.

[0053] The first axle pressure modulator 229 is fluidically connected to the first compressed air supply module 241 via a pneumatic supply line. Also, the first axle pressure modulator 229 is fluidically connected to the pressure control valves 231 via pneumatic service brake control lines. Each of the pressure control valves 231 is fluidically connected to a respective one of the service brake chambers 232 via a pneumatic service brake control line. The first axle pressure modulator 229, the control valves 231 and the service brake chambers 232 are associated with a first axle of the vehicle. The first axle pressure modulator 229 is electrically connected to the first one of the power supply switches 235. Furthermore, the first axle pressure modulator 229 is electrically connected to a group of brake sensors for the first axle via analogous electric signal and supply lines.

[0054] The second axle pressure modulator 230 is fluidically connected to the second compressed air supply module 242 via a pneumatic supply line. Furthermore, the second axle pressure modulator 230 is fluidically connected to the spring brake cylinders 233 via pneumatic service brake control lines. The second axle pressure modulator 230 and the spring brake cylinders 233 are associated with a second axle of the vehicle. The second axle pressure modulator 230 is electrically connected to the second one of the power supply switches 235. Also, the second axle pressure modulator 230 is electrically connected to a group of brake sensors for the second axle via analogous electric signal and supply lines.

[0055] According to the embodiment of the present invention shown in FIG. 2, the first axle pressure modulator 229 and the second axle pressure modulator 230 are linked fluidically by the control room link 238.

[0056] The first one of the power supply switches 235, which is connected to the first electronic brake control unit 223, the second electronic brake control unit 234 and the first axle pressure modulator 229, is configured to connect the first electronic brake control unit 223 or the second electronic brake control unit 234 to the first axle pressure modulator 229. The second one of the power supply switches 235, which is connected to the first electronic brake control unit 223, the second electronic brake control unit 234 and the second axle pressure modulator 230, is configured to connect the first electronic brake control unit 223 or the second electronic brake control unit 234 to the second axle pressure modulator 230.

[0057] The trailer control module 228 is configured to control braking functions of a trailer coupled to the vehicle. The trailer control module 228 is fluidically connected to the third compressed air supply module 243 via pneumatic supply line. Also, the trailer control module 228 is fluidically connected to the second axle pressure modulator 230 via pneumatic service brake control line.

[0058] The foot brake module 225 is electrically connected to the first electronic brake control unit 223 via an analogous electric signal and supply line. Also, the foot brake module 225 is electrically connected to the second electronic brake control unit 234 via an analogous electric signal and supply line.

[0059] The electronic parking brake controller 224 is electrically connected to the first pressure electric power supply unit 221. Furthermore, the electronic parking brake controller 224 is electrically connected to the park brake lever sensor 226 via an analogous electric signal and supply line. The electronic parking brake controller 224 is fluidically connected to the spring brake cylinders 233 via pneumatic parking brake control lines. Also, the electronic parking brake controller 224 is fluidically connected to the trailer control module 228 via a pneumatic parking brake control line.

[0060] In other words, FIG. 2 shows an architecture of a brake system 110 commercial, which may also be referred to as a schematic a redundant commercial vehicle electronic or electro-pneumatic brake system 110 (EBS). The electro-pneumatic brake system 110 comprises the following main components. The brake system 110 is redundantly supplied by the electric power supply units 221 and 222, which may be batteries. The EBS electronic brake control unit 223 is supplied from the first electric power supply unit 221 or first battery 221. The electronic brake control unit 223 is configured to electronically control the front or first axle pressure modulator 229, the pressure control valves 231 on the front or first axle, the rear or second axle pressure modulator 230 and the trailer control module 228. Front or first axle wheel brakes are actuated by the service brake chambers 232. Rear or second axle wheel brakes are actuated by the spring brake cylinders 233 or spring brake combi cylinders.

