Electronic parking brake with regenerative braking control system and method

Abstract

The present disclosure provides an "electronic parking brake with a regenerative braking control system and method", a vehicle includes a user-actuated switch and a controller. When the switch is actuated, the controller is adapted to: implement a regenerative braking command to actuate a regenerative braking system when the vehicle speed is higher than a threshold speed; and implement a parking brake command to actuate an electronic parking brake when the vehicle speed is less than or equal to the threshold speed.

Description

Technical Field

[0001] The present disclosure relates generally to vehicles having a parking brake controller, and more particularly to vehicles having switches for actuating a regenerative braking system and an electronic parking brake. Background Art

[0002] Conventional mechanical parking brake systems are configured such that when a driver activates (eg, pulls upward) a parking brake lever that is coupled to a rear brake of the vehicle via a cable, braking force is applied to the rear wheels via the rear brakes.

[0003] Conventional electronic parking brake systems are configured so that when a driver activates (e.g., pulls up) a parking brake switch while driving, the vehicle's hydraulic control unit is used to provide hydraulic pressure to all four wheels of the vehicle to steadily decelerate the vehicle and / or achieve a controlled stop. Conventional electronic parking brake systems utilize a friction brake control system that may be provided to the vehicle. Summary of the invention

[0004] In at least one implementation, a vehicle is provided. The vehicle may include a user-actuable switch and an adapted controller. When the switch is actuated, the controller may be adapted to: implement a regenerative braking command to actuate a regenerative braking system when the vehicle speed is above a threshold speed; and implement a parking brake command to actuate an electronic parking brake when the vehicle speed is less than or equal to the threshold speed.

[0005] In at least another implementation, a method for operating a vehicle includes: at a controller, in response to a user-actuatable switch being actuated when a vehicle speed is greater than a threshold speed, implementing a regenerative braking command to actuate a regenerative braking system. The method may also include: at the controller, in response to a user-actuatable switch being actuated when a vehicle speed is less than or equal to a threshold speed, implementing a parking brake command to actuate an electronic parking brake.

[0006] In at least another implementation, a vehicle may include a user-actuatable switch and a controller. When the user-actuatable switch is actuated, the controller may be adapted to implement a regenerative braking command to actuate a regenerative braking system when the switch is in a first position and the vehicle speed is above a threshold speed. When the user-actuatable switch is actuated, the controller may be further adapted to implement a friction braking command to actuate the friction braking system when the switch is in a second position different from the first position and the vehicle speed is above a threshold speed. When the user-actuatable switch is actuated, the controller may be further adapted to implement a parking brake command to actuate an electronic parking brake when the vehicle speed is less than or equal to the threshold speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 is a block diagram of possible vehicle configurations.

[0008] Figure 2 is a block diagram of selected aspects of a vehicle.

[0009] Figure 3 is a diagram of a vehicle having a powertrain including an engine.

[0010] Figure 4 is a diagram of a vehicle having a pure electric powertrain.

[0011] Figure 5 is a diagram of a vehicle having a hybrid electric powertrain.

[0012] Figure 6 is the first possible electronic parking brake switch configuration.

[0013] Figure 7 is the second possible electronic parking brake switch configuration.

[0014] Figure 8 is the third possible electronic parking brake switch configuration.

[0015] Fig. 9 is a diagram of a possible electronic parking brake system. DETAILED DESCRIPTION

[0016] Embodiments of the present disclosure are described herein. However, it should be understood that the disclosed embodiments are merely examples and that other embodiments may take different and alternative forms. The drawings are not necessarily drawn to scale; some features may be magnified or minimized to show the details of a particular component. Therefore, the specific structural and functional details disclosed herein should not be interpreted as restrictive, but only as a representative basis for teaching those skilled in the art how to adopt the present invention differently. As will be understood by those of ordinary skill in the art, the various features shown and described with reference to any one of the accompanying drawings may be combined with the features shown in one or more other drawings to produce embodiments that are not explicitly shown or described. The combination of the features shown provides representative embodiments for typical applications. However, various combinations and modifications of features consistent with the teachings of the present disclosure may be desirable for specific applications or implementations.

[0017] Figure 1A block diagram of a vehicle 100 is shown. The vehicle 100 may include a powertrain 102 configured to provide propulsion torque to one or more drive wheels 104. The vehicle 100 may be combined with any of a variety of powertrain configurations. The powertrain 102 may include an internal combustion engine (ICE) or a diesel engine. The powertrain 102 may include one or more motors. In some powertrain configurations, the motor may be configured to rotate the engine for starting purposes. In some powertrain configurations, the motor may be configured to provide propulsion torque to the drive wheels 104. In a hybrid powertrain, the motor may be configured to provide propulsion torque and start the engine. The vehicle 100 may include one or more non-driven wheels 106.

[0018] Temporary reference Figures 3 to 5 , showing various drivetrain configurations. Figure 3 An example block diagram of a conventional powertrain or mild hybrid configuration 300 is shown. Mild hybrid configuration 300 may include an engine 302 mechanically coupled to a transmission 304. Transmission 304 may be coupled to drive wheels 104 to provide propulsion torque. Transmission 304 may be configured to adjust the gear ratio between engine 302 and drive wheels 104. Transmission 304 may be an automatic transmission with a fixed number of gears and shifting without driver intervention. Transmission 304 may be a manual transmission with fixed gears and shifting via driver intervention. Transmission 304 may be a continuously variable transmission (CVT) with a variable gear ratio between the engine and the drive wheels. Mild hybrid configuration 300 may include a starter / alternator 306 (e.g., an electric motor). Starter / alternator 306 may be electrically coupled to battery 308. Starter / alternator 306 may be configured to rotate the crankshaft of engine 302 to start engine 302 and generate electricity for battery 308. In a conventional powertrain, the starter / alternator may be a separate motor-starter and alternator.

[0019] Figure 4 An example block diagram of a battery electric vehicle (BEV) powertrain 400 is shown. The BEV powertrain 400 may include an electric motor 406 configured to provide propulsion torque to the drive wheels 104. The electric motor 406 may be mechanically coupled to a gearbox 404 configured to provide a gear ratio between the electric motor and the drive wheels 104. The gearbox 404 may be mechanically coupled to the drive wheels 104. The gearbox 404 may have a single gear ratio. The electric motor 406 may obtain power from a traction battery 408. A power electronics module (not shown) may electrically couple the electric motor 406 to the traction battery 408.

[0020] Figure 5 An example block diagram of a strong hybrid electric (HEV) powertrain configuration 500 is shown. The HEV powertrain 500 can include an engine 502 mechanically coupled to a hybrid transmission 504. The hybrid transmission 504 can be a power-split hybrid configuration that includes a planetary gear set and is coupled to one or more electric machines 506. The electric machines 506 can be electrically coupled to a traction battery 508.

[0021] The powertrain components (e.g., engine, transmission, motor, power electronics module, traction battery) may each include a controller configured to control and monitor the associated powertrain component. Under certain conditions, it may be impossible to operate the powertrain component. Such conditions may be caused by fault conditions or routine maintenance issues. For example, there may be no fuel left to run the engine. The associated controller may include circuitry and control logic to detect conditions in which the associated powertrain component cannot operate.

[0022] Reference again Figure 1 , during an ignition cycle, it can be expected that the powertrain 102 will provide propulsion torque to the drive wheels 104 of the vehicle 100 when requested by the driver. The ignition cycle can be considered as a period of time from a key-in event to a key-out event. Alternatively, the ignition cycle can be a period of time in which the vehicle is in a running state. Under normal operating conditions, during an ignition cycle, the powertrain 102 may be able to provide propulsion torque when requested. Under abnormal operating conditions, the powertrain 102 may not be able to provide propulsion torque when requested due to some abnormal operating conditions. For example, the engine may not be able to start when requested.

[0023] The vehicle 100 may include one or more brake modules 108. The brake module 108 may be configured to apply torque to the wheel to resist the rotation of the wheel. The brake module 108 may be configured as a disc brake or a drum brake or some combination thereof. The brake module 108 may be combined with a parking brake function. The parking brake function may include a mechanism configured to maintain the application of brakes at the wheel. The parking brake function may be applied to a subset of all wheels. In some configurations, the parking brake function may be applied to all wheels. In a mechanical parking brake system, the brake mechanism may be activated by a cable attached to a rod or pedal inside the vehicle 100. In an electronic parking brake (EPB) configuration, the parking brake function may be electrically activated using a motor.

[0024] The vehicle 100 may include a display module 116 configured to display various status and operational information to the vehicle occupants. The display module 116 may include a display screen configured to display text messages to the occupants. The display module 116 may include a light or indicator light for indicating status in a binary format. The display module 116 may include messages or lights that communicate the operating status of the brake system 114.

[0025] The vehicle 100 may include a speed sensor 118 configured to output a signal indicative of the speed of the vehicle 100. The speed sensor 118 may be one or more wheel speed sensors coupled to one or more of the wheels 104, 106. The speed sensor 118 may be an output shaft speed sensor coupled to an output shaft of the powertrain 102.

[0026] The vehicle 100 may include at least one controller 120, which may be a vehicle system controller (VSC). The controller 120 may be a powertrain controller, or may communicate with a powertrain controller. The controller 120 may include a processor for executing instructions. The controller 120 may include volatile and non-volatile memory for storing data and programs. Although shown as a single module, the controller 120 may include multiple controllers that communicate via a vehicle network.

[0027] The vehicle 100 may include one or more braking systems 114. Figure 2 , the vehicle 100 may include a friction brake system 122. The friction brake system 122 may be controlled by a brake controller 124. The brake controller 124 may be, for example, an anti-lock brake system (ABS) controller. The ABS controller may, for example, adjust the actuation of the braking force to control the amount of tire slip between the tire and the road surface. This adjustment of the braking force may maintain the stability of the vehicle during braking.

[0028] The vehicle 100 may also include a regenerative braking system 126, which may be part of the vehicle powertrain 102. In particular, the regenerative braking system 126 may include one or more electric machines, such as electric motors, operable to provide regenerative braking for the vehicle 100. The regenerative braking system 126 may be controlled by the controller 120. The controller 120 may include other controllers, such as a powertrain control module (PCM). Figure 2 Brake controller 124, shown as a separate controller in FIG, may be integrated into controller 120. Thus, various systems within vehicle 100 may be controlled by a single controller, separate software controllers within a single hardware device, or a combination of separate software and hardware controllers.

[0029] The brake controller 124 may receive vehicle driver input from the brake pedal 130, and the controller 120 may receive driver input from the accelerator pedal 132. In particular, the brake pedal angle sensor 134 (which may be more than one sensor or sensor type) may be configured to detect the position of the brake pedal 130 and send one or more signals to the brake controller 124. Similarly, the accelerator pedal sensor 136 (which may also be more than one sensor) may be configured to detect the position of the accelerator pedal 132 and send one or more signals to the controller 120. The controller 120 and the brake controller 124 may use various inputs including inputs from the sensors 134, 136 to decide how to control the friction brake system 122 and the regenerative brake system 126. The friction brake system 122 may be operable to slow the speed of the wheels 106 by applying one or more friction elements. Similarly, the regenerative brake system 126 may be operable to slow the speed of the wheels 106 by causing at least one electric motor to generate a negative torque that may be transmitted to the wheels 106 via the drivetrain.

[0030] The friction brake system 122 may include one or more sensors. Figure 2 1 is represented by a single sensor 140. The sensor 140 may be configured to send signals to the brake controller 124 regarding various conditions within the friction brake system 122. For example, if the friction brake system 122 is experiencing reduced braking capability, perhaps due to a loss of boost pressure or a loss of the hydraulic circuit, the sensor 140 may communicate this condition to the brake controller 124, which in turn may communicate with the controller 120. Similarly, the regenerative braking system 126 may have one or more sensors that may be used to monitor the braking behavior of the regenerative braking system 126. Figure 2 1 is represented by sensor 142. Sensor 142 may detect conditions such as motor speed, motor torque, power, etc. Sensor 142 may communicate directly with controller 120, which may use these inputs in conjunction with other inputs to control braking systems 122, 126.

[0031] Additional sensors may be provided. For example, sensor 144, which represents one or more sensors, may be configured to detect conditions of wheel 106 including vehicle speed. Sensor 144 may be configured to detect vehicle speed. Figure 2 1 is shown in communication with the brake systems 122, 126, which in turn communicate with the controller 120. Alternatively, the sensor 144 may be connected directly to the controller 120.

[0032] The vehicle 100 may include an electronic parking brake (EPB) system 110. The EPB system 110 may communicate with a controller 120 and one or more brake systems 114, such as a regenerative braking system 126 and / or a friction braking system 122. The EPB system 110 may be configured so that when a driver activates (e.g., pulls up) a parking brake switch while driving, the vehicle 100 may be steadily decelerated and / or achieve a controlled stop. When the vehicle 100 is stopped, the EPB system 110 may be adapted to keep the vehicle 100 stationary.

[0033] The vehicle 100 may include an EPB switch 112 configured to activate and deactivate the EPB system 110. The EPB switch 112 may be positioned proximate to the driver to allow activation and deactivation of the parking brake. In this manner, the EPB switch 112 may be a user-actuable or user-selectable EPB switch.

[0034] The EPB switch 112 may be any form of a movable, actuatable switch. The EPB switch 112 may be in the form of a rotatable switch, a lever switch, a knob switch, a push button switch, a pull switch, a toggle switch, a flip switch, or other suitable movable switch. In another implementation, the EPB switch may be in the form of a non-movable switch. For example, the EPB switch may be a touch responsive switch, such as a capacitive touch switch. In at least one implementation, the EPB switch may be in the form of a selectable visual indicator that may be displayed, for example, at the display module 116.

[0035] The EPB switch 112 may be electrically coupled to the controller 120. The controller 120 may include circuitry for receiving an EPB switch signal and may be programmed to determine the state of the EPB switch 112. The controller 120 may debounce the signal from the EPB switch 112 to minimize the effects of noise. The EPB switch 112 may be configured to have multiple positions. For example, in a first position, the parking brake may be released to allow the vehicle to move. In a second position, the parking brake may be applied to prevent the vehicle from moving. In some configurations, the EPB switch 112 may be a button. In other configurations, the EPB switch may be a pull-wire switch. The controller 120 may be programmed to switch the parking brake position in response to pressing a button or pressing or pulling a pull-wire switch. For example, when the vehicle 100 is parked, the driver may press the EPB switch 112 to activate the EPB. The controller 120 may be programmed to actuate the EPB motor in response to the driver's activation of the EPB switch 112. In addition, the controller 120 may be programmed to actuate the EPB motor in response to a signal from another controller (eg, a vehicle powertrain controller) on the communication network. Upon receiving the actuation signal, the controller 120 may instruct the EPB system to actuate and lock the wheels.

[0036] In certain implementations, the EPB system may be adapted to activate the friction braking system in response to actuation of the EPB switch.

[0037] In at least one implementation, in response to actuation of the EPB switch, the EPB system can be adapted to activate the regenerative braking system. For example, when the EPB switch 112 is actuated, the controller 120 can be adapted to implement a regenerative braking command to actuate the regenerative braking system 124 when the vehicle speed is above a threshold speed. The threshold speed can be, for example, in the range of about 0 miles per hour to about 2 miles per hour. The controller 120 can be further adapted to implement a parking brake command to actuate the electronic parking brake when the vehicle speed is less than or equal to the threshold speed. In this way, the electronic parking brake can be applied when the vehicle is stopped (e.g., the vehicle is stopped) or just before the vehicle is stopped (e.g., the vehicle speed is sufficiently low).

[0038] In at least one implementation, a vehicle may include a user-actuatable switch (e.g., EPB switch 112) and a controller (controller 120). When the user-actuatable switch is actuated, the controller may be adapted to implement a regenerative braking command to actuate a regenerative braking system when the switch is in a first position and the vehicle speed is above a threshold speed. When the user-actuatable switch is actuated, the controller may be further adapted to implement a friction braking command to actuate a friction braking system when the switch is in a second position different from the first position and the vehicle speed is above a threshold speed. When the user-actuatable switch is actuated, the controller may be further adapted to implement a parking brake command to actuate an electronic parking brake when the vehicle speed is less than or equal to the threshold speed.

[0039] Reference Figure 6 , the EPB system 110 may include a two-position EPB switch 112a. In a first position 160 (which may be referred to as a "neutral" position), the EPB system 110 may be unactuated. A user may move the EPB switch 112a to a second position 162 (e.g., by pulling the EPB switch 112a) to actuate the EPB system 110. When the user releases the EPB switch 112a, the EPB switch 112a may move back to the first position 160 (e.g., due to a biasing force that may be implemented, for example, by a spring).

[0040] The user may move the EPB switch 112a to the second position 162 while the vehicle is moving. In this way, the user may request a braking force to slow the vehicle 100 while the vehicle 100 is moving (and, for example, when the user has released the accelerator pedal 132).

[0041] In at least one implementation, the EPB system 110 may communicate with the braking system 114 based on the time that the EPB switch 112a is maintained in the second position 162. For example, when the user maintains the EPB switch 112a in the second position 162 for less than or equal to a predetermined time period, the EPB system 110 may be adapted to implement a braking action via a first braking system, such as the regenerative braking system 126. The predetermined time period may be, for example, within a range of approximately 0.1 seconds and 2 seconds, and more specifically, within a range of approximately 0.5 seconds and 1.5 seconds, and more specifically, approximately 1 second.

[0042] In one exemplary implementation, actuating the EPB switch 112a in the second position 162 for less than or equal to a predetermined period of time may indicate to the controller 120 that the driver has selected an alternate driving mode. The alternate driving mode may be, for example, a "single pedal" mode in which the vehicle 100 may accelerate when the user depresses the accelerator pedal 132 and activate the regenerative braking system 126 when the user relieves or releases pressure on the accelerator pedal 132.

[0043] In at least one implementation, actuating the EPB switch 112a in the second position 162 for less than or equal to a predetermined period of time may indicate to the controller 120 that the driver has selected an alternate driving mode for a transient braking event. In at least another implementation, actuating the EPB switch 112a in the second position 162 for less than or equal to a predetermined period of time may indicate to the controller 120 that the driver has selected an alternate driving mode for a transient braking event and subsequent events.

[0044] When the user maintains the EPB switch 112a in the second position 162 for greater than a predetermined period of time, the EPB system 110 may be adapted to apply braking action via a second braking system, such as the friction braking system 122. Once the vehicle is stopped, the EPB system 110 may apply the brakes to maintain the vehicle in a stationary position.

[0045] Reference Figure 7 , the EPB system 110 may include a three-position EPB switch 112b. In a first position 170 (which may be referred to as a "neutral" position), the EPB system 110 may be unactuated. A user may move the EPB switch 112b to a second position 172 (e.g., by pulling the EPB switch 112b) to actuate the EPB system 110. In the second position 172, the EPB switch 112b may be angularly displaced relative to the orientation of the EPB switch 112b when it is in the first position 170. For example, the EPB switch 112b may be angularly displaced relative to the first position 170 in a range of about 10° to about 30°, and more specifically about 20°. When the user releases the EPB switch 112b after displacing the EPB switch 112b to the second position 172, the EPB switch 112b may move back to the first position 170 (e.g., due to a biasing force that may be implemented, for example, by a spring).

[0046] The user may also move the EPB switch 112b to the third position 174 (e.g., by pressing downward on the EPB switch 112b) to actuate the EPB system 110. In the third position 174, the EPB switch 112b may be angularly displaced relative to the orientation of the EPB switch 112b when it is in the first position 170. For example, the EPB switch 112b may be angularly displaced in a range of about -10° to about -30°, and more specifically about -20°, relative to the first position 170. When the user releases the EPB switch 112b after displacing the EPB switch 112b to the third position 174, the EPB switch 112b may move back to the first position 170 (e.g., due to a biasing force that may be implemented, for example, by a spring).

[0047] The user can move the EPB switch 112b to the second position 172 and the third position 174 while the vehicle is moving. In this way, the user can request a braking force to slow the vehicle 100 while the vehicle 100 is moving (and, for example, when the user has released the accelerator pedal 132).

[0048] In at least one implementation, the EPB system 110 can communicate with the braking system 114 based on the position in which the EPB switch 112b is maintained. For example, when the user moves the EPB switch 112b to the second position 172, the EPB system 110 can be adapted to implement a braking action via the first braking system. When the user moves the EPB switch 112b to the third position 174, the EPB system 110 can be adapted to implement a braking action via the second braking system. In at least one implementation, the first braking system is the friction braking system 122, and the second braking system is the regenerative braking system 126. In this way, the second position 172 can be referred to as a "friction" position, and the third position 174 can be referred to as a "regenerative" position. In at least another implementation, the first braking system is the regenerative braking system 126, and the second braking system is the friction braking system 122. In this way, the second position 172 can be referred to as a "regenerative" position, and the third position 174 can be referred to as a "friction" position.

[0049] Reference Figure 8 , the EPB system 110 may include a four-position EPB switch 112c. In a first position 180 (which may be referred to as a "neutral" position), the EPB system 110 may be unactuated. A user may move the EPB switch 112c to a second position 182 (which may be referred to as a "regeneration" position) or a third position 184 (which may be referred to as a "friction" position) (e.g., by pulling the EPB switch 112c) to actuate the EPB system 110. In at least another implementation, the second position 182 may be a "regeneration" position, and the third position 184 may be a "friction" position.

