Electrical connections using vehicle brake lines

An apparatus includes a first electrical component, a second electrical component, and a brake line. At least part of an electrical connection between the first electrical component and the second electrical component is defined by the brake line. The electrical connection may be a secondary electrical connection for rerouting an electrical path. The brake line may include first and second tubular conductive structures for defining first and second electrical connections. A repeater may be used to retransmit a data signal along the brake line. A nonconductive layer may be disposed on a tubular conductive structure of the brake line. A controller may switch operation of the brake line between an electrical power transmission mode and a data signal transmission mode. A controller may be operable determine a connected state or a disconnected state of the brake using the electrical connection.

FIELD

The disclosure relates generally to the field of vehicle electrical systems.

BACKGROUND

Vehicles include a large number of sensors, actuators, switches, lamps, and other electrical components that are located throughout the vehicle. Each of these components is served by one or more electrical connections that supply electrical power and/or transmit signals either to or from a component.

Typically, electrical connections to and from components are provided by a wire harness. A wire harness is an assembly of electrical conductors (i.e. wires or cables) that are bundled together and serve to transmit electrical power and signals. As vehicles have incorporated increasingly larger numbers of electrical components such as sensors and actuators, the complexity and weight of the required wiring harness has grown. In addition, redundant electrical connections are sometimes provided for certain critical components, which further increases the complexity and weight of the wiring harness.

SUMMARY

One aspect of the disclosure is an apparatus that includes a first electrical component, a second electrical component, and a brake line. The apparatus also includes a primary electrical connection from the first electrical component to the second electrical component and a secondary electrical connection from the first electrical component to the second electrical component. At least part of the secondary electrical connection is formed by the brake line. The apparatus also includes a circuit such as a switch for rerouting an electrical path from the primary electrical connection to the secondary electrical connection.

Another aspect of the disclosure is an apparatus that includes a first electrical component, a second electrical component, and a brake line. The brake line has a first conductive tubular structure having a hollow interior for transporting hydraulic fluid, a second conductive tubular structure, and an insulator material that electrically isolates the first conductive tubular structure and the second tubular conductive structure. The first conductive tubular structure defines at least part of a first electrical path between the first electrical component and the second electrical component. The second conductive tubular structure defines at least part of a second electrical path between the first electrical component and the second electrical component.

Another aspect of the disclosure is an apparatus that includes a first electrical component, a second electrical component, a first brake line portion that forms part of a first data signal path that is connected to the first electrical component, and a second brake line portion that forms part of a second data signal path that is connected to the second electrical component. The apparatus also includes a repeater that receives a data signal from the first electrical component over first data signal path and transmits the data signal to the second electrical component over the second data signal path.

Another aspect of the disclosure is an apparatus that includes a first electrical component, a second electrical component, a brake line having a conductive tubular structure having a hollow interior for transporting hydraulic fluid, and a nonconductive layer applied to the conductive tubular structure. The conductive tubular structure of the brake line defines at least part of an electrical connection from the first electrical component to the second electrical component.

Another aspect of the disclosure is an apparatus that includes a first electrical component, a second electrical component, a brake line, and an electrical connection from the first electrical component to the second electrical component. At least part of the electrical connection is formed by the brake line. The apparatus also includes controller that is operable to switch operation of the electrical connection between a first mode in which electrical power is transmitted using the electrical connection and a second mode in which a data signal is transmitted using the electrical connection.

Another aspect of the disclosure is an apparatus that includes a brake line, a first hydraulic component, and a second hydraulic component. The brake line is connected to the first hydraulic component and the second hydraulic component to allow fluid communication between the first hydraulic component and the second hydraulic component. The apparatus also includes an electrical connection that includes at least a portion of the brake line, and a controller that is operable to determine a connected state or a disconnected state of the brake line with respect to the first hydraulic component and the second hydraulic component using the electrical connection.

DETAILED DESCRIPTION

This disclosure relates to electrical connections that are made using vehicle brake lines. Vehicle brake lines are typically formed of metal. Some materials that can be used to form brake lines also exhibit usable levels of electrical conductivity. For example, copper-nickel alloys possess qualities that make them suitable for use in forming brake lines, such as strength and corrosion resistance, and are also usable as electrical conductors.

