Drive-by-wire vehicle architecture
In variants, the vehicle can provide redundant drive by wire subsystems that are operable in both an autonomous (AV) mode and manual driving modes.
1. A vehicle, comprising a redundant brake system, comprising:
a front braking subsystem, comprising:
a front electronic control unit (ECU) configured to generate primary front control instructions based on a first set of inputs;
a rear electronic control unit (ECU) configured to generate redundant front control instructions based on the first set of inputs;
a front proportional valve comprising a data input electrically connected to the rear ECU and a pneumatic output, wherein a control signal received from the rear ECU controls a pneumatic pressure output at the pneumatic output;
a solenoid comprising a first fluid inlet fluidly connected to the pneumatic output of the front proportional valve, a second fluid inlet fluidly connected to a brake pedal system, and a solenoid output, wherein a dominant pneumatic signal between the first fluid inlet and the second fluid inlet controls a pneumatic pressure output at the solenoid output;
a front proportional relay valve comprising a data input electrically connected to the front ECU, a fluid inlet fluidly connected to the solenoid output, and a front brake output, wherein a dominant signal between the fluid inlet and the data input controls a brake pressure at the front brake output; and
a set of front pneumatic brake chambers fluidly connected to the brake output.
2. The vehicle of claim 1 , further comprising a rear braking subsystem, comprising:
a rear proportional relay valve comprising a data input electrically connected to the rear ECU, a fluid inlet fluidly connected to the brake pedal system, and a rear brake output, wherein a dominant signal between the fluid inlet and the data input controls a brake pressure at the rear brake output;
a set of rear brake chambers, each comprising a fluid inlet fluidly connected to the rear brake output and a spring brake; and
an inversion valve comprising a first fluid inlet fluidly connected to the front brake output, a second fluid inlet fluidly connected to the rear brake output, and a spring brake output fluidly connected to the spring brakes of the set of rear brake chambers, wherein the inversion valve biases the spring brakes closed when a front brake pressure from the front brake output is higher than a rear brake pressure from the rear brake output.
3. The vehicle of claim 2 , wherein the front braking subsystem is supplied by a front pressure supply, and the rear braking subsystem is supplied by a rear pressure supply.
4. The vehicle of claim 1 , wherein the front ECU is electrically isolated from the rear ECU.
5. The vehicle of claim 1 , wherein the front and rear ECUs are electrically connected to a vehicle power supply by a disconnect switch.
6. The vehicle of claim 1 , further comprising a steering assembly, comprising:
a steering wheel;
an upper universal joint connected to the steering wheel;
an Electric Power Assisted Steering unit (EPAS unit) comprising a mechanical input connected to the upper universal joint, a digital input connected to a third ECU electrically connected to the vehicle power supply by the disconnect switch, and a mechanical output, wherein a dominant signal between the mechanical input and the digital input control the mechanical output;
a lower universal joint connected to the mechanical output; and
a hydraulic gearbox comprising a mechanical input connected to the lower universal joint and an output connected to a wheel carrier arm supporting wheels of the vehicle.
7. The vehicle of claim 1 , wherein the vehicle is a cabover truck.
8. A vehicle operable between an autonomous mode and a manual mode, the vehicle comprising:
a braking subsystem comprising:
a solenoid connected to a rear ECU, fluidly connected to a brake pedal, and comprising a solenoid output;
a proportional relay valve connected to a front ECU, fluidly connected to the solenoid output, and comprising a first brake output; and
a set of brake chambers fluidly connected to the first brake output;
wherein:
in the autonomous mode, the front and rear ECUs are electrically connected to a vehicle power source by a disconnect switch, wherein the proportional relay valve and the solenoid generate output pressures based on control signals from the front and rear ECUS, respectively; and
in the manual mode, the front and rear ECUs are disconnected from the vehicle power source by the disconnect switch, wherein the proportional relay valve and the solenoid generate output pressures based on control signals from the brake pedal.
9. The vehicle of claim 8 , wherein the braking subsystem further comprises:
a second proportional relay valve connected to the rear ECU, fluidly connected to the brake pedal, and comprising a second brake output; and
a set of secondary brake chambers fluidly connected to the second brake output and mechanically connected to a set of wheels;
wherein the second proportional relay valve generates an output pressure based on a control signal from the rear ECU in the autonomous mode, and generates the output pressure based on a control signal from the brake pedal in the manual mode.
