Vehicle brake management system and method

Abstract

Systems and methods for managing braking of a vehicle having a plurality of braking systems are disclosed. A deceleration request is allocated between the plurality of brake systems based on the braking capability and usage priority weighting of each of the plurality of brake systems.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS:

[0002] This application claims the benefit of priority and filing date of U.S. Provisional Application Serial No. 63 / 374,792, filed on September 7, 2022, which is incorporated herein by reference in its entirety. Background Art

[0003] Vehicles may include a variety of driveline braking options, such as service (friction) braking, engine (compression) braking, regenerative braking, resistive braking, and air dynamic braking. The ability to manage these various braking systems to provide the desired operating results, such as efficiently achieving deceleration or managing vehicle fault conditions, is becoming increasingly important. Summary of the invention

[0004] The present application discloses a system and method for controlling braking in response to a deceleration request for a vehicle including multiple braking systems. Further embodiments, forms, objects, features, advantages, aspects and benefits will become apparent from the following description and accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] Figure 1 is a schematic diagram illustrating certain aspects of an exemplary vehicle including a powertrain and brake management system.

[0006] Figure 2 yes Figure 1 Schematic diagram of an implementation scheme of a brake management system for a vehicle.

[0007] Figure 3 It is used Figure 2 Brake management system management Figure 1 A schematic flow chart of an implementation scheme of a braking procedure for a vehicle.

[0008] Figure 4 It is used Figure 2 Brake management system management Figure 1 A schematic flow chart of another implementation scheme of a braking procedure for a vehicle.

[0009] Figure 5 It is used Figure 2 Brake management system management Figure 1 A schematic flow chart of another implementation scheme of a braking procedure for a vehicle. DETAILED DESCRIPTION

[0010] For the purpose of promoting an understanding of the principles of the present invention, reference will now be made to the embodiments shown in the accompanying drawings and specific language will be used to describe the embodiments. It will be understood, however, that no limitation of the scope of the present invention is intended, and any changes and further modifications in the illustrated embodiments that would normally occur to a person skilled in the art to which the present invention relates, as well as any further applications of the principles of the present invention shown herein, are contemplated herein.

[0011] refer to Figure 1 , an exemplary vehicle 20 is shown. In the illustrated embodiment, the vehicle 20 includes a powertrain 22. The powertrain 22 may be any suitable powertrain for the vehicle 20 that propels the vehicle 20. The powertrain 22 may include any suitable prime mover or combination of prime movers, including one or more of an internal combustion engine, an electric motor, a fuel cell, and / or an energy storage device.

[0012] In the illustrated embodiment, the powertrain 22 is shown as having an internal combustion engine 32, an output shaft 33, a clutch 34, an electric motor / generator 25, and a transmission system 27. The transmission system 27 may include a transmission 26, a differential 28, and ground-engaging wheels 29. In the illustrated embodiment, the vehicle 20 is propelled along a road or route by ground-engaging wheels 29, which are configured and arranged as rear wheels. In other embodiments, front-wheel drive, four-wheel drive, and all-wheel drive methods may be expected. In various embodiments, the vehicle 20 may be configured and arranged as a highway bus, a delivery truck, a service truck, a passenger truck, a passenger car, etc. In other aspects, the vehicle 20 may be configured and arranged as different types of vehicles, including other types of highway vehicles or off-road vehicles.

[0013] In the illustrated embodiment, the powertrain 22 includes an internal combustion engine 32, which is operatively coupled to an output shaft 33 and configured to provide torque to the output shaft. In some embodiments, the output shaft 33 can be configured and arranged as a flywheel and / or a crankshaft. A first side of a clutch 34 is operatively coupled to the output shaft 33 and then to the engine 32 and configured to provide torque to them (or receive torque from them). A second side of the clutch 34 is operatively coupled to the motor / generator 25 and then to the input shaft 24 of the transmission 26 and then to other components of the powertrain 22 that can be coupled thereto and configured to provide torque to them (or receive torque from them).

[0014] Figure 1Only one type of clutch arrangement between powertrain components is shown, however, any type of clutch or multiple clutch arrangements are contemplated, and hybrid powertrain components may be arranged in parallel, in series, or in series-parallel. In other embodiments of vehicle 20, motor / generator 25 and / or clutch 34 are not provided, or are provided in a different configuration or arrangement, such as in a non-hybrid powertrain that is propelled only by engine 32, only by an electric motor, such as in a battery-powered electric vehicle, an extended-range electric vehicle, or a fuel cell-powered vehicle.

[0015] When a clutch 34 is provided, the clutch can be electronically controlled between a closed state and a disconnected state. In the closed state, torque applied to the first side of the clutch 34 is transferred to the second side of the clutch 34, and vice versa. In the disconnected state, torque is not transferred between the first side and the second side of the clutch 34, for example, due to the presence of clearance or separation between the clutch components. Although an example of a clutch 34 is shown and described, the clutch 34 can be any suitable type of mechanism for connecting and disconnecting the engine 32 with the motor / generator 25 and / or the transmission 26, including a friction clutch, a dog clutch, a wet clutch, a dry clutch, etc. In addition, more than one clutch can be provided depending on the arrangement between the components of the powertrain 22.

[0016] The motor / generator 25 is configured and arranged in the form of a traction motor, which is separate and different from the optional starter motor 39. The motor / generator 25 can receive energy from an energy storage device 76 (such as a battery) and can be operated as a motor to output torque to the input shaft 24 of the transmission 26 to propel the vehicle 20. This operation can occur when the dog clutch 34 is disconnected, so that only the motor / generator 25 is used to propel the vehicle. This operation can also occur when the dog clutch 34 is closed, so that the motor / generator 25 is combined with the engine 32 to propel the vehicle 20, or the engine 32 propels the vehicle 20 through the motor / generator 25 while generating electrical energy with the motor / generator 25. The motor / generator 25 can also be operated as a generator to receive torque from the input shaft 24 of the transmission 26 to charge the energy storage device 76, for example, during regenerative braking operations. The motor / generator 25 can also be operated as a motor to drive the engine 32 via the dog clutch 34, for example, during engine starting operations.

[0017] Other embodiments contemplate other forms and / or locations of the motor / generator 25. The motor / generator 25 may be located anywhere in the powertrain 22 and / or drivetrain 27, such as at the engine crankshaft, the engine flywheel, the transmission 26, an electric drive axle (e-axle) with a central motor / generator, an e-axle with two motor / generators, or motor / generators mounted to individual wheels.

[0018] The transmission 26 can be configured and arranged in a variety of forms. In some forms, the transmission 26 can be configured and arranged as a manual transmission, including a gearbox and an internal clutch actuated by an operator. In some forms, the transmission 26 can be configured and arranged as an automated manual transmission, including a gearbