PATENT DOCUMENT

Publication Number: US-11623589-B1
Application Number: US-202017076273-A
Country: US
Kind Code: B1

Title: Electrical connections using vehicle brake lines

Abstract:
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.

Claims:
What is claimed is: 
     
       1. An apparatus, comprising:
 a first electrical component; 
 a second electrical component; 
 a brake line having a conductive structure that carries a hydraulic fluid in a hollow interior of the conductive structure of the brake line; 
 a primary electrical connection from the first electrical component to the second electrical component; 
 a secondary electrical connection from the first electrical component to the second electrical component, wherein at least part of the secondary electrical connection is formed by the conductive structure of the brake line; and 
 a circuit for rerouting an electrical path from the primary electrical connection to the secondary electrical connection. 
 
     
     
       2. The apparatus of  claim 1 , further comprising:
 a controller that causes the circuit to reroute the electrical path from the primary electrical connection to the secondary electrical connection in response to failure of the primary electrical connection. 
 
     
     
       3. The apparatus of  claim 1 , wherein the electrical path supplies electrical power from the first electrical component to the second electrical component. 
     
     
       4. The apparatus of  claim 1 , wherein the electrical path is a data signal path between the first electrical component and the second electrical component. 
     
     
       5. The apparatus of  claim 1 , further comprising:
 a first hydraulic component; and 
 a second hydraulic component, wherein the brake line is connected to the first hydraulic component and the second hydraulic component to allow fluid communication of the hydraulic fluid between the first hydraulic component and the second hydraulic component. 
 
     
     
       6. The apparatus of  claim 1 , further comprising:
 a vehicle structure; and 
 a nonconductive layer that is disposed on an exterior surface of the brake line to electrically isolate the brake line with respect to the vehicle structure. 
 
     
     
       7. The apparatus of  claim 1 , further comprising:
 a nonconductive layer that is disposed on an interior surface of the brake line to electrically isolate the brake line with respect to the hydraulic fluid. 
 
     
     
       8. The apparatus of  claim 1 , further comprising:
 a wheel; 
 a first hydraulic component; and 
 a second hydraulic component, wherein the brake line is connected to the first hydraulic component and the second hydraulic component to allow fluid communication of the hydraulic fluid between the first hydraulic component and the second hydraulic component, 
 wherein the first hydraulic component is operable to supply the hydraulic fluid to the second hydraulic component using the brake line, and 
 wherein the second hydraulic component is a hydraulically-actuated brake that is operable to decelerate the wheel. 
 
     
     
       9. The apparatus of  claim 1 , further comprising:
 a wheel, 
 wherein the first electrical component is an electronic control unit, and 
 wherein the second electrical component is a sensor that is associated with the wheel. 
 
     
     
       10. An apparatus, comprising:
 a first electrical component; 
 a second electrical component; 
 a first hydraulic component; 
 a second hydraulic component; 
 a brake line that is connected to the first hydraulic component and the second hydraulic component to carry a hydraulic fluid within a conductive structure between the first hydraulic component and the second hydraulic component; 
 an electrical connection from the first electrical component to the second electrical component, wherein at least part of the electrical connection is formed by the conductive structure of the brake line; and 
 a 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. 
 
     
     
       11. The apparatus of  claim 10 , further comprising:
 a wheel, 
 wherein the first hydraulic component is operable to supply the hydraulic fluid to the second hydraulic component using the brake line, and 
 wherein the second hydraulic component is a hydraulically-actuated brake that is operable to decelerate the wheel. 
 
     
     
       12. The apparatus of  claim 10 , further comprising:
 a wheel, 
 wherein the first electrical component is an electronic control unit, and 
 wherein the second electrical component is a sensor that is associated with the wheel. 
 
     
     
       13. The apparatus of  claim 10 , further comprising:
 a vehicle structure; and 
 a nonconductive layer that is disposed on an exterior surface of the brake line to electrically isolate the brake line with respect to the vehicle structure. 
 
     
     
       14. The apparatus of  claim 10 , further comprising:
 a nonconductive layer that is disposed on an interior surface of the brake line to electrically isolate the brake line with respect to the hydraulic fluid. 
 