[0061] The redundant pair of the brake system 110 is provided by the second electronic brake control unit 234, which is configured to actuate the front or first axle pressure modulator 229 and the rear or second axle pressure modulator 230 also via a second CAN channel (CAN=Controller Area Network) or digital electric signal line. Moreover, a pneumatic control signal is provided to the trailer control module 228. The power supply switches 235 are installed to ensure the power supply of the axle modulators or axle pressure modulators 229 and 230 from the two separate electric power supply units 221 and 222. The communication switch 236 or CAN channel selector is installed for the trailer CAN, which ensures the CAN communication between the first electronic brake control unit 223 or the second electronic brake control unit 234 and the trailer. According to an embodiment, this redundant brake architecture describes a redundant brake-by-wire system, wherein pneumatics is eliminated from a cabin of the vehicle. Control rooms of the axle pressure modulators 229 and 230 are linked pneumatically by the control room link 238, for example a pipe, which in case of any axle pressure modulator failure ensures that the given axle remains controllable by the other axle pressure modulator(s) 229 or 230.

[0062] When the brake system 110 is fully intact, the service brake is controlled by the first electronic brake control unit 223 as a master. The first electronic brake control unit 223 electronically controls the first and second axle pressure modulators 229 and 230 and the trailer control module 228. In case of any malfunction of the first electronic brake control unit 223 or the first electric power supply unit 221, brake control is taken over by the second electronic brake control unit 234, wherein the power supply switches 235 of the axle pressure modulators 229 and 230 are switched to the second electric power supply unit 222 if required, and the axle pressure modulators 229 and 230 are controlled electronically by the second electronic brake control unit 234 via second CAN channels of the axle pressure modulators 229 and 230.

[0063] FIG. 3 shows a schematic illustration of a brake system 110 according to an embodiment of the present invention. The brake system 110 shown in FIG. 3 corresponds to the brake system shown in FIG. 2 with the exception of the control room link being omitted, the pneumatic service brake control line between the second axle pressure modulator 230 and the trailer control module 228 being omitted, and the second electronic brake control unit 234 being integrated with the electronic parking brake controller 224 and an electronic air supply control unit 344. Thus, the second electronic brake control unit 234, the electronic parking brake controller 224 and the electronic air supply control unit 344 form or are part of a single physical unit. The electronic air supply control unit 344 is connected to the compressed air supply modules 241, 242 and 243 via pneumatic supply lines.

[0064] FIG. 4 shows a schematic illustration of a brake system 110 according to an embodiment of the present invention. The brake system 110 shown in FIG. 4 corresponds to the brake system shown in FIG. 2 with the exception of the pneumatic service brake control line between the second axle pressure modulator 230 and the trailer control module 228 being omitted, the foot brake module 225 being fluidically connected to the first compressed air supply module 241 and to the second compressed air supply module 242, and two interrupt valves 437 being connected into the control room link 238.

[0065] As already mentioned with reference to FIG. 2, the foot brake module 225 is connected to the first electronic brake control unit 223 and to the second electronic brake control unit 234. Furthermore, the foot brake module 225 is fluidically connected to the first compressed air supply module 241 for the first axle pressure modulator 229 and to the second compressed air supply module 242 for the second axle pressure modulator 230. Thus, the foot brake module 225 also is fluidically connected to the first axle pressure modulator 229 and to the second axle pressure modulator 230. The interrupt valves 437 are fluidically connected to the foot brake module 225. The interrupt valves 437 are configured to fluidically connect the first axle pressure modulator 229 and the second axle pressure modulator 230 to each other or to the foot brake module 225.

[0066] In other words, according to this embodiment, in order to provide pneumatic backup, backup ports of the axle pressure modulators 229 and 230 are also linked pneumatically via the control room link 238, but also can be driven pneumatically by the foot brake module 225. It is possible to set up a redundancy order as follows: In case of an intact brake system 110, the first electronic brake control unit 223 controls service brake functions of the brake system 110. In case of malfunction of the first brake circuit or first service brake subsystem, the second electronic brake control unit 234 takes over control. If both brake circuits get suffer malfunctions, the pneumatic backup will be put in charge, and the pneumatic connection between the backup ports of the axle pressure modulators 229 and 230 is interrupted by the interrupt valves 437, in order to be able to control them independently by the foot brake module 225. By default, the backup ports are linked together, ensured by two monostable select high valves as interrupt valves 437.