The implementations described herein utilize a vehicle brake line as part of an electrical connection. Both data signal and power connections are contemplated.

FIG. 1shows portions of a vehicle100that includes a plurality of wheels that support the vehicle100with respect to a surface and can be utilized for functions such as steering and power delivery. The plurality of wheels includes a first wheel101, a second wheel102, a third wheel103, and a fourth wheel104. Similar electrical and hydraulic components can be associated with each of the first wheel101, the second wheel102, the third wheel103, and the fourth wheel104, such as by mounting the components on or near the respective wheel101-104. An example of a hydraulic component is a hydraulically-actuated brake106that is operable to decelerate the wheel101-104that it is mounted to. The hydraulically-actuated brake106can be of any type, such as a drum brake or a disc brake, each of which are operated by fluid pressure that is delivered to a piston (not shown). An example of an electrical component is a sensor108, such as a wheel speed sensor that is operable to output a data signal that represents the speed of the wheel101-104that it is mounted to. Other types of hydraulic components and electrical components can be included at each wheel101-104and utilized with the systems that are described herein.

The vehicle100includes hydraulic components that supply fluid pressure to each hydraulically-actuated brake106. In the illustrated implementation, the vehicle includes hydraulic actuator110and a hydraulic modulator112.

The hydraulic actuator110pressurizes hydraulic fluid (e.g. brake fluid). In one implementation, the hydraulic actuator110is a manually operated assembly, such as a brake pedal and a master cylinder. In another implementation, the hydraulic actuator110can include an electromechanical actuator that pressurizes the hydraulic fluid in response to a control signal, such as in a vehicle that implements autonomous or semi-autonomous control.

The hydraulic actuator110is connected to the hydraulic modulator112by a supply line114that transmits pressurized hydraulic fluid from the hydraulic actuator110to the hydraulic modulator112. The hydraulic actuator110is also connected to the hydraulic modulator112by a return line116, by which excess hydraulic fluid is transmitted back to the hydraulic actuator110from the hydraulic modulator112.

The hydraulic modulator112modulates the fluid pressure that is communicated to each of the hydraulically-actuated brakes106. The pressure modulation applied by the hydraulic modulator112can be controlled to prevent lockup of each of the wheels101-104, as part of an antilock braking system. Hydraulic fluid is communicated from the hydraulic modulator112to each of the hydraulically-actuated brakes by a respective brake line118.

The vehicle100includes an electrical component such as an electronic control unit120that is operable to transmit or receive power and/or data signals to or from electrical components associated with the wheels101-104, such as the sensors108. The electronic control unit120can include data signal and power connections, and can include a processor that is operable to execute instructions that are stored in a memory. The electronic control unit120is connected to each of the sensors108by a respective electrical connection, which can be one or more electrical conductors122. In some implementations, each of the electrical conductors122is part of a wire harness (not shown).

FIG. 2is a block diagram showing a portion of a vehicle200including a hydraulic connection and an electrical connection to components that are associated with a first wheel201. The same components can be utilized with other wheels (not shown) of the vehicle200.

The hydraulic connection is made between a first hydraulic component, such as a hydraulic modulator212, and a second hydraulic component, such as a hydraulically-actuated brake206that is mounted to the first wheel201. A brake line218establishes fluid communication between the hydraulic modulator212and the hydraulically-actuated brake206to allow transmission of pressurized hydraulic fluid through the brake line218.

The electrical connection is made between a first electrical component, such as an electronic control unit220, and a second electrical component, such as a sensor208. The electrical connection from the electronic control unit220to the sensor208includes a first electrical conductor230that extends from the electronic control unit220to a first electrical connector232that is in electrical communication with the brake line218. The electrical connection from the electronic control unit220to the sensor208also includes a second electrical conductor234. The second electrical conductor234extends from a second electrical connector236that is in electrical communication with the brake line218to the sensor208. The first electrical conductor230and the second electrical conductor234can each be, for example, one or more wires from a wire harness. Accordingly, the electrical connection from the electronic control unit220to the sensor208includes the first electrical conductor230, at least a portion of the brake line218, and the second electrical conductor234. In one implementation the electrical connection is a data signal path between the electronic control unit220and the sensor208, and can be either unidirectional or bidirectional. In another implementation the electrical connection supplies electrical power from the electronic control unit220to the sensor208.