     
     
       15. A vehicle, comprising:
 a first electrical component; 
 a second electrical component; 
 a wheel; 
 a hydraulically-actuated brake that is operable to decelerate the wheel; 
 one or more hydraulic system components that are operable to supply hydraulic fluid to the hydraulically-actuated brake; 
 a brake line that includes a conductive tubular structure that carries the hydraulic fluid from the one or more hydraulic system components to the hydraulically-actuated brake in a hollow interior of the brake line; 
 a primary electrical connection from the first electrical component to the second electrical component; 
 a secondary electrical connection from the first electrical component to the second electrical component, wherein at least part of the secondary electrical connection is formed by the conductive tubular structure of the brake line; and 
 a circuit for rerouting an electrical path from the primary electrical connection to the secondary electrical connection. 
 
     
     
       16. The vehicle of  claim 15 , further comprising:
 a controller that causes the circuit to reroute the electrical path from the primary electrical connection to the secondary electrical connection in response to failure of the primary electrical connection. 
 
     
     
       17. The vehicle of  claim 15 , wherein the electrical path supplies electrical power from the first electrical component to the second electrical component. 
     
     
       18. The vehicle of  claim 15 , wherein the electrical path is a data signal path between the first electrical component and the second electrical component. 
     
     
       19. The vehicle of  claim 15 , further comprising:
 a nonconductive layer that is disposed on an exterior surface of the brake line to electrically isolate the brake line with respect to metallic objects. 
 
     
     
       20. The vehicle of  claim 15 , further comprising:
 a nonconductive layer that is disposed on an interior surface of the brake line to electrically isolate the brake line with respect to the hydraulic fluid.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 15/351,691, filed on Nov. 15, 2016, which claims the benefit of U.S. Provisional Application No. 62/257,969, filed on Nov. 20, 2015, the content of which are hereby incorporated by reference in their entireties for all purposes. 
    
    
     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. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The detailed description makes reference to the accompanying drawings, wherein like reference numerals refer to like parts through several views. 
         FIG.  1    is a block diagram showing a vehicle. 
         FIG.  2    is a block diagram showing a hydraulic connection and an electrical connection according to a first example. 
         FIG.  3    is a cross-section diagram showing connection of a brake line to a hydraulic component using a non-conductive coupler. 
         FIG.  4    is a cross-section diagram of a brake line having non-conductive layers. 
         FIG.  5    is a cross-section diagram of a brake line having a first tubular conductive structure and a second tubular conductive structure separated by an insulator material. 
         FIG.  6    is a block diagram showing a first and second electrical connections according to a second example. 
         FIG.  7    is a block diagram showing a hydraulic connection, a primary electrical connection, and a secondary electrical connection according to a third example. 
         FIG.  8    is a block diagram showing a hydraulic connection and an electrical connection that includes a repeater according to a fourth example. 
         FIG.  9    is a block diagram showing a hydraulic connection and an electrical connection that switches operation between a first mode and a second mode according to a fifth example. 
         FIG.  10    is a block diagram showing a hydraulic connection and an electrical connection according to a sixth example. 
         FIG.  11    is a block diagram that shows a system. 
         FIG.  12    is a flowchart that shows a method for switching from a primary electrical connection to a secondary electrical connection. 
         FIG.  13    is a flowchart that shows a method for switching an operating mode of an electrical connection. 
         FIG.  14    is a flowchart that shows a method for checking the status of an 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.  1    shows portions of a vehicle  100  that includes a plurality of wheels that support the vehicle  100  with respect to a surface and can be utilized for functions such as steering and power delivery. The plurality of wheels includes a first wheel  101 , a second wheel  102 , a third wheel  103 , and a fourth wheel  104 . Similar electrical and hydraulic components can be associated with each of the first wheel  101 , the second wheel  102 , the third wheel  103 , and the fourth wheel  104 , such as by mounting the components on or near the respective wheel  101 - 104 . An example of a hydraulic component is a hydraulically-actuated brake  106  that is operable to decelerate the wheel  101 - 104  that it is mounted to. The hydraulically-actuated brake  106  can 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 sensor  108 , such as a wheel speed sensor that is operable to output a data signal that represents the speed of the wheel  101 - 104  that it is mounted to. Other types of hydraulic components and electrical components can be included at each wheel  101 - 104  and utilized with the systems that are described herein. 
     The vehicle  100  includes hydraulic components that supply fluid pressure to each hydraulically-actuated brake  106 . In the illustrated implementation, the vehicle includes hydraulic actuator  110  and a hydraulic modulator  112 . 
     The hydraulic actuator  110  pressurizes hydraulic fluid (e.g. brake fluid). In one implementation, the hydraulic actuator  110  is a manually operated assembly, such as a brake pedal and a master cylinder. In another implementation, the hydraulic actuator  110  can 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 actuator  110  is connected to the hydraulic modulator  112  by a supply line  114  that transmits pressurized hydraulic fluid from the hydraulic actuator  110  to the hydraulic modulator  112 . The hydraulic actuator  110  is also connected to the hydraulic modulator  112  by a return line  116 , by which excess hydraulic fluid is transmitted back to the hydraulic actuator  110  from the hydraulic modulator  112 . 
     The hydraulic modulator  112  modulates the fluid pressure that is communicated to each of the hydraulically-actuated brakes  106 . The pressure modulation applied by the hydraulic modulator  112  can be controlled to prevent lockup of each of the wheels  101 - 104 , as part of an antilock braking system. Hydraulic fluid is communicated from the hydraulic modulator  112  to each of the hydraulically-actuated brakes by a respective brake line  118 . 
     The vehicle  100  includes an electrical component such as an electronic control unit  120  that is operable to transmit or receive power and/or data signals to or from electrical components associated with the wheels  101 - 104 , such as the sensors  108 . The electronic control unit  120  can 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 unit  120  is connected to each of the sensors  108  by a respective electrical connection, which can be one or more electrical conductors  122 . In some implementations, each of the electrical conductors  122  is part of a wire harness (not shown). 
       FIG.  2    is a block diagram showing a portion of a vehicle  200  including a hydraulic connection and an electrical connection to components that are associated with a first wheel  201 . The same components can be utilized with other wheels (not shown) of the vehicle  200 . 
     The hydraulic connection is made between a first hydraulic component, such as a hydraulic modulator  212 , and a second hydraulic component, such as a hydraulically-actuated brake  206  that is mounted to the first wheel  201 . A brake line  218  establishes fluid communication between the hydraulic modulator  212  and the hydraulically-actuated brake  206  to allow transmission of pressurized hydraulic fluid through the brake line  218 . 
     The electrical connection is made between a first electrical component, such as an electronic control unit  220 , and a second electrical component, such as a sensor  208 . The electrical connection from the electronic control unit  220  to the sensor  208  includes a first electrical conductor  230  that extends from the electronic control unit  220  to a first electrical connector  232  that is in electrical communication with the brake line  218 . The electrical connection from the electronic control unit  220  to the sensor  208  also includes a second electrical conductor  234 . The second electrical conductor  234  extends from a second electrical connector  236  that is in electrical communication with the brake line  218  to the sensor  208 . The first electrical conductor  230  and the second electrical conductor  234  can each be, for example, one or more wires from a wire harness. Accordingly, the electrical connection from the electronic control unit  220  to the sensor  208  includes the first electrical conductor  230 , at least a portion of the brake line  218 , and the second electrical conductor  234 . In one implementation the electrical connection is a data signal path between the electronic control unit  220  and the sensor  208 , and can be either unidirectional or bidirectional. In another implementation the electrical connection supplies electrical power from the electronic control unit  220  to the sensor  208 . 
     To electrically isolate the hydraulic modulator  212  from the electrical connection, a first insulator  238  is disposed at any point along the brake line  218  between the hydraulic modulator  212  and the first electrical connector  232 . To electrically isolate the hydraulically-actuated brake  206  from the electrical connection, a second insulator  240  is disposed at any point along the brake line  218  between the hydraulically-actuated brake  206  and the second electrical connector  236 . 
       FIG.  3    shows connection of the brake line  218  to the hydraulic modulator  212 . In the illustrated implementation, the first insulator  238  may be a fluid coupler that connects the brake line  218  to a bore  242  formed in the hydraulic modulator  212 . The first insulator  238  may be retained on the brake line  218  by a flare  219  at the end of the brake line  218 , and prevents the brake line  218  from contacting the hydraulic modulator  212 , which may be made of a conductive metal such as aluminum. The second insulator  240  may be similar to the first insulator  238 . Other implementations are possible for the first insulator  238  and the second insulator  240 . 
     In the illustrated implementation, the first electrical connector  232  may be a cable clamp that secures part of the first electrical conductor  230  to the brake line  218 . Alternatively, other electrical couplers may be used for electrical connectors  232  and  236 . The second electrical connector  236  may be similar to the first electrical connector  232 . Other implementations of the first electrical connector  232  and the second electrical connector  236  are possible. 
       FIG.  4    is a cross-section diagram of a brake line  418  that can be used in place of the brake line  218  of the vehicle  200  or in any other implementation herein. The brake line  418  has a conductive tubular structure  442  and a hollow interior  444  for transporting hydraulic fluid. The conductive tubular structure  442  can 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 structure  442 . 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 layer  446  is disposed on an exterior surface of the conductive tubular structure  442  and a second nonconductive layer  448  is disposed on an interior surface of the conductive tubular structure  442 . In other implementations only one of the first nonconductive layer  446  or the second nonconductive layer  448  is applied to the conductive tubular structure  442 . The first nonconductive layer  446  can prevent adverse effects from contact of the conductive tubular structure  442  with other metallic objects, such as electrical interference or inadvertent transfer of electrical power to the metallic objects. The second nonconductive layer  448  can prevent adverse effects from movement of the hydraulic fluid in the hollow interior  444  of the conductive tubular structure  442 , such as interference from static electricity. 
       FIG.  5    is a cross-section diagram of a brake line  518 . The brake line  518  has a first tubular conductive structure  542  and a second tubular conductive structure  550  separated by an electrically non-conductive material such as an insulator material  552 . The first tubular conductive structure  542  and the second tubular conductive structure  550  are formed of a conductive material such as metal (e.g. copper-nickel alloy). As an example, the insulator material  552  can be plastic. Optionally, nonconductive layers can be applied to the interior of the first tubular conductive structure  542  and the exterior of the second tubular conductive structure  550 , in the manner described with respect to the first nonconductive layer  446  and the second nonconductive layer  448  of the brake line  418 . 
     The second tubular conductive structure  550  is disposed radially outward from the first tubular conductive structure  542 , such that the first tubular conductive structure  542  extends through the second tubular conductive structure  550 . The insulator material  552  can be bonded to both the first tubular conductive structure  542  and the second tubular conductive structure  550  to restrain relative movement. The first tubular conductive structure  542  has a hollow interior  544  for transporting hydraulic fluid. By using the brake line  518  in place of the brake line  218  in the vehicle  200 , a first electrical connection and a second electrical connection can be made simultaneously using the brake line  518 . 