[0067] FIG. 5 shows a schematic illustration of a brake system 110 according to an embodiment of the present invention. The brake system 110 shown in FIG. 5 corresponds to the brake system shown in FIG. 2 with the exception of two additional pressure control valves 537. Each of the additional pressure control valves 537 is fluidically connected between respective ones of the pressure control valves 231 and of the service brake chambers 232. Furthermore, the additional pressure control valves 537 are electrically connected to the second electronic brake control unit 234 via analogous electric signal and supply lines.

[0068] In other words, in this redundant layout of the brake system 110, the additional pressure control valves 537 are installed on the front axle so that the redundant brake system 110 is functionally identical or comparable with an intact brake system. In this case, front axle pressure can be independently modulated sidewise, which means that the front axle comprises two-channel configuration.

[0069] FIG. 6 shows a flowchart of a method 600 of controlling a brake system according to an embodiment of the present invention. The method 600 is executable in connection with the brake system as described with reference to one of the preceding figures or a similar brake system.

[0070] In general, the method 600 can be executed in connection with a brake system for a vehicle. Such a brake system comprises a first electric power supply unit, a first electronic brake control unit, wherein the first electronic brake control unit is connected to the first electric power supply unit, a second electric power supply unit, a second electronic brake control unit, wherein the second electronic brake control unit is connected to the second electric power supply unit, a first axle pressure modulator for service brake chambers associated with a first axle of the vehicle, a second axle pressure modulator for spring brake cylinders associated with a second axle of the vehicle, and two power supply switches, wherein a first one of the power supply switches is connected to the first electronic brake control unit, the second electronic brake control unit and the first axle pressure modulator and configured to connect the first electronic brake control unit or the second electronic brake control unit to the first axle pressure modulator, wherein a second one of the power supply switches is connected to the first electronic brake control unit, the second electronic brake control unit and the second axle pressure modulator and configured to connect the first electronic brake control unit or the second electronic brake control unit to the second axle pressure modulator.

[0071] The method 600 of controlling comprises a step 610 of receiving an error signal representing a malfunction of the first electric power supply unit or the first electronic brake control unit or a malfunction of the second electric power supply unit or the second electronic brake control unit. Furthermore, the method 600 of controlling comprises a step 620 of transmitting service brake commands of the vehicle to the second electronic brake control unit in the event of a malfunction of the first electric power supply unit or the first electronic brake control unit or to the first electronic brake control unit in the event of a malfunction of the second electric power supply unit or the second electronic brake control unit.

[0072] With reference to the aforementioned figures, according to an embodiment, what is provided is a system of a commercial vehicle 100 with a brake system 110 comprising an electro-pneumatic service brake subsystem and an electro-pneumatic parking brake subsystem. Redundant brake circuits in form of the first and second service brake subsystems 112 and 114 are equipped with electro-pneumatic axle/wheel modules (EPMs) in such a way that the axle pressure modules 229 and 230 have dual CAN communication interfaces and redundant power supply through the power supply switches 335, in order to ensure communication with any of the first and second electronic brake control units 223 and 234 and to be able to be driven by any of the first and second electrical power supply units 221 and 222.

THE REFERENCE NUMERAL LIST IS AS FOLLOWS

[0073] 100 vehicle [0074] 102 first axle [0075] 104 second axle [0076] 106 controller [0077] 108 command signal [0078] 110 brake system [0079] 112 first service brake subsystem [0080] 114 second service brake subsystem [0081] 116 monitoring device [0082] 118 error signal [0083] 221 first electric power supply unit [0084] 222 second electric power supply unit [0085] 223 first electronic brake control unit [0086] 224 electronic parking brake controller [0087] 225 foot brake module [0088] 226 park brake lever sensor [0089] 228 trailer control module [0090] 229 first axle pressure modulator [0091] 230 second axle pressure modulator [0092] 231 pressure control valve [0093] 232 service brake chamber [0094] 233 spring brake cylinder [0095] 234 second electronic brake control unit [0096] 235 power supply switch [0097] 236 communication switch [0098] 238 control room link [0099] 241 first compressed air supply module [0100] 242 second compressed air supply module [0101] 243 third compressed air supply module [0102] 344 electronic air supply control unit [0103] 437 interrupt valve [0104] 537 additional pressure control valve [0105] 600 method of controlling [0106] 610 step of receiving [0107] 620 step of transmitting