Automobile brake system

Abstract

The application discloses a kind of automobile brake systems, needed structure can be simpler by sending wake-up signal to pedal by force, including: pedal stroke sensor (PTS), whether the pressure of pedal is detected and the degree of pressure;And wake-up identification circuit, with the PTS each other can be powered directly connected, and receive signal from the PTS to wake up electronic control device (ECU);Wherein, in the case where the output signal is above the set value, the PTS passes the output signal to the wake-up identification circuit.

Description

Technical Field

[0001] This invention relates to automotive braking systems, and more specifically, to automotive braking systems that can simplify the required structure for sending a wake-up signal by applying force to the pedal. Background Technology

[0002] A car's braking system is a system that slows down or stops a moving vehicle. A typical car braking system is connected to a pedal and is driven by the pressure applied to the pedal.

[0003] Traditional automotive braking systems use a PTS (Pedal Travel Sensor) to detect whether the pedal is pressed and the degree of pressure. The ECU (Electronic Control Unit) receives the output signal from the PTS and executes the vehicle braking.

[0004] Additionally, the pedal can be connected to a separate circuit, independent of the PTS, that identifies the force applied to the pedal and outputs a signal to the ECU requiring a wake-up signal. Thus, when force is applied to the pedal, a wake-up signal can be sent to the ECU of the vehicle's braking system, and the ECU can be automatically activated.

[0005] However, this type of automotive braking system requires additional wiring for transmitting and receiving wake-up signals between the pedal and the ECU. That is, additional wiring between the pedal and the ECU needs to be added to the existing circuitry. This increases the overall weight of the automotive braking system and further increases manufacturing costs.

[0006] Therefore, there is a need to develop an automotive braking system that simplifies the structure required to send a wake-up signal by applying force to the pedal.

[0007] Korean Patent Publication No. 10-1904710 discloses a braking control method for an intelligent power booster for automobiles. Specifically, it discloses a braking control method that supplies minimum power to the ECU of the automobile braking system when force is applied to the pedal.

[0008] However, this type of brake control method will form a circuit that sends a wake-up signal by applying force to the pedal independently of the PTS, and will also require wiring for transmission and reception between the pedal and the ECU.

[0009] Korean Patent Publication No. 10-2016-0032659 discloses a wake-up system that generates a wake-up signal from a wake-up data packet. Specifically, it discloses a wake-up system that generates a wake-up signal by receiving a signal from a pedal.

[0010] However, this type of wake-up system does not disclose the specific connection between the pedal and the wake-up system. Furthermore, it also does not disclose the connection between the vehicle's braking system ECU or PTS and the wake-up system.

[0011] (Prior art document 1) Korean Patent Publication No. 10-1904710 (October 5, 2018)

[0012] (Prior art document 2) Korean Patent Publication No. 10-2016-0032659 (March 24, 2016) Summary of the Invention

[0013] (a) Technical problems to be solved

[0014] One object of the present invention is to provide an automotive braking system that simplifies the required structure for sending a wake-up signal by applying force to the pedal.

[0015] Another object of the present invention is to provide an automotive braking system that can further reduce standby power.

[0016] Another object of the present invention is to provide an automotive braking system that can reduce manufacturing costs.

[0017] (II) Technical Solution

[0018] To achieve the above objectives, an embodiment of the present invention provides an automotive braking system comprising: a PTS for detecting whether the pedal is pressurized and the degree of pressurization; and a wake-up identification circuit that is electrically connected to the PTS and receives a signal from the PTS to wake up the ECU; wherein, when the output signal is above a set value, the PTS transmits the output signal to the wake-up identification circuit.

[0019] In addition, after the PTS transmits the output signal to the wake-up recognition circuit, it holds the output signal for a set time and can transmit it to the wake-up recognition circuit.

[0020] In addition, the wake-up recognition circuit can be activated at any time via power.

[0021] In addition, the PTS can be directly coupled to the pedal.

[0022] Additionally, the PTS may have a push-button switch that contacts the pedal when the pedal is rotated under pressure to detect whether the pedal is being pressurized and the degree of pressure.

[0023] In addition, the power supply of the PTS and the ECU can be directly connected and can receive power at any time.

[0024] In addition, the PTS and the regulator of the ECU can be directly connected to each other electrically. When the output signal is above a set value, the PTS transmits the output signal to the regulator, and the regulator can receive the output signal and be woken up.

[0025] Additionally, the PTS may include: a PCB (Printed Circuit Board); a magnet, the magnetic strength of which changes as the pedal is pressed; a sensing circuit disposed on one side of the PCB, which senses whether the pedal is pressed and the degree of pressure based on the change in magnetic strength; and a switching circuit that outputs a signal to the wake-up recognition circuit when the change in magnetic strength exceeds a predetermined amount.

[0026] In addition, the switching circuit can be electrically connected to a separate battery independent of the ECU's power supply, and can receive power at any time.

[0027] In addition, the wake-up recognition circuit is built into the CEM (Central Electronic Module) which is independent of the ECU; when the wake-up recognition circuit receives the output signal from the PTS, the ECU can supply power to the PTS.

[0028] Additionally, the switching circuit can be configured on one side of the PCB.

[0029] Additionally, the switching circuit can be configured on the opposite side of the PCB from the first side.

[0030] In addition, the PTS can be spaced apart from the pedal.

[0031] Additionally, the PTS may include: a PCB; a magnet, the magnetic strength of which changes as the pedal is pressed; a sensing circuit disposed on one side of the PCB, which senses whether the pedal is pressed and the degree of pressure based on the change in magnetic strength; and a switching circuit that outputs a signal to the wake-up recognition circuit when the change in magnetic strength exceeds a predetermined amount.

[0032] In addition, the output signal of the PTS is a PWM (Pulse Width Modulation) signal; the wake-up recognition circuit may include a monitoring circuit, which monitors the PWM signal and transmits the PWM signal to the wake-up recognition circuit when the PWM signal reaches a set value.

[0033] (III) Beneficial Effects

[0034] Among the various effects of the present invention, the following effects can be obtained through the above-described solutions:

[0035] First, the vehicle braking system includes a PTS and a wake-up recognition circuit. The PTS detects whether the pedal is pressurized and the degree of pressurization. The wake-up recognition circuit is directly connected to the PTS and can receive signals from the PTS to wake up the ECU.

[0036] Therefore, without the need for a separate circuit to identify the force applied to the pedal, a wake-up signal can be sent to the ECU when force is applied to the pedal, thereby automatically activating the ECU. This eliminates the need for additional wiring for sending and receiving wake-up signals between the pedal and the ECU. As a result, the overall weight of the vehicle's braking system is reduced, and the structure can be simplified. Furthermore, it also increases the spatial freedom within the vehicle's braking system.

[0037] Additionally, the PTS includes a switching circuit that outputs a signal to the wake-up recognition circuit when force is applied to the pedal. This switching circuit can be electrically connected to a separate battery independent of the ECU power supply, thus allowing it to receive power at any time.

[0038] The wake-up recognition circuit is built into the CEM, which is independent of the ECU, and receives the wake-up signal from the PTS, sending the signal to the ECU. The ECU receives the wake-up signal from the CEM to supply power to the PTS.

[0039] Therefore, when the car is off, i.e., parked, the wake-up process can be performed using a separate battery, without requiring power to the ECU. This further reduces the ECU's standby power consumption and, more importantly, improves the ECU's efficiency.

[0040] Furthermore, the switching circuit detects whether force is applied to the pedal based on the magnetic strength of the magnets already installed in the existing PTS. In other words, the switching circuit utilizes the magnets already installed in the existing PTS to detect whether force is applied to the pedal.

[0041] This further reduces the cost of replacing the existing PTS structure. Furthermore, it reduces the manufacturing cost of the automotive braking system. Attached Figure Description

[0042] Figure 1 This is a conceptual diagram illustrating an embodiment of the automotive braking system of the present invention.

[0043] Figure 2 It is shown in Figure 1 A conceptual diagram of the output results of the PTS and wake-up recognition circuit configured in the automotive braking system.

[0044] Figures 3 to 4 It is shown in Figure 1A conceptual diagram showing the connection between the PTS, ECU, and battery in a car's braking system.

[0045] Figure 5 It is shown in Figure 1 A conceptual diagram of the PTS configuration for a car's braking system.

[0046] Figure 6 This is a conceptual diagram illustrating an automotive braking system according to another embodiment of the present invention.

[0047] Figure 7 It is shown in Figure 6 A conceptual diagram showing the integration relationship between the PTS, ECU, battery, and CEM in a car's braking system.

[0048] Figure 8 This is a conceptual diagram illustrating an automotive braking system according to another embodiment of the present invention.

[0049] Figure 9 It is shown in Figure 8 A conceptual diagram showing the connection between the PTS and ECU in a car's braking system.

[0050] Figure 10 It shows through Figure 9 A conceptual diagram of the wake-up induction process generated by the change in magnetic intensity of PTS.

[0051] Figure 11 It is shown in Figure 8 A conceptual diagram of another embodiment of the PTS and ECU configuration of an automotive braking system. Detailed Implementation

[0052] Hereinafter, with reference to the accompanying drawings, an embodiment of the automobile braking system 1 of the present invention will be described in more detail.

[0053] In the following description, some components may be omitted in order to clarify the features of the present invention.

[0054] In this specification, even in different embodiments, the same reference numerals are used for the same structure, and repeated descriptions will be omitted.

[0055] The accompanying drawings are merely illustrative of the embodiments disclosed in this specification and should not be construed as limiting the technical ideas disclosed herein.

[0056] Singular expressions include plural expressions unless otherwise specified in the text.

[0057] The following is for reference Figures 1 to 5 This invention describes an embodiment of an automotive braking system 1.

[0058] The vehicle braking system 1 refers to the system that decelerates or stops a moving vehicle 2. The vehicle braking system 1 is connected to the pedal 10 and is driven based on whether the pedal 10 is pressed and the degree of pressure applied.

[0059] In addition, the vehicle braking system 1 generates a wake-up signal when force is applied to the pedal 10, which can then automatically start.

[0060] The vehicle braking system 1 of this embodiment includes: pedal 10, PTS 20, ECU 30, wake-up recognition circuit 40 and battery 50.

[0061] The pedal 10 serves to generate a drive signal in the vehicle's braking system 1 by applying force by a person.

[0062] The pedal 10 controls the driving and stopping of the vehicle's braking system 1 based on whether force is applied. In addition, the braking force of the vehicle 2 can be determined based on the degree of force applied to the pedal 10.

[0063] The PTS 20 is used to detect whether force is applied to the pedal 10 and the degree of force applied.

[0064] The PTS 20 detects whether the pedal 10 is pressurized and the degree of pressurization, and transmits the output based on the detection result to the wake-up recognition circuit 40 described later.

[0065] For PTS 20, it can be divided into external or internal types depending on whether it is directly connected to pedal 10. Figure 1 In the illustrated embodiment, the PTS 20 is configured as an external PTS 20 that is directly coupled to the pedal 10.

[0066] However, if the output signal is above the set value, PTS 20 transmits the output signal to the wake-up recognition circuit 40; if the output signal is below the set value, PTS 20 does not transmit the signal to the wake-up recognition circuit 40. This will be explained in detail later.

[0067] Multiple PTS 20s can be configured. In one embodiment, a total of two PTS 20s can be configured, one for the PDT channel and the other for the PDF channel.

[0068] PTS 20 includes circuitry for receiving power from ECU 30 and circuitry for sending output signals to ECU 30 based on the sensing results.

[0069] ECU 30 controls the drive state of the vehicle braking system 1.

[0070] ECU 30 and PTS 20 are electrically connected to each other. ECU 30 includes circuitry for supplying power to PTS 20 and circuitry for receiving output signals based on the sensing results of PTS 20.