     The brake line  518  can be utilized in a number of ways. In one implementation, the brake line  518  can 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 structure  542  and a second data signal path using the second tubular conductive structure  550 . In another implementation, the first tubular conductive structure  542  of the brake line  518  can be used to supply between electrical components (e.g. between the first and second electrical components), while the second tubular conductive structure  550  can 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 structure  542  of the brake line  518  can be used to define a first electrical connection between the first and second electrical components, while the second tubular conductive structure  550  can be used to define a second electrical connection between third and fourth electrical components. In another implementation, the first tubular conductive structure  542  and or the second tubular conductive structure  550  of the brake line  518  can 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 line  518  is utilized if the primary electrical connection fails. Other uses of the brake line  518  are possible. 
       FIG.  6    is a block diagram showing a portion of a vehicle  600  that incorporates the brake line  518  to define a hydraulic connection, an electrical connection, and a second electric connection to components that are associated with a first wheel  601 . The same components can be utilized with other wheels (not shown) of the vehicle  600 . 
     The hydraulic connection is made between a first hydraulic component, such as a hydraulic modulator  612 , and a second hydraulic component, such as a hydraulically-actuated brake  606  that is mounted to the first wheel  601 . The brake line  518  establishes fluid communication between the hydraulic modulator  612  and the hydraulically-actuated brake  606  to allow transmission of pressurized hydraulic fluid through the brake line  518 . 
     The first and second electrical connections are made between a first electrical component, such as an electronic control unit  620 , which may also be referred to herein as a controller, and a second electrical component, such as a sensor  608 . 
     The first electrical connection from the electronic control unit  620  to the sensor  608  is an electrical power supply connection that includes a first power conductor  630  that extends from the electronic control unit  620  to a first electrical connector  632  that is in electrical communication with a portion of the brake line  518 , such as the first tubular conductive structure  542 . The first electrical connection from the electronic control unit  620  to the sensor  608  also includes a second power conductor  634 . The second power conductor  634  extends from a second electrical connector  636  to the sensor  608  and is operable to transmit the electrical power to the sensor  608 . The first power conductor  630  and the second power conductor  634  can each be, for example, one or more wires from a wire harness. Accordingly, the first electrical connection from the electronic control unit  620  to the sensor  608  includes the first power conductor  630 , at least a portion of the brake line  518  such as the first tubular conductive structure  542 , and the second power conductor  634 . 
     The second electrical connection from the electronic control unit  620  to the sensor  608  is a data signal connection that includes a first data signal conductor  631  that extends from the electronic control unit  620  to a third electrical connector  633  that is in electrical communication with a portion of the brake line  518 , such as the second tubular conductive structure  550 . The second electrical connection from the electronic control unit  620  to the sensor  608  also includes a second data signal conductor  635 . The second data signal conductor  635  extends from a fourth electrical connector  637  to the sensor  608  and is operable to transmit the data signal to the sensor  608 . The first data signal conductor  631  and the second data signal conductor  635  can each be, for example, one or more wires from a wire harness. Accordingly, the second electrical connection from the electronic control unit  620  to the sensor  608  includes the first data signal conductor  631 , at least a portion of the brake line  518  such as the second tubular conductive structure  550 , and the second data signal conductor  635 . 
     To electrically isolate the hydraulic modulator  612  from the electrical connection, a first insulator  638  is disposed at any point along the brake line  518  between the hydraulic modulator  612  and the first electrical connector  632  and the third electrical connector  633 . To electrically isolate the hydraulically-actuated brake  606  from the electrical connection, a second insulator  640  is disposed at any point along the brake line  518  between the hydraulically-actuated brake  606  and the second electrical connector  636  and the fourth electrical connector  637 . 
     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.  7    is a block diagram showing a portion of a vehicle  700  including a hydraulic connection, a primary electrical connection, and a secondary electrical connection to components that are associated with a first wheel  701 . The same components can be utilized with other wheels (not shown) of the vehicle  700 . 