[0050] In the second position 182, the EPB switch 112c may be angularly displaced relative to the orientation of the EPB switch 112c when it is in the first position 180. For example, the EPB switch 112c may be angularly displaced in a range of about 10° to about 30°, and more specifically about 20°, relative to the first position 180. In the third position 184, the EPB switch 112c may be angularly displaced relative to the orientation of the EPB switch 112c when it is in the first position 180 and the second position 182. For example, the EPB switch 112c may be angularly displaced in a range of about 10° to about 30°, and more specifically about 20°, relative to the second position 182.

[0051] In at least one implementation, the EPB switch 112c will have a first resistance when moving the EPB switch 112c from the first position 180 to the second position 182, and a second resistance when moving the EPB switch 112c from the second position 182 to the third position 184. The second resistance may be greater than the first resistance. In this way, a user may experience greater resistance from the EPB switch 112c when moving the EPB switch 112c from the second position 182 to the third position 184 than when moving the EPB switch 112c from the first position 180 to the second position 182. When the user releases the EPB switch 112c when the EPB switch is in the second position 182 or the third position 184, the EPB switch 112c may move back to the first position 180 (e.g., due to a biasing force that may be implemented, for example, by a spring).

[0052] The user can also move the EPB switch 112c to a fourth position 186 (which can be referred to as a “release” position) (e.g., by pressing downward on the EPB switch 112c) to deactivate the EPB system 110. In the fourth position 186, the EPB switch 112c can be angularly displaced relative to the orientation of the EPB switch 112c when it is in the first position 180. For example, the EPB switch 112c can be angularly displaced in a range of about -10° to about -30°, and more specifically about -20°, relative to the first position 180. When the user releases the EPB switch 112c after displacing the EPB switch 112c to the fourth position 186, the EPB switch 112c can move back to the first position 180 (e.g., due to a biasing force that can be implemented, for example, by a spring).

[0053] The user can move the EPB switch 112c to the second position 182, the third position 184, and the fourth position 186 while the vehicle is moving. In this way, the user can request braking force to slow the vehicle 100 while the vehicle 100 is moving (and, for example, when the user has released the accelerator pedal 132).

[0054] In at least one implementation, the EPB system 110 can communicate with the braking system 114 based on the position in which the EPB switch 112c is maintained. For example, when the user moves the EPB switch 112c to the second position 182, the EPB system 110 can be adapted to implement a braking action via a first braking system, such as the regenerative braking system 126. When the user moves the EPB switch 112c to the third position 184, the EPB system 110 can be adapted to implement a braking action via a second braking system, such as the friction braking system 122. When the user moves the EPB switch 112c to the fourth position 186, the EPB system 110 can be adapted to stop the braking action (e.g., at the friction braking system 122 or the regenerative braking system 126).

[0055] In this way, the user can decelerate the vehicle 100 through one or more of the brake systems 114 via the EPB switch 112. The deceleration can continue until the vehicle 100 stops (e.g., is stationary). When the vehicle 100 stops (or slows to a predetermined vehicle speed), the EPB system 110 can be adapted to apply the parking brake. In at least one implementation, the EPB system 110 can be adapted to apply the parking brake when the vehicle 100 is stationary (or slows to a predetermined vehicle speed) and when the EPB switch 112 is in an actuated position (which may be caused by user manipulation, for example).

[0056] Figures 6 to 8 Various actuations of braking systems (e.g., regenerative braking systems and friction braking systems) and releases of such braking systems are shown when the EPB switch 112 is moved to or released from various positions. It is expressly contemplated herein that various braking and release controls may be interchangeably associated with the various switch positions described herein. Thus, given that a friction braking system may be associated with a switch position described herein, a regenerative braking system may alternatively be associated with a switch position. More specifically, given that a friction braking system may be associated with a first switch position described herein, and a regenerative braking system may be associated with a second switch position described herein, it is expressly contemplated that a regenerative braking system may be associated with the first switch position, and a friction braking system may be associated with the second switch position.

[0057] As discussed, the EPB switch 112 may be in the form of a rotatable switch, a lever switch, a knob switch, a push button switch, a pull switch, a toggle switch, a flip switch, or other suitable movable switch. In this way, the EPB switch 112 may allow for various positions that may be offset. For example, in Figures 6 to 8 In the illustrated EPB switch, the various positions may be angularly offset. Thus, a user may rotate the EPB switch through various angularly offset positions. In still other implementations, the various positions may be linearly offset (e.g., axially offset along an axis). For example, an EPB switch that allows a user to push or pull the EPB switch may have a first position that is linearly offset from a second position.

[0058] Fig. 9A possible implementation of an electronic parking brake (EPB) 200 is shown. The EPB 200 may be housed in, for example, a brake module 108 of a vehicle 100. The EPB 200 may include a motor 202 for actuating a piston 204 and a caliper 206 for a disc brake. The brake system may be a disc brake system and include a brake disc 208. Brake pads 210 may be attached to each side of the brake disc 208 so that the brake disc 208 may move freely when the caliper 206 is not actuated. The brake piston 204 may be electrically actuated by the EPB motor 202. The EPB motor 202 may be connected to a drive screw 212 via a gear drive 214. The EPB motor 202 and / or the gear drive 214 may be electrically connected to the controller 120 via a connector 218. The controller 120 may be programmed to control the current distribution to the EPB motor 202.

[0059] The EPB 200 may be incorporated into each brake module of a selected axle (eg, rear wheels) of the vehicle. Alternatively, all four wheels may include the EPB 200, or any combination of the driven wheels 104 and the non-driven wheels 106 may be equipped with the EPB 200.

[0060] The controller 120 may be programmed to actuate the EPB motor 202 in response to the driver's activation of the EPB switch 112. Additionally, the controller 120 may be programmed to actuate the EPB motor 202 in response to a signal from another controller (e.g., a vehicle powertrain controller) on a communication network. Upon receiving the actuation signal, the controller 120 may instruct the EPB 200 to actuate and lock the wheels.

[0061] In at least one implementation, a method for operating a vehicle includes: at a controller, in response to a user-actuatable switch being actuated when a vehicle speed is greater than a threshold speed, implementing a regenerative braking command to actuate a regenerative braking system. The method may also include: at the controller, in response to a user-actuatable switch being actuated when a vehicle speed is less than or equal to a threshold speed, implementing a parking brake command to actuate an electronic parking brake. The predetermined time period may be in the range of about 0.1 seconds to about 2 seconds.

[0062] In at least one implementation, the user-actuatable switch may be adapted to move from a first position to a second position offset from the first position and to a third position offset from the first position and the second position. The method may also include implementing various commands at the controller when the vehicle speed is above a threshold speed and the user-actuatable switch is moved to one or more positions. For example, in response to the user-actuatable switch being moved to the second position, the controller may implement a friction braking command to actuate the friction braking system. In response to the user-actuatable switch being moved to the third position, the controller may implement a regenerative braking command to actuate the regenerative braking system.

[0063] In at least another implementation, the user-actuatable switch may be adapted to move from a first position to a second position deviating from the first position, a third position deviating from the first position and the second position, and a fourth position deviating from the first position, the second position, and the third position. The method may also include implementing various commands at the controller when the vehicle speed is above a threshold speed and the user-actuatable switch is moved to one or more positions. For example, in response to the user-actuatable switch moving to the second position, the controller may implement a regenerative braking command to actuate the regenerative braking system. In response to the user-actuatable switch moving to the third position, the controller may implement a friction braking command to actuate the friction braking system. In response to the user-actuatable switch moving to the fourth position, the controller may implement a release command to deactivate at least one of the friction braking system and the regenerative braking system.

[0064] In at least another implementation, when the vehicle speed is above a threshold speed, the method may include: at the controller, in response to the user-actuatable switch moving to a first position, implementing a regenerative braking command to actuate the regenerative braking system. When the vehicle speed is above the threshold speed, the method may include: at the controller, in response to the user-actuatable switch moving to a second position different from the first position, implementing a friction braking command to actuate the friction braking system.

[0065] Although exemplary embodiments are described above, these embodiments are not intended to describe all possible forms expected by the claims. The words used in this specification are words used to describe rather than limit, and it should be understood that various changes can be made without departing from the spirit and scope of the present disclosure. As previously described, the features of various embodiments can be combined to form other embodiments of the present invention that may not be explicitly described or illustrated. Although various embodiments may be described as providing advantages or being superior to other embodiments or prior art implementations with respect to one or more desired characteristics, it should be recognized by those of ordinary skill in the art that one or more features or characteristics can be compromised to achieve the desired overall system properties, depending on the specific application and implementation. These properties may include, but are not limited to: cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. Therefore, embodiments described as being less ideal than other embodiments or prior art implementations with respect to one or more characteristics are within the scope of the present disclosure and may be desirable for specific applications.

[0066] According to the present invention, a vehicle is provided, the vehicle having: a user-actuable switch; and a controller, the controller being adapted, when the switch is actuated, to: implement a regenerative braking command to actuate a regenerative braking system when the vehicle speed is above a threshold speed; and implement a parking brake command to actuate an electronic parking brake when the vehicle speed is less than or equal to the threshold speed.

[0067] According to one embodiment, the threshold speed is in the range of approximately 0 miles per hour to approximately 2 miles per hour.

[0068] According to one embodiment, the user-actuatable switch is a movable user-actuatable switch movable between a first position and a second position offset from the first position, wherein the first position is a neutral position and wherein the second position is a first actuated position.

[0069] According to one embodiment, the above invention is also characterized in that: when the vehicle speed is higher than a threshold speed, the controller is suitable for: implementing a friction braking command to actuate the friction braking system in response to the switch being maintained in the second position for a predetermined period of time; and implementing a regenerative braking command to actuate the regenerative braking system in response to the switch being maintained in the second position for a period of time less than the predetermined period of time and moving to the first position.

[0070] According to one embodiment, the above invention is further characterized in that the predetermined time period is in the range of about 0.1 seconds to about 2 seconds.

[0071] According to one embodiment, the above invention is also characterized by: a third position deviating from the first position and the second position, wherein when the vehicle speed is higher than a threshold speed, the controller is suitable for: implementing a friction braking command to actuate the friction braking system when the switch moves to the second position; and implementing a regenerative braking command to actuate the regenerative braking system when the switch moves to the third position.

[0072] According to one embodiment, the above invention is also characterized by: a third position deviating from the first position and the second position and a fourth position deviating from the first position, the second position and the third position, wherein when the vehicle speed is higher than a threshold speed, the controller is suitable for: implementing a regenerative braking command to actuate the regenerative braking system when the switch moves to the second position; implementing a friction braking command to actuate the friction braking system when the switch moves to the third position; and implementing a release command to deactivate at least one of the friction braking system and the regenerative braking system when the switch moves to the fourth position.