[0071] In the illustrated embodiment, the ECU 30 includes a first PTS control unit 310 and a second PTS control unit 320.

[0072] The first PTS control unit 310 and the second PTS control unit 320 are electrically connected to each other with different PTS 20s. In one embodiment, the first PTS control unit 310 and the second PTS control unit 320 are electrically connected to each other with PTS 20s formed with different channels.

[0073] The first PTS control unit 310 and the second PTS control unit 320 receive detected output signals from the PTS 20 connected to them respectively and supply power to the connected PTS 20.

[0074] In the illustrated embodiment, the circuitry output from PTS 20 to ECU 30 is electrically connected to wake-up recognition circuit 40.

[0075] The wake-up recognition circuit 40 is a recognition circuit used to generate a wake-up signal in the ECU 30.

[0076] The wake-up recognition circuit 40 and PTS 20 are directly connected and electrically connected to each other. In addition, the wake-up recognition circuit 40 receives the output signal of PTS 20 and outputs the output signal to the outside.

[0077] Accordingly, without the need for a separate circuit to identify the force applied to the pedal 10, the ECU 30 can be automatically activated by sending a wake-up signal when force is applied to the pedal 10. Thus, no wiring is required for sending and receiving wake-up signals between the pedal 10 and the ECU 30. As a result, the overall weight of the vehicle braking system 1 is reduced, and the structure can be simplified. Furthermore, the spatial freedom within the vehicle braking system 1 can be increased.

[0078] In the illustrated embodiment, the wake-up recognition circuit 40 is formed inside the ECU 30. However, the wake-up recognition circuit 40 is not limited to the illustrated embodiment, but can be formed in various structures that are electrically and directly connected to the PTS 20.

[0079] In the illustrated embodiment, the wake-up recognition circuit 40 is connected to a circuit for transmitting the output signal of PTS 20 to the first PTS control unit 310 and a circuit for transmitting the output signal of PTS 20 to the second PTS control unit 320, respectively.

[0080] However, the structure of the wake-up identification circuit 40 is not limited to the embodiment shown, but can be configured in various ways to be directly and electrically connected to the PTS 20. For example, the wake-up identification circuit 40 can be connected to either the circuit for transmitting the output signal of the PTS 20 to the first PTS control unit 310 or the circuit for transmitting the output signal of the PTS 20 to the second PTS control unit 320.

[0081] The following is for reference Figure 2 This describes the output of the wake-up recognition circuit 40 based on the output result of PTS 20.

[0082] Figure 2 (a) and Figure 2 (b) The outputs of PTS 20 and wake-up recognition circuit 40 based on analog and digital signals are shown respectively.

[0083] As described above, when the output signal of PTS 20 is above a set value, the wake-up recognition circuit 40 receives the output signal and outputs it. This can be achieved by an edge-triggered circuit or the like configured between PTS 20 and wake-up recognition circuit 40.

[0084] If the output signal of PTS 20 reaches the set value, the output signal is held for the set time and transmitted to the wake-up recognition circuit 40. This is to prevent jitter caused by frequent wake-up signals.

[0085] The following is for reference Figure 3 This describes one embodiment of the external PTS 20.

[0086] exist Figure 3 In the illustrated embodiment, PTS 20 has a push-button switch that contacts the pedal 10 when the pedal 10 is pressurized to detect whether the pedal 10 is pressurized and the degree of pressurization.

[0087] The PTS 20 is directly and electrically connected to the battery 50 that supplies power to the ECU 30, so that it can receive power from the battery 50 at any time.

[0088] ECU 30 includes regulator 330.

[0089] The regulator 330 is directly and electrically connected to the PTS 20, and receives a wake-up signal from the PTS 20 to output power. Specifically, when the output signal of the PTS 20 is above a set value, the regulator 330 receives the wake-up signal and outputs power.

[0090] Additionally, the power output from regulator 330 is supplied to PTS 20.

[0091] The following is for reference Figures 4 to 5Another embodiment of the external PTS 20 will be described.

[0092] exist Figures 4 to 5 In the illustrated embodiment, PTS 20 includes: a sensing circuit 210, a switching circuit 220, a PCB 230, a magnet 240, and a flux concentration board 250.

[0093] The sensing circuit 210 senses whether the pedal 10 is pressed and the degree of pressure via the magnet 240 (described later). The magnet 240 is connected to one end of the pedal 10, and when the pedal 10 is pressed, it rotates together with the pedal 10, causing a change in magnetic intensity. Accordingly, the sensing circuit 210 can sense whether the pedal 10 is pressed and the degree of pressure from the change in magnetic intensity of the magnet 240.

[0094] When the change in magnetic intensity of magnet 240 exceeds a preset amount, the switching circuit 220 outputs a signal to the wake-up recognition circuit 40. At this time, the switching circuit 220 and the sensing circuit 210 detect the change in magnetic intensity of the same magnet 240. This further reduces the cost required to replace the existing PTS 20 structure. Furthermore, it can further reduce the manufacturing cost of the automotive braking system 1.

[0095] In addition, the vehicle braking system 1 also includes a separate battery 50 with a power supply independent of the ECU 30. The switching circuit 220 is electrically connected to the separate battery 50 and can receive power from the battery 50 at any time.

[0096] When force is applied to pedal 10, the wake-up signal generation process of ECU 30 is as follows:

[0097] ① When the car 2 is off and the pedal 10 is pressed, rotating the pedal 10 causes the magnet 240 of the switching circuit 220 to rotate simultaneously. As the magnet 240 rotates, the magnetic intensity within the switching circuit 220 changes. ② The switching circuit 220 detects the change in magnetic intensity of the magnet 240 and outputs a signal to the ECU 30. ③ Accordingly, the ECU 30 generates a wake-up signal and supplies power to the PTS 20. ④ The PTS 20, receiving the power supply, transmits action and output signals to the ECU 30.

[0098] The following is for reference Figure 5 The various embodiments of PTS 20 will be described in more detail below.

[0099] In the illustrated embodiment, the sensing circuit 210 and the switching circuit 220 of the PTS 20 are disposed on the PCB 230.

[0100] PCB 230 is formed based on sensing circuit 210 and switching circuit 220. The sensing circuit 210 and the switch can be formed in various positions.

[0101] exist Figure 5 In the embodiment shown in (a), the sensing circuit 210 and the switching circuit 220 can be arranged side by side on one side of the PCB 230. Figure 5 (b) In the embodiment shown, the sensing circuit 210 and the switching circuit 220 are respectively disposed on one side and the other side of the PCB 230. That is, the sensing circuit 210 and the switching circuit 220 are disposed face-to-face with each other across the PCB 230.

[0102] The magnet 240 is arranged with the sensing circuit 210 and the switching circuit 220 separated by an air layer.

[0103] A magnet 240 is disposed at one end of the pedal 10 and rotates together with the pedal 10 when the pedal 10 is pressurized and rotated. As the magnet 240 rotates, the magnetic intensity changes. The sensing circuit 210 and the switching circuit 220 detect the change in magnetic intensity and output a signal to the ECU 30 or the wake-up identification circuit 40.

[0104] In the illustrated embodiment, a flux concentrator 250 is provided between the sensing circuit 210 and the switching circuit 220 and the magnet 240.

[0105] The flux concentrator 250 concentrates the magnetization direction of the magnet 240 to a specific area, thereby improving the accuracy of sensing.

[0106] Therefore, without changing the size and shape of the existing magnet 240, the sensing circuit 210 and the switching circuit 220 can also detect changes in magnetic intensity.

[0107] In one embodiment, the flux concentration plate 250 may be formed of a metallic material.

[0108] The above has described an embodiment of the automobile braking system 1 of the present invention. Hereinafter, reference will be made to... Figures 6 to 7 The following describes another embodiment of the automotive braking system 1 of the present invention.

[0109] The vehicle braking system 1 of this embodiment corresponds in function and structure to the vehicle braking system 1 of the above embodiment. However, the vehicle braking system 1 of this embodiment differs from the vehicle braking system 1 of the above embodiment in some components.

[0110] Specifically, the vehicle braking system 1 in this embodiment differs from the vehicle braking system 1 in the above embodiment in that the wake-up recognition circuit 40 is built into the CEM 60, which is independent of the ECU 30.

[0111] Hereinafter, the automobile braking system 1 of this embodiment will be described with a focus on the differences from the automobile braking system 1 of the above embodiment.

[0112] The vehicle braking system 1 of this embodiment includes: a pedal 10, a PTS 20, an ECU 30, a wake-up identification circuit 40, a battery 50, and a CEM 60. Among these components, the pedal 10 and battery 50 of this embodiment have the same structure, function, and connection structure as the structures of the aforementioned embodiments.

[0113] However, PTS 20, ECU 30, wake-up recognition circuit 40 and CEM 60 differ from the automotive braking system 1 of the above embodiment in some components.

[0114] The wake-up identification circuit 40 is built into the CEM 60, which is independent of the ECU 30. Accordingly, the switching circuit 220 of the PTS 20 can be electrically connected to the CEM 60 instead of the ECU 30, thereby outputting a signal to the CEM 60.

[0115] In this embodiment, the process of generating a wake-up signal when force is applied to pedal 10 is as follows:

[0116] ① When the car 2 is off and the pedal 10 is pressed, rotating the pedal 10 causes the magnet 240 of the switching circuit 220 to rotate simultaneously. As the magnet 240 rotates, the magnetic intensity within the switching circuit 220 changes. ② The switching circuit 220 detects the change in magnetic intensity of the magnet 240 and outputs a signal to the CEM 60. ③ If the CEM 60 receives a wake-up signal, the ECU 30 supplies power to the PTS 20. ④ The PTS 20, receiving power, transmits action and output signals to the ECU 30.

[0117] In summary, after the CEM 60 internal wake-up recognition circuit 40 receives the output signal from the PTS 20, the ECU 30 supplies power to the PTS 20.

[0118] Therefore, when the car 2 is off, i.e., while parked, the wake-up action can be performed via the additional battery 50, without requiring power to the ECU 30. This further reduces the standby power consumption of the ECU 30 and, more importantly, improves its efficiency.

[0119] The above describes another embodiment of the automobile braking system 1 of the present invention. Hereinafter, reference will be made to... Figures 8 to 11 The following describes another embodiment of the automobile braking system 1 of the present invention.

[0120] The vehicle braking system 1 of this embodiment corresponds in function and structure to the vehicle braking system 1 of the above embodiment. However, the vehicle braking system 1 of this embodiment differs from the vehicle braking system 1 of the above embodiment in some components.

[0121] Specifically, the vehicle braking system 1 of this embodiment differs from the vehicle braking system 1 of the above embodiment in that the PTS 20 and the pedal 10 are spaced apart from each other, i.e., they are formed as a built-in type.

[0122] Hereinafter, the automobile braking system 1 of this embodiment will be described with a focus on the differences from the automobile braking system 1 of the above embodiment.

[0123] The vehicle braking system 1 of this embodiment includes: a pedal 10, a PTS 20, an ECU 30, and a wake-up recognition circuit 40. Among the components, the pedal 10 of this embodiment has the same structure, function, and connection structure as the above embodiments.

[0124] However, the PTS 20, ECU 30 and wake-up recognition circuit 40 differ from the automotive braking system 1 of the above embodiment in some components.

[0125] In this embodiment, the PTS 20 and the pedal 10 are spaced apart from each other. That is, it is formed as a built-in type.

[0126] In the embodiment shown in 9, the PTS 20 includes a sensing circuit 210, a switching circuit 220, and a magnet 240. The switching circuit 220 detects changes in the magnetic intensity of the magnet 240, and when the magnetic intensity of the magnet 240 is above a set magnetic intensity, the switching circuit 220 outputs a signal to the wake-up recognition circuit 40.

[0127] In the embodiment, the ECU 30 includes an internal power supply circuit 340 and an MCU (Micro Controller Unit) 350 in addition to the first PTS control unit 310 and the second PTS control unit 320.

[0128] In the described embodiment, the process of generating a wake-up signal when force is applied to pedal 10 is as follows:

[0129] ① Power is continuously supplied to the internal power circuit 340 and switching circuit 220 of the ECU 30. ② Accordingly, the switching circuit 220 is continuously activated. ③ When the vehicle 2 is off and the pedal 10 is pressed, the pedal 10 is rotated, and the magnet 240 of the PTS 20 rotates simultaneously. As the magnet 240 rotates, the magnetic intensity within the switching circuit 220 changes. ④ Accordingly, the switching circuit 220 detects the change in the magnetic intensity of the magnet 240. ⑤ Based on this, the switching circuit 220 outputs a signal to the wake-up recognition circuit 40. ⑥ The wake-up recognition circuit 40 sends a wake-up signal to the internal power circuit 340 of the ECU 30. After receiving the wake-up signal, the internal power circuit 340 of the ECU 30 supplies power to the MCU 350 and the sensing circuit 210 of the PTS 20. The sensing circuit 210, receiving the power supply, transmits action and output signals to the ECU 30.

[0130] Figure 10 This illustrates how the magnetic intensity changes based on the applied force to pedal 10. Here, it is assumed that the magnetic intensity of magnet 240 when pedal 10 is pressed is the wake-up point. If the magnetic intensity of magnet 240 reaches the wake-up point, the switching circuit 220 senses this magnetic intensity and outputs a signal to the wake-up recognition circuit 40.

[0131] As described above, the wake-up recognition circuit 40 receives a signal and generates a wake-up signal in the ECU 30. In short, if the magnetic intensity of the magnet 240 increases above the wake-up point as the pressure pedal 10 is applied, the switching circuit 220 generates a wake-up signal in the ECU 30.

[0132] exist Figure 11 In the illustrated embodiment, the PTS 20 includes a sensing circuit 210 and a magnet 240. The sensing circuit 210 senses whether the pedal 10 is pressurized and the degree of pressurization based on changes in the magnetic intensity of the magnet 240. Furthermore, the sensing circuit 210 outputs a PWM signal.

[0133] In this embodiment, the wake-up recognition circuit 40 is connected to an LDO 410 (Low-dropout Regulator) and a monitoring circuit 420, with the LDO 410 maintaining a constant circuit voltage. The monitoring circuit 420 is electrically connected to the sensing circuit 210 and receives an output signal based on the sensing result of the sensing circuit 210. The monitoring circuit 420 monitors the output signal and, when the output signal reaches a preset value, transmits the output signal to the wake-up recognition circuit 40.

[0134] The process of generating a wake-up signal when force is applied to pedal 10 in the above embodiment is as follows:

[0135] ① Power is continuously supplied to the internal power circuit 340, sensing circuit 210, and monitoring circuit 420 of the ECU 30. ② At this time, the power supplied to the sensing circuit 210 and monitoring circuit 420 is maintained at a constant voltage through the LDO 410. ③ Accordingly, the sensing circuit 210 is continuously driven. ④ When the car 2 is off and the pedal 10 is pressed, the pedal 10 is rotated, and the magnet 240 of the sensing circuit 210 also rotates. ⑤ The sensing circuit 210 outputs a signal to the monitoring circuit 420 based on the magnetic strength of the magnet 240, and increases the output signal. ⑥ At this time, the monitoring circuit 420 recognizes the increase in the output signal of the sensing circuit 210. ⑦ Based on this, the monitoring circuit 420 outputs a signal to the wake-up recognition circuit 40. ⑧ The wake-up recognition circuit 40 sends a wake-up signal to the internal power circuit 340 of the ECU 30. After receiving the wake-up signal, the internal power circuit 340 supplies power to the MCU 350 and the sensing circuit 210. The sensing circuit 210, which receives power, transmits action and output signals to the monitoring circuit 420 and the ECU 30.

[0136] The preferred embodiments of the present invention have been described above with reference to the accompanying drawings, but the present invention is not limited to the structure of the embodiments described above.

[0137] Furthermore, various modifications and alterations can be made by those skilled in the art to which this invention pertains without departing from the spirit and scope of the invention as set forth in the claims.

[0138] Furthermore, the embodiments described can be selectively combined in whole or in part to achieve various modifications.

[0139] (Explanation of reference numerals in the attached diagram)

[0140] 1: Car braking system

[0141] 10: Pedal

[0142] 20: PTS

[0143] 210: Induction circuit

[0144] 220: Switching circuit

[0145] 230: PCB

[0146] 240: Magnet

[0147] 250: Flux Concentrator

[0148] 30: ECU

[0149] 310: First PTS Control Unit

[0150] 320: Second PTS Control Unit

[0151] 330: Regulator

[0152] 340: Internal power supply circuit

[0153] 350: MCU

[0154] 40: Wake-up recognition circuit

[0155] 410: LDO

[0156] 420: Monitoring circuit

[0157] 50: Battery

[0158] 60: CEM

[0159] 2: Cars

Claims

1. A vehicle braking system, comprising: The pedal travel sensor, or PTS, detects whether the pedal is pressurized and the degree of pressurization. and The wake-up identification circuit is directly and electrically connected to the PTS, and receives signals from the PTS to wake up the electronic control unit (ECU). The PTS includes: Printed circuit boards (PCBs) are also known as printed circuit boards. The magnetic strength of the magnet changes as pressure is applied to the pedal. A sensing circuit, disposed on one side of the PCB, senses whether the pedal is pressurized and the degree of pressurization based on changes in the magnetic intensity; and The switching circuit outputs a signal to the wake-up recognition circuit when the change in magnetic intensity exceeds a preset amount. Specifically, when the output signal is above a set value, the PTS transmits the output signal to the wake-up recognition circuit.

2. The automotive braking system according to claim 1, characterized in that, The PTS transmits the output signal to the wake-up recognition circuit, holds the output signal for a set time, and then transmits it to the wake-up recognition circuit.

3. The automotive braking system according to claim 1, characterized in that, The wake-up recognition circuit is activated at any time via power supply.

4. The automotive braking system according to claim 1, characterized in that, The PTS is directly connected to the pedal.

5. The automotive braking system according to claim 4, characterized in that, The PTS has a push-button switch that contacts the pedal when the pedal is rotated under pressure to detect whether the pedal is being pressed and the degree of pressure.

6. The automotive braking system according to claim 5, characterized in that, The PTS and the ECU are directly and electrically connected to each other so that the PTS can receive power at any time.

7. The automotive braking system according to claim 6, characterized in that, The PTS and the regulator of the ECU are electrically connected to each other. When the output signal is above a set value, the PTS transmits the output signal to the regulator. The regulator receives the output signal and is thus awakened.

8. The automotive braking system according to claim 4, characterized in that, The switching circuit can be electrically connected to a separate battery independent of the ECU's power supply to receive power at any time.

9. The automotive braking system according to claim 8, characterized in that, The wake-up recognition circuit is built into the central electronic module (CEM), which is independent of the ECU. When the wake-up recognition circuit receives the output signal from the PTS, the ECU supplies power to the PTS.

10. The automotive braking system according to claim 4, characterized in that, The switching circuit is disposed on one side of the PCB.

11. The automotive braking system according to claim 4, characterized in that, The switching circuit is located on the opposite side of the PCB.

12. The automotive braking system according to claim 1, characterized in that, The PTS and the pedal are spaced apart from each other.

13. The automotive braking system according to claim 12, characterized in that, The output signal of the PTS is a pulse width modulation signal, i.e., a PWM signal; The wake-up recognition circuit includes a monitoring circuit. The monitoring circuit monitors the PWM signal, and when the PWM signal reaches a set value, it transmits the PWM signal to the wake-up recognition circuit.

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