     The hydraulic connection is made between a first hydraulic component, such as a hydraulic modulator  712 , and a second hydraulic component, such as a hydraulically-actuated brake  706  that is mounted to the first wheel  701 . A brake line  718  establishes fluid communication between the hydraulic modulator  712  and the hydraulically-actuated brake  706  to allow transmission of pressurized hydraulic fluid through the brake line  718 . 
     The primary electrical connection is made between a first electrical component, such as an electronic control unit  720 , and a second electrical component, such as a sensor  708 . The primary electrical connection from the electronic control unit  720  to the sensor  708  includes a primary electrical conductor  754  that extends from the electronic control unit  720  to the sensor  708 . 
     A first circuit such as a first switch  756  and a second circuit such as a second switch  758  are in electrical communication with the electronic control unit  720  and the sensor  708  to reroute a path of electrical communication between the electronic control unit  720  and the sensor  708  from the primary electrical connection to the secondary electrical connection. In the illustrated example, the first switch  756  and the second switch  758  are each connected to the primary electrical conductor  754 . The first switch  756  and the second switch  758  could be connected in other ways, such as directly to the electronic control unit  720  and the sensor  708 . 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 switch  756  and the second switch  758  can be any component or circuit operable to redirect an electrical path between two components. In one implementation the first switch  756  and the second switch  758  are 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 unit  720  provides signals to the first switch  756  and the second switch  758  to cause the first switch  756  and the second switch  758  to 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 line  718 . A first branch conductor  730  extends from the first switch  756  to a first electrical connector  732  that is in electrical communication with the brake line  718 . The secondary electrical connection from the electronic control unit  720  to the sensor  708  also includes a second branch conductor  734 . The second branch conductor  734  extends from a second electrical connector  736  that is in electrical communication with the brake line  718  to the second switch  758 . The first branch conductor  730  and the second branch conductor  734  can each be, for example, one or more wires from a wire harness. Accordingly, the secondary electrical connection from the electronic control unit  720  to the sensor  708  includes the first branch conductor  730 , at least a portion of the brake line  718 , and the second branch conductor  734 . In one implementation the secondary electrical connection is a data signal path between the electronic control unit  720  and the sensor  708 , and can be either unidirectional or bidirectional. In another implementation the secondary electrical connection supplies electrical power from the electronic control unit  720  to the sensor  708 . In another implementations, the secondary electrical connection simultaneously provides a data signal path and a supply of electrical power from the electronic control unit  720  to the sensor  708 , such as by incorporating multiple conductors in the brake line  718  as described with respect to the brake line  518  or using power line communication techniques. 
     To electrically isolate the hydraulic modulator  712  from the electrical connection, a first insulator  738  is disposed at any point along the brake line  718  between the hydraulic modulator  712  and the first electrical connector  732 . To electrically isolate the hydraulically-actuated brake  706  from the electrical connection, a second insulator  740  is disposed at any point along the brake line  718  between the hydraulically-actuated brake  706  and the second electrical connector  736 . 
       FIG.  8    is a block diagram showing a portion of a vehicle  800  including a hydraulic connection and an electrical connection to components that are associated with a first wheel  801 . The same components can be utilized with other wheels (not shown) of the vehicle  800 . 
     The hydraulic connection is made between a first hydraulic component, such as a hydraulic modulator  812 , and a second hydraulic component, such as a hydraulically-actuated brake  806  that is mounted to the first wheel  801 . A brake line  818  establishes fluid communication between the hydraulic modulator  812  and the hydraulically-actuated brake  806  to allow transmission of pressurized hydraulic fluid through the brake line  818 . 
     The electrical connection is made between a first electrical component, such as an electronic control unit  820 , and a second electrical component, such as a sensor  808 . The electrical connection from the electronic control unit  820  to the sensor  808  includes a first electrical conductor  830  that extends from the electronic control unit  820  to a first electrical connector  832  that is in electrical communication with the brake line  818 . The electrical connection from the electronic control unit  820  to the sensor  808  also includes a second electrical conductor  834 . The second electrical conductor  834  extends from a second electrical connector  836  that is in electrical communication with the brake line  818  to the sensor  808 . The first electrical conductor  830  and the second electrical conductor  834  can each be, for example, one or more wires from a wire harness. Accordingly, the electrical connection from the electronic control unit  820  to the sensor  808  includes the first electrical conductor  830 , at least a portion of the brake line  818 , and the second electrical conductor  834 . 