To electrically isolate the hydraulic modulator212from the electrical connection, a first insulator238is disposed at any point along the brake line218between the hydraulic modulator212and the first electrical connector232. To electrically isolate the hydraulically-actuated brake206from the electrical connection, a second insulator240is disposed at any point along the brake line218between the hydraulically-actuated brake206and the second electrical connector236.

FIG. 3shows connection of the brake line218to the hydraulic modulator212. In the illustrated implementation, the first insulator238may be a fluid coupler that connects the brake line218to a bore242formed in the hydraulic modulator212. The first insulator238may be retained on the brake line218by a flare219at the end of the brake line218, and prevents the brake line218from contacting the hydraulic modulator212, which may be made of a conductive metal such as aluminum. The second insulator240may be similar to the first insulator238. Other implementations are possible for the first insulator238and the second insulator240.

In the illustrated implementation, the first electrical connector232may be a cable clamp that secures part of the first electrical conductor230to the brake line218. Alternatively, other electrical couplers may be used for electrical connectors232and236. The second electrical connector236may be similar to the first electrical connector232. Other implementations of the first electrical connector232and the second electrical connector236are possible.

FIG. 4is a cross-section diagram of a brake line418that can be used in place of the brake line218of the vehicle200or in any other implementation herein. The brake line418has a conductive tubular structure442and a hollow interior444for transporting hydraulic fluid. The conductive tubular structure442can be similar to a conventional brake line and can be formed of any suitable material such as a copper nickel alloy. A nonconductive layer is applied to the conductive tubular structure442. The nonconductive layer can be of any material that acts as an electrical insulator, and can be applied in any suitable way, such as in the form of a coating or wrap.

In the illustrated example, a first nonconductive layer446is disposed on an exterior surface of the conductive tubular structure442and a second nonconductive layer448is disposed on an interior surface of the conductive tubular structure442. In other implementations only one of the first nonconductive layer446or the second nonconductive layer448is applied to the conductive tubular structure442. The first nonconductive layer446can prevent adverse effects from contact of the conductive tubular structure442with other metallic objects, such as electrical interference or inadvertent transfer of electrical power to the metallic objects. The second nonconductive layer448can prevent adverse effects from movement of the hydraulic fluid in the hollow interior444of the conductive tubular structure442, such as interference from static electricity.

FIG. 5is a cross-section diagram of a brake line518. The brake line518has a first tubular conductive structure542and a second tubular conductive structure550separated by an electrically non-conductive material such as an insulator material552. The first tubular conductive structure542and the second tubular conductive structure550are formed of a conductive material such as metal (e.g. copper-nickel alloy). As an example, the insulator material552can be plastic. Optionally, nonconductive layers can be applied to the interior of the first tubular conductive structure542and the exterior of the second tubular conductive structure550, in the manner described with respect to the first nonconductive layer446and the second nonconductive layer448of the brake line418.

The second tubular conductive structure550is disposed radially outward from the first tubular conductive structure542, such that the first tubular conductive structure542extends through the second tubular conductive structure550. The insulator material552can be bonded to both the first tubular conductive structure542and the second tubular conductive structure550to restrain relative movement. The first tubular conductive structure542has a hollow interior544for transporting hydraulic fluid. By using the brake line518in place of the brake line218in the vehicle200, a first electrical connection and a second electrical connection can be made simultaneously using the brake line518.

The brake line518can be utilized in a number of ways. In one implementation, the brake line518can be used to allow bidirectional transmission of data signals between the first and second electrical components by defining a first data signal path using the first tubular conductive structure542and a second data signal path using the second tubular conductive structure550. In another implementation, the first tubular conductive structure542of the brake line518can be used to supply between electrical components (e.g. between the first and second electrical components), while the second tubular conductive structure550can be used as a data signal path between electrical components (e.g. the first and second electrical components or third and fourth electrical components or a combination thereof). In another implementation, the first tubular conductive structure542of the brake line518can be used to define a first electrical connection between the first and second electrical components, while the second tubular conductive structure550can be used to define a second electrical connection between third and fourth electrical components. In another implementation, the first tubular conductive structure542and or the second tubular conductive structure550of the brake line518can be used as a secondary electrical connection between electrical components, where a primary electrical connection is utilized in normal operation and the secondary electrical connection using the brake line518is utilized if the primary electrical connection fails. Other uses of the brake line518are possible.

FIG. 6is a block diagram showing a portion of a vehicle600that incorporates the brake line518to define a hydraulic connection, an electrical connection, and a second electric connection to components that are associated with a first wheel601. The same components can be utilized with other wheels (not shown) of the vehicle600.

The hydraulic connection is made between a first hydraulic component, such as a hydraulic modulator612, and a second hydraulic component, such as a hydraulically-actuated brake606that is mounted to the first wheel601. The brake line518establishes fluid communication between the hydraulic modulator612and the hydraulically-actuated brake606to allow transmission of pressurized hydraulic fluid through the brake line518.

The first and second electrical connections are made between a first electrical component, such as an electronic control unit620, which may also be referred to herein as a controller, and a second electrical component, such as a sensor608.

The first electrical connection from the electronic control unit620to the sensor608is an electrical power supply connection that includes a first power conductor630that extends from the electronic control unit620to a first electrical connector632that is in electrical communication with a portion of the brake line518, such as the first tubular conductive structure542. The first electrical connection from the electronic control unit620to the sensor608also includes a second power conductor634. The second power conductor634extends from a second electrical connector636to the sensor608and is operable to transmit the electrical power to the sensor608. The first power conductor630and the second power conductor634can each be, for example, one or more wires from a wire harness. Accordingly, the first electrical connection from the electronic control unit620to the sensor608includes the first power conductor630, at least a portion of the brake line518such as the first tubular conductive structure542, and the second power conductor634.

The second electrical connection from the electronic control unit620to the sensor608is a data signal connection that includes a first data signal conductor631that extends from the electronic control unit620to a third electrical connector633that is in electrical communication with a portion of the brake line518, such as the second tubular conductive structure550. The second electrical connection from the electronic control unit620to the sensor608also includes a second data signal conductor635. The second data signal conductor635extends from a fourth electrical connector637to the sensor608and is operable to transmit the data signal to the sensor608. The first data signal conductor631and the second data signal conductor635can each be, for example, one or more wires from a wire harness. Accordingly, the second electrical connection from the electronic control unit620to the sensor608includes the first data signal conductor631, at least a portion of the brake line518such as the second tubular conductive structure550, and the second data signal conductor635.

To electrically isolate the hydraulic modulator612from the electrical connection, a first insulator638is disposed at any point along the brake line518between the hydraulic modulator612and the first electrical connector632and the third electrical connector633. To electrically isolate the hydraulically-actuated brake606from the electrical connection, a second insulator640is disposed at any point along the brake line518between the hydraulically-actuated brake606and the second electrical connector636and the fourth electrical connector637.

The brake line also can be used as a secondary electrical connection between electrical components, where a primary electrical connection (e.g., using a wire harness) is utilized in normal operation and the secondary electrical connection using the brake line is utilized if the primary electrical connection fails.FIG. 7is a block diagram showing a portion of a vehicle700including a hydraulic connection, a primary electrical connection, and a secondary electrical connection to components that are associated with a first wheel701. The same components can be utilized with other wheels (not shown) of the vehicle700.

The hydraulic connection is made between a first hydraulic component, such as a hydraulic modulator712, and a second hydraulic component, such as a hydraulically-actuated brake706that is mounted to the first wheel701. A brake line718establishes fluid communication between the hydraulic modulator712and the hydraulically-actuated brake706to allow transmission of pressurized hydraulic fluid through the brake line718.

The primary electrical connection is made between a first electrical component, such as an electronic control unit720, and a second electrical component, such as a sensor708. The primary electrical connection from the electronic control unit720to the sensor708includes a primary electrical conductor754that extends from the electronic control unit720to the sensor708.