10. The vehicle of claim 9 , further comprising:
a set of spring brakes connected to the set of wheels; and
an inversion valve fluidly connected to the first and second brake outputs and the set of spring brakes, wherein the inversion valve biases the spring brakes closed when the first brake output exceeds the second brake output.
11. The vehicle of claim 8 , further comprising a steering assembly, comprising:
a steering wheel;
an Electric Power Assisted Steering unit (EPAS unit) connected to the steering wheel and a third ECU, and comprising a mechanical output; and
a hydraulic gearbox connected to the mechanical output and a wheel carrier arm supporting wheels of the vehicle;
wherein the EPAS unit is controlled by a control signal output by the third ECU in the autonomous mode and controlled by a torque output by the steering wheel in the manual mode.
12. The vehicle of claim 8 , further comprising a steering assembly, comprising:
a steering wheel; and
a hydraulically assisted gearbox, electrically controlled by a third ECU and connected to the steering wheel at a mechanical input and a wheel carrier arm supporting wheels of the vehicle;
wherein the hydraulically assisted gearbox is controlled by a control signal output by the third ECU in the autonomous mode and controlled by a torque output by the steering wheel in the manual mode.
13. The vehicle of claim 8 , wherein the vehicle is a cabover truck.
14. A vehicle comprising:
a steering assembly, comprising:
a steering wheel;
an upper universal joint connected to the steering wheel;
an Electric Power Assisted Steering unit (EPAS unit) comprising a mechanical input connected to the upper universal joint, a digital input connected to a front ECU, and a mechanical output, wherein a dominant signal between the mechanical input and the digital input control the mechanical output;
a lower universal joint connected to the mechanical output; and
a hydraulic gearbox comprising a mechanical input connected to the lower universal joint and an output connected to a wheel carrier arm supporting wheels of the vehicle; and
a redundant braking system, comprising:
a rear proportional relay valve comprising a data input electrically connected to a rear ECU, a fluid inlet fluidly connected to a brake pedal system, and a rear brake output, wherein a dominant signal between the fluid inlet and the data input controls a brake pressure at the rear brake output;
a set of rear brake chambers, each comprising a fluid inlet fluidly connected to the rear brake output and a spring brake; and
an inversion valve comprising a first fluid inlet fluidly connected to a front brake line, a second fluid inlet fluidly connected to the rear brake output, and a spring brake output fluidly connected to the spring brakes of the set of rear brake chambers, wherein the inversion valve biases the spring brakes closed when a front brake pressure from the front brake line is higher than a rear brake pressure from the rear brake output.
15. The vehicle of claim 14 , wherein the vehicle is a cabover truck, wherein the EPAS unit tilts with a cab of the cabover truck.
16. The vehicle of claim 14 , wherein the front ECU is electrically connected to a vehicle power source by a disconnect switch.
17. The vehicle of claim 16 , wherein the disconnect switch is mechanically connected to a driver input arranged within a cab of the vehicle.
18. The vehicle of claim 14 , wherein the redundant braking system further comprises:
a front proportional valve comprising a data input electrically connected to the rear ECU and a pneumatic output, wherein a control signal received from the rear ECU controls a pneumatic pressure output at the pneumatic output;
a solenoid comprising a first fluid inlet fluidly connected to the pneumatic output of the front proportional valve, a second fluid inlet fluidly connected to a brake pedal system, and a solenoid output, wherein a dominant pneumatic signal between the first fluid inlet and the second fluid inlet controls a pneumatic pressure output at the solenoid output;
a front proportional relay valve comprising a data input electrically connected to the front ECU, a fluid inlet fluidly connected to the solenoid output, and a front brake output, wherein a dominant signal between the fluid inlet and the data input controls a brake pressure at the front brake output; and
a set of front pneumatic brake chambers fluidly connected to the brake output.
19. The vehicle of claim 14 , wherein the front ECU generates primary front control instructions and the rear ECU generates redundant front control instructions, wherein the primary front control instructions and the redundant front control instructions are based on a common set of inputs.