     The electrical connection is a data signal path between the electronic control unit  820  and the sensor  808 , and can be either unidirectional or bidirectional. In order to ensure effective data signal transmissions along the electrical connection, the brake line  818  includes a first portion  860  and a second portion  862  that are connected by an insulated fluid coupler  864 . The insulated fluid coupler  864  is positioned between the first electrical connector  832  and the second electrical connector  836  to prevent power or data signals from travelling directly between the first portion  860  and the second portion  862  of the brake line  818 . A repeater  866  is connected to the first portion  860  and the second portion  862  of the brake line  818  by repeater connectors  868 ,  870 , and the first portion  860  and the second portion  862  serve as parts of first and second data signal paths that are in electrical connection with the repeater  866 . The repeater  866  receives a data signal from one of the electronic control unit  820  or the sensor  808  and retransmits it at a higher level or higher power. 
     To electrically isolate the hydraulic modulator  812  from the electrical connection, a first insulator  838  is disposed at any point along the brake line  818  between the hydraulic modulator  812  and the first electrical connector  832 . To electrically isolate the hydraulically-actuated brake  806  from the electrical connection, a second insulator  840  is disposed at any point along the brake line  818  between the hydraulically-actuated brake  806  and the second electrical connector  836 . 
       FIG.  9    is a block diagram showing a portion of a vehicle  900  including a hydraulic connection and an electrical connection to components that are associated with a first wheel  901 . The same components can be utilized with other wheels (not shown) of the vehicle  900 . 
     The hydraulic connection is made between a first hydraulic component, such as a hydraulic modulator  912 , and a second hydraulic component, such as a hydraulically-actuated brake  906  that is mounted to the first wheel  901 . A brake line  918  establishes fluid communication between the hydraulic modulator  912  and the hydraulically-actuated brake  906  to allow transmission of pressurized hydraulic fluid through the brake line  918 . 
     The electrical connection is made between a first electrical component, such as an electronic control unit  920 , which may also be referred to herein as a controller, and a second electrical component, such as a sensor  908 . The electronic control unit  920  receives a data signal from a data signal input  972 . The electronic control unit  920  receives a supply of electrical power from a power supply  974 . In this implementation, operation of the electrical connection can be switched by the electronic control unit  920  between 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 unit  920  can 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 unit  920  to the sensor  908  includes a first electrical conductor  930  that extends from the electronic control unit  920  to a first electrical connector  932  that is in electrical communication with the brake line  918 . The electrical connection from the electronic control unit  920  to the sensor  908  also includes a second electrical conductor  934 . The second electrical conductor  934  extends from a second electrical connector  936  that is in electrical communication with the brake line  918  to a switch  976 . The switch  976  is connected to the sensor  908  by a power conductor  978  and a data signal conductor  980 , is operable to transmit the electrical power to the sensor  908  using the power conductor  978  when electrical power is being transmitted using the electrical connection, and is operable to transmit the data signal to the sensor  908  using the data signal conductor  980  when the data signal is being transmitted using the electrical connection. The first electrical conductor  930 , the second electrical conductor  934 , the power conductor  978 , and the data signal conductor  980  can each be, for example, one or more wires from a wire harness. Accordingly, the electrical connection from the electronic control unit  920  to the sensor  908  includes the first electrical conductor  930 , at least a portion of the brake line  918 , the second electrical conductor  934 , and one of the power conductor  978  or the data signal conductor  980  dependent upon the current operating mode. Thus, the electrical connection can be a data signal path between the electronic control unit  920  and the sensor  908 , or can supply electrical power from the electronic control unit  920  to the sensor  908  dependent upon the operating mode. 
     To electrically isolate the hydraulic modulator  912  from the electrical connection, a first insulator  938  is disposed at any point along the brake line  918  between the hydraulic modulator  912  and the first electrical connector  932 . To electrically isolate the hydraulically-actuated brake  906  from the electrical connection, a second insulator  940  is disposed at any point along the brake line  918  between the hydraulically-actuated brake  906  and the second electrical connector  936 . 
       FIG.  10    is a block diagram showing a portion of a vehicle  1000  including a hydraulic connection and an electrical connection to components that are associated with a first wheel  1001 . The same components can be utilized with other wheels (not shown) of the vehicle  1000 . 