A first circuit such as a first switch756and a second circuit such as a second switch758are in electrical communication with the electronic control unit720and the sensor708to reroute a path of electrical communication between the electronic control unit720and the sensor708from the primary electrical connection to the secondary electrical connection. In the illustrated example, the first switch756and the second switch758are each connected to the primary electrical conductor754. The first switch756and the second switch758could be connected in other ways, such as directly to the electronic control unit720and the sensor708. By including two switches, the illustrated implementation allows part of the secondary electrical connection to be unutilized and de-energized while the primary electrical connection is active. Similar functionality can be achieved using a single switch. In such an implementation the secondary electrical path remains energized.

The first switch756and the second switch758can be any component or circuit operable to redirect an electrical path between two components. In one implementation the first switch756and the second switch758are simple circuits that utilize diodes to redirect the electrical path from the primary electrical connection to the secondary electrical connection upon interruption of power supply along the primary electrical connection. In another implementation a controller such as the electronic control unit720provides signals to the first switch756and the second switch758to cause the first switch756and the second switch758to reroute the electrical path from the primary electrical connection to the secondary electrical connection, such as in response to failure of the primary electrical connection.

The secondary electrical connection is defined at least in part by the brake line718. A first branch conductor730extends from the first switch756to a first electrical connector732that is in electrical communication with the brake line718. The secondary electrical connection from the electronic control unit720to the sensor708also includes a second branch conductor734. The second branch conductor734extends from a second electrical connector736that is in electrical communication with the brake line718to the second switch758. The first branch conductor730and the second branch conductor734can each be, for example, one or more wires from a wire harness. Accordingly, the secondary electrical connection from the electronic control unit720to the sensor708includes the first branch conductor730, at least a portion of the brake line718, and the second branch conductor734. In one implementation the secondary electrical connection is a data signal path between the electronic control unit720and the sensor708, and can be either unidirectional or bidirectional. In another implementation the secondary electrical connection supplies electrical power from the electronic control unit720to the sensor708. In another implementations, the secondary electrical connection simultaneously provides a data signal path and a supply of electrical power from the electronic control unit720to the sensor708, such as by incorporating multiple conductors in the brake line718as described with respect to the brake line518or using power line communication techniques.

To electrically isolate the hydraulic modulator712from the electrical connection, a first insulator738is disposed at any point along the brake line718between the hydraulic modulator712and the first electrical connector732. To electrically isolate the hydraulically-actuated brake706from the electrical connection, a second insulator740is disposed at any point along the brake line718between the hydraulically-actuated brake706and the second electrical connector736.

FIG. 8is a block diagram showing a portion of a vehicle800including a hydraulic connection and an electrical connection to components that are associated with a first wheel801. The same components can be utilized with other wheels (not shown) of the vehicle800.

The hydraulic connection is made between a first hydraulic component, such as a hydraulic modulator812, and a second hydraulic component, such as a hydraulically-actuated brake806that is mounted to the first wheel801. A brake line818establishes fluid communication between the hydraulic modulator812and the hydraulically-actuated brake806to allow transmission of pressurized hydraulic fluid through the brake line818.

The electrical connection is made between a first electrical component, such as an electronic control unit820, and a second electrical component, such as a sensor808. The electrical connection from the electronic control unit820to the sensor808includes a first electrical conductor830that extends from the electronic control unit820to a first electrical connector832that is in electrical communication with the brake line818. The electrical connection from the electronic control unit820to the sensor808also includes a second electrical conductor834. The second electrical conductor834extends from a second electrical connector836that is in electrical communication with the brake line818to the sensor808. The first electrical conductor830and the second electrical conductor834can each be, for example, one or more wires from a wire harness. Accordingly, the electrical connection from the electronic control unit820to the sensor808includes the first electrical conductor830, at least a portion of the brake line818, and the second electrical conductor834.

The electrical connection is a data signal path between the electronic control unit820and the sensor808, and can be either unidirectional or bidirectional. In order to ensure effective data signal transmissions along the electrical connection, the brake line818includes a first portion860and a second portion862that are connected by an insulated fluid coupler864. The insulated fluid coupler864is positioned between the first electrical connector832and the second electrical connector836to prevent power or data signals from travelling directly between the first portion860and the second portion862of the brake line818. A repeater866is connected to the first portion860and the second portion862of the brake line818by repeater connectors868,870, and the first portion860and the second portion862serve as parts of first and second data signal paths that are in electrical connection with the repeater866. The repeater866receives a data signal from one of the electronic control unit820or the sensor808and retransmits it at a higher level or higher power.

To electrically isolate the hydraulic modulator812from the electrical connection, a first insulator838is disposed at any point along the brake line818between the hydraulic modulator812and the first electrical connector832. To electrically isolate the hydraulically-actuated brake806from the electrical connection, a second insulator840is disposed at any point along the brake line818between the hydraulically-actuated brake806and the second electrical connector836.

FIG. 9is a block diagram showing a portion of a vehicle900including a hydraulic connection and an electrical connection to components that are associated with a first wheel901. The same components can be utilized with other wheels (not shown) of the vehicle900.

The hydraulic connection is made between a first hydraulic component, such as a hydraulic modulator912, and a second hydraulic component, such as a hydraulically-actuated brake906that is mounted to the first wheel901. A brake line918establishes fluid communication between the hydraulic modulator912and the hydraulically-actuated brake906to allow transmission of pressurized hydraulic fluid through the brake line918.

The electrical connection is made between a first electrical component, such as an electronic control unit920, which may also be referred to herein as a controller, and a second electrical component, such as a sensor908. The electronic control unit920receives a data signal from a data signal input972. The electronic control unit920receives a supply of electrical power from a power supply974. In this implementation, operation of the electrical connection can be switched by the electronic control unit920between a first mode in which the electrical power is transmitted using the electrical connection and a second mode in which the data signal is transmitted using the electrical connection. The electronic control unit920can be further operable to operate the electrical connection in a third mode in which electrical power and a data signal are simultaneously transmitted over the electrical connection using by modulation of the electrical power such as by using power line communication techniques and related hardware components.

The electrical connection from the electronic control unit920to the sensor908includes a first electrical conductor930that extends from the electronic control unit920to a first electrical connector932that is in electrical communication with the brake line918. The electrical connection from the electronic control unit920to the sensor908also includes a second electrical conductor934. The second electrical conductor934extends from a second electrical connector936that is in electrical communication with the brake line918to a switch976. The switch976is connected to the sensor908by a power conductor978and a data signal conductor980, is operable to transmit the electrical power to the sensor908using the power conductor978when electrical power is being transmitted using the electrical connection, and is operable to transmit the data signal to the sensor908using the data signal conductor980when the data signal is being transmitted using the electrical connection. The first electrical conductor930, the second electrical conductor934, the power conductor978, and the data signal conductor980can each be, for example, one or more wires from a wire harness. Accordingly, the electrical connection from the electronic control unit920to the sensor908includes the first electrical conductor930, at least a portion of the brake line918, the second electrical conductor934, and one of the power conductor978or the data signal conductor980dependent upon the current operating mode. Thus, the electrical connection can be a data signal path between the electronic control unit920and the sensor908, or can supply electrical power from the electronic control unit920to the sensor908dependent upon the operating mode.

To electrically isolate the hydraulic modulator912from the electrical connection, a first insulator938is disposed at any point along the brake line918between the hydraulic modulator912and the first electrical connector932. To electrically isolate the hydraulically-actuated brake906from the electrical connection, a second insulator940is disposed at any point along the brake line918between the hydraulically-actuated brake906and the second electrical connector936.

FIG. 10is a block diagram showing a portion of a vehicle1000including a hydraulic connection and an electrical connection to components that are associated with a first wheel1001. The same components can be utilized with other wheels (not shown) of the vehicle1000.

The hydraulic connection is made between a first hydraulic component, such as a hydraulic modulator1012, and a second hydraulic component, such as a hydraulically-actuated brake1006that is mounted to the first wheel1001. A brake line1018establishes fluid communication between the hydraulic modulator1012and the hydraulically-actuated brake1006to allow transmission of pressurized hydraulic fluid through the brake line1018. The brake line1018includes two or more sections that are connected using fluid-carrying couplers such as a coupler1082. The coupler1082is formed from an electrically conductive material.

In this implementation, the electrical connection includes at least a portion of the brake line1018and a connected state or a disconnected state of the brake line1018with respect to the hydraulic modulator1012and the hydraulically-actuated brake1006can be detected using the electrical connection.

The electrical connection is connected to a controller such as an electronic control unit1020, and includes a first electrical conductor1030that extends from the electronic control unit1020to a first electrical connector1032that is in electrical communication with the brake line1018. A second electrical conductor1034extends from a second electrical connector1036that is in electrical communication with the brake line1018back to the electronic control unit1020or to a common ground. The first electrical conductor1030and the second electrical conductor1034can each be, for example, one or more wires from a wire harness. The first electrical connector1032is positioned between the hydraulic modulator1012and the coupler1082. The second electrical connector is positioned between the hydraulically-actuated brake1006and the coupler1082. Thus, the first electrical connector1032and the second electrical connector1036are positioned on opposite sides of the coupler1082. Thus, the electrical connection includes the coupler1082and will be disconnected if the coupler1082is disconnected. The electronic control unit1020is operable to test continuity of the electrical connection. Failure of a continuity test indicates that the coupler1082is disconnected.

To electrically isolate the hydraulic modulator1012from the electrical connection, a first insulator1038is disposed at any point along the brake line1018between the hydraulic modulator1012and the first electrical connector1032. To electrically isolate the hydraulically-actuated brake1006from the electrical connection, a second insulator1040is disposed at any point along the brake line1018between the hydraulically-actuated brake1006and the second electrical connector1036.

FIG. 11shows a system1100that includes an electronic control unit1110, a first electrical component1120, a second electrical component1130, a brake line1140, and a switching circuit1150. The system1100uses the brake line1140as part of an electrical connection between the first electrical component1120and the second electrical component1130as discussed in previous examples. The switching component can be used to switch an electrical path from a primary electrical connection to a secondary electrical connection that uses the brake line1140. The electronic control unit1110can include a memory that stores instructions that are executable by a processor to define a detecting unit1111, a switching unit1112, a receiving unit1113, and an operating mode changing unit1114, a connection checking unit1115, and a notification outputting unit1116.

FIG. 12shows a method1200that can be performed by the system1100and as additionally described in previous examples. Operation1210includes detecting failure of a primary electrical connection which can be performed by the detecting unit1111. Operation1220includes switching an electrical path from a primary electrical connection to a secondary electrical connection that utilizes the brake line1140, which can be performed by the switching unit1112.

FIG. 13shows a method1300that can be performed by the system1100and as additionally described in previous examples. Operation1310can be performed by the receiving unit1113and includes receiving a request to change an operating mode of an electrical connection that utilizes the brake line1140. Operation1320can be performed by the operating mode changing unit1114and includes switching a mode of operation of the electrical connection from a first operating mode to a second operating mode. For example, the first operating mode can be a power transmission mode and the second operating mode can be a data signal transmission mode.

FIG. 14shows a method1400that can be performed by the system1100and as additionally described in previous examples. Operation1410can be performed by the connection checking unit1115and includes checking the status of an electrical connection that includes the brake line1140such as by a continuity check, where failure of the continuity check indicates a disconnected status of the brake line1140and success of the continuity check indicates a connected status of the brake line1140. In response to detecting the disconnected status, operation1420can be performed by the notification outputting unit and can include outputting a notification, such as a warning message presented to the driver visually or audibly, where the warning message indicates that the brake line1140is disconnected.

As used herein, the words “example” or “exemplary” are not intended to indicate that any implementation or feature is preferred or advantageous. “Or” is intended to mean an inclusive “or” rather than an exclusive “or” unless otherwise noted or made clear in context. The articles “a” and “an” should be construed to mean “one or more” unless specified otherwise or made clear in context.

The disclosure herein has been made in connection with what are presently considered to be the most practical implementations. It should be understood that the disclosure is intended to cover various modifications and equivalent arrangements.