[0073] According to one embodiment, the controller is adapted to: when the vehicle speed is above a threshold speed, when the switch is in a first position, implement a regenerative braking command to actuate the regenerative braking system; and when the switch is in a second position different from the first position, implement a friction braking command to actuate the friction braking system.

[0074] According to the present invention, a method for operating a vehicle is provided, the method comprising: at a controller, in response to a user-actuatable switch being actuated when the vehicle speed is greater than a threshold speed, implementing a regenerative braking command to actuate a regenerative braking system; and in response to a user-actuatable switch being actuated when the vehicle speed is less than or equal to the threshold speed, implementing a parking brake command to actuate an electronic parking brake.

[0075] According to one embodiment, the above invention is further characterized by the threshold speed being in the range of about 0 miles per hour to about 2 miles per hour.

[0076] According to one embodiment, the user-actuatable switch is suitable for moving from a first position to a second position deviating from the first position, and wherein the method further comprises: at a controller, when a vehicle speed is above a threshold speed, in response to the user-actuatable switch being maintained in the second position for a predetermined period of time, implementing a friction braking command to actuate the friction braking system; and in response to the user-actuatable switch being maintained in the second position for a period of time less than the predetermined period of time and moving to the first position, implementing a regenerative braking command to actuate the regenerative braking system.

[0077] According to one embodiment, the above invention is further characterized in that the predetermined time period is in the range of about 0.1 seconds to about 2 seconds.

[0078] According to one embodiment, the user-actuatable switch is suitable for moving from a first position to a second position deviating from the first position and a third position deviating from the first position and the second position, and wherein the method further comprises: at the controller, when the vehicle speed is higher than a threshold speed, in response to the user-actuatable switch moving to the second position, implementing a friction braking command to actuate the friction braking system; and in response to the user-actuatable switch moving to the third position, implementing a regenerative braking command to actuate the regenerative braking system.

[0079] According to one embodiment, the user-actuatable switch is suitable for moving from a first position to a second position deviating from the first position, a third position deviating from the first position and the second position, and a fourth position deviating from the first position, the second position and the third position, and wherein the method further comprises: at the controller, when the vehicle speed is higher than a threshold speed, in response to the user-actuatable switch moving to the second position, implementing a regenerative braking command to actuate the regenerative braking system; in response to the user-actuatable switch moving to the third position, implementing a friction braking command to actuate the friction braking system; and in response to the user-actuatable switch moving to the fourth position, implementing a release command to deactivate at least one of the friction braking system and the regenerative braking system.

[0080] According to one embodiment, the controller is adapted to: implement a regenerative braking command to actuate the regenerative braking system in response to a user-actuated switch moving to a first position when the vehicle speed is above a threshold speed; and implement a friction braking command to actuate the friction braking system in response to a user-actuated switch moving to a second position different from the first position.

[0081] According to the present invention, a vehicle is provided, the vehicle having: a user-actuable switch; and a controller, the controller being adapted, when the user-actuable switch is actuated, to: implement a regenerative braking command to actuate a regenerative braking system when the switch is in a first position and the vehicle speed is above a threshold speed; implement a friction braking command to actuate a friction braking system when the switch is in a second position different from the first position and the vehicle speed is above a threshold speed; and implement a parking brake command to actuate an electronic parking brake when the vehicle speed is less than or equal to the threshold speed.

[0082] According to one embodiment, the above invention is further characterized in that: the user-actuable switch is movable between a first position and a second position deviating from the first position, wherein when the switch is maintained in the second position for a predetermined period of time, the controller is suitable for implementing a regenerative braking command to actuate the regenerative braking system when the vehicle speed is higher than a threshold speed, and wherein when the switch is maintained in the second position for less than a predetermined period of time, the controller is suitable for implementing a friction braking command to actuate the friction braking system when the vehicle speed is higher than a threshold speed.

[0083] According to one embodiment, the above invention is further characterized in that: the user-actuated switch is movable between a first position, a second position deviating from the first position, and a third position deviating from the first position and the second position, wherein the controller is adapted to implement a friction braking command to actuate the friction braking system when the switch is moved to the second position and the vehicle speed is above a threshold speed, and wherein the controller is adapted to implement a regenerative braking command to actuate the regenerative braking system when the switch is moved to the third position and the vehicle speed is above a threshold speed.

[0084] According to one embodiment, the user-actuable switch is movable between a first position, a second position deviating from the first position, a third position deviating from the first position and the second position, and a fourth position deviating from the first position, the second position, and the third position, wherein the controller is adapted to implement a regenerative braking command to actuate the regenerative braking system when the switch is moved to the second position and the vehicle speed is above a threshold speed, wherein the controller is adapted to implement a friction braking command to actuate the friction braking system when the switch is moved to the third position and the vehicle speed is above a threshold speed, and wherein the controller is adapted to implement a release command to deactivate at least one of the friction braking system and the regenerative braking system.

[0085] According to one embodiment, the threshold speed is in the range of approximately 0 miles per hour to approximately 2 miles per hour.

Claims

1. A vehicle comprising: a user-actuatable multi-position switch; as well as a controller adapted, when the multi-position switch is actuated, to: When the vehicle speed is higher than a threshold speed, selectively implementing a regenerative braking command or a friction braking command to actuate the regenerative braking system or the friction braking system according to a state in which the multi-position switch is actuated by a user; as well as implementing a parking brake command to actuate an electronic parking brake when the vehicle speed is less than or equal to the threshold speed, The multi-position switch comprises a first position, a second position and a third position which are offset from each other, wherein the first position is a neutral position, the second position is a first actuated position, and the third position is a second actuated position, When the vehicle speed is higher than the threshold speed, the controller is configured to: implementing the friction brake command to actuate the friction brake when the switch is moved to the second position; as well as When the switch is moved to the third position, the regenerative braking command is implemented to actuate the regenerative braking system.

2. The vehicle of claim 1, wherein the threshold speed is in the range of 0 miles per hour to 2 miles per hour.

3. The vehicle of claim 1, wherein the user-actuatable multi-position switch is a movable user-actuatable switch that is movable between the first position and the second position.

4. The vehicle of claim 1, wherein when the vehicle speed is higher than the threshold speed, the controller is further configured to: In response to the switch being maintained in the second position for a predetermined period of time, the friction braking command is implemented to actuate the friction braking system.

5. The vehicle of claim 4, wherein the predetermined period of time is in the range of 0.1 seconds to 2 seconds.

6. The vehicle of claim 1, wherein: The multi-position switch further includes a fourth position deviating from the first position, the second position, and the third position, wherein when the vehicle speed is higher than the threshold speed, the controller is further configured to: When the switch is moved to the fourth position, a release command is implemented to deactivate at least one of the friction braking system and the regenerative braking system.

7. A vehicle comprising: a user-actuatable multi-position switch; as well as a controller adapted, when the multi-position switch is actuated, to: When the vehicle speed is higher than a threshold speed, selectively implementing a regenerative braking command or a friction braking command to actuate the regenerative braking system or the friction braking system according to a state in which the multi-position switch is actuated by a user; as well as implementing a parking brake command to actuate an electronic parking brake when the vehicle speed is less than or equal to the threshold speed, The multi-position switch includes a first position and a second position that are offset from each other, wherein the first position is a neutral position and the second position is an actuated position, and when the vehicle speed is higher than the threshold speed, the controller is configured to: implementing the friction braking command to actuate the friction braking system in response to the switch being maintained in the second position for a predetermined period of time; as well as In response to the switch being maintained in the second position for a period of time less than the predetermined period of time and being moved to the first position, the regenerative braking command is implemented to actuate the regenerative braking system.

8. The vehicle of claim 7, wherein the threshold speed is in the range of 0 miles per hour to 2 miles per hour.

9. The vehicle of claim 7, wherein the predetermined period of time is in the range of 0.1 seconds to 2 seconds.

10. A method for operating a vehicle, comprising: At the controller, In response to a user-actuatable multi-position switch being actuated when the vehicle speed is above a threshold speed, selectively implementing a regenerative braking command or a friction braking command to actuate the regenerative braking system or the friction braking system depending on the state of the user actuation of the multi-position switch; as well as implementing a parking brake command to actuate an electronic parking brake in response to the user-actuatable multi-position switch being actuated when the vehicle speed is less than or equal to the threshold speed, wherein the user actuatable switch is adapted to move from a first position to a second position offset from the first position and to a third position offset from the first position and the second position, and wherein the method further comprises: At the controller, when the vehicle speed is higher than the threshold speed, implementing the friction braking command to actuate the friction braking system in response to the user-actuatable switch moving to the second position; as well as In response to the user-actuatable switch being moved to the third position, the regenerative braking command is implemented to actuate the regenerative braking system.

11. The method of claim 10, wherein the threshold speed is in the range of 0 miles per hour to 2 miles per hour.

12. The method of claim 10, wherein the method further comprises: At the controller, when the vehicle speed is higher than the threshold speed, In response to the user-actuatable switch being maintained in the second position for a predetermined period of time, the friction braking command is implemented to actuate the friction braking system.

13. The method of claim 12, wherein the predetermined time period is in the range of 0.1 seconds to 2 seconds.

14. The method of claim 10, wherein the user-actuatable switch is further adapted to move from a first position to a fourth position offset from the first position, the second position, and the third position, and wherein the method further comprises: At the controller, when the vehicle speed is higher than the threshold speed, In response to the user-actuatable switch being moved to the fourth position, a release command is implemented to deactivate at least one of the friction braking system and the regenerative braking system.

15. A method for operating a vehicle, comprising: At the controller, In response to a user-actuatable multi-position switch being actuated when the vehicle speed is above a threshold speed, selectively implementing a regenerative braking command or a friction braking command to actuate the regenerative braking system or the friction braking system depending on the state of the user actuation of the multi-position switch; as well as implementing a parking brake command to actuate an electronic parking brake in response to the user-actuatable multi-position switch being actuated when the vehicle speed is less than or equal to the threshold speed, wherein the user-actuatable multi-position switch is adapted to move from a first position to a second position offset from the first position, and wherein the method further comprises: At the controller, when the vehicle speed is higher than the threshold speed, implementing the friction braking command to actuate the friction braking system in response to the user-actuatable switch being maintained in the second position for a predetermined period of time; and In response to the user-actuatable switch being maintained in the second position for a period of time less than the predetermined period of time and being moved to the first position, the regenerative braking command is implemented to actuate the regenerative braking system.

16. The method of claim 15, wherein the threshold speed is in the range of 0 miles per hour to 2 miles per hour.

17. The method of claim 15, wherein the predetermined time period is in the range of 0.1 seconds to 2 seconds.

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