     The hydraulic connection is made between a first hydraulic component, such as a hydraulic modulator  1012 , and a second hydraulic component, such as a hydraulically-actuated brake  1006  that is mounted to the first wheel  1001 . A brake line  1018  establishes fluid communication between the hydraulic modulator  1012  and the hydraulically-actuated brake  1006  to allow transmission of pressurized hydraulic fluid through the brake line  1018 . The brake line  1018  includes two or more sections that are connected using fluid-carrying couplers such as a coupler  1082 . The coupler  1082  is formed from an electrically conductive material. 
     In this implementation, the electrical connection includes at least a portion of the brake line  1018  and a connected state or a disconnected state of the brake line  1018  with respect to the hydraulic modulator  1012  and the hydraulically-actuated brake  1006  can be detected using the electrical connection. 
     The electrical connection is connected to a controller such as an electronic control unit  1020 , and includes a first electrical conductor  1030  that extends from the electronic control unit  1020  to a first electrical connector  1032  that is in electrical communication with the brake line  1018 . A second electrical conductor  1034  extends from a second electrical connector  1036  that is in electrical communication with the brake line  1018  back to the electronic control unit  1020  or to a common ground. The first electrical conductor  1030  and the second electrical conductor  1034  can each be, for example, one or more wires from a wire harness. The first electrical connector  1032  is positioned between the hydraulic modulator  1012  and the coupler  1082 . The second electrical connector is positioned between the hydraulically-actuated brake  1006  and the coupler  1082 . Thus, the first electrical connector  1032  and the second electrical connector  1036  are positioned on opposite sides of the coupler  1082 . Thus, the electrical connection includes the coupler  1082  and will be disconnected if the coupler  1082  is disconnected. The electronic control unit  1020  is operable to test continuity of the electrical connection. Failure of a continuity test indicates that the coupler  1082  is disconnected. 
     To electrically isolate the hydraulic modulator  1012  from the electrical connection, a first insulator  1038  is disposed at any point along the brake line  1018  between the hydraulic modulator  1012  and the first electrical connector  1032 . To electrically isolate the hydraulically-actuated brake  1006  from the electrical connection, a second insulator  1040  is disposed at any point along the brake line  1018  between the hydraulically-actuated brake  1006  and the second electrical connector  1036 . 
       FIG.  11    shows a system  1100  that includes an electronic control unit  1110 , a first electrical component  1120 , a second electrical component  1130 , a brake line  1140 , and a switching circuit  1150 . The system  1100  uses the brake line  1140  as part of an electrical connection between the first electrical component  1120  and the second electrical component  1130  as 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 line  1140 . The electronic control unit  1110  can include a memory that stores instructions that are executable by a processor to define a detecting unit  1111 , a switching unit  1112 , a receiving unit  1113 , and an operating mode changing unit  1114 , a connection checking unit  1115 , and a notification outputting unit  1116 . 
       FIG.  12    shows a method  1200  that can be performed by the system  1100  and as additionally described in previous examples. Operation  1210  includes detecting failure of a primary electrical connection which can be performed by the detecting unit  1111 . Operation  1220  includes switching an electrical path from a primary electrical connection to a secondary electrical connection that utilizes the brake line  1140 , which can be performed by the switching unit  1112 . 
       FIG.  13    shows a method  1300  that can be performed by the system  1100  and as additionally described in previous examples. Operation  1310  can be performed by the receiving unit  1113  and includes receiving a request to change an operating mode of an electrical connection that utilizes the brake line  1140 . Operation  1320  can be performed by the operating mode changing unit  1114  and 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.  14    shows a method  1400  that can be performed by the system  1100  and as additionally described in previous examples. Operation  1410  can be performed by the connection checking unit  1115  and includes checking the status of an electrical connection that includes the brake line  1140  such as by a continuity check, where failure of the continuity check indicates a disconnected status of the brake line  1140  and success of the continuity check indicates a connected status of the brake line  1140 . In response to detecting the disconnected status, operation  1420  can 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 line  1140  is 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.

Metadata:
Filing Date: 20201021
Publication Date: 20230411
Grant Date: 20230411
Priority Date: 20151120
Inventors: TIPPELHOFER, Mario
Assignee: APPLE INC
CPC Classifications: [{"code": "B60R16/03", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60T17/043", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60T17/04", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R16/023", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60R16/0215", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60R16/03", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60R16/0215", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60R16/023", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60T17/04", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60T17/043", "inventive": false, "first": false, "tree": "[]"}]
Family ID: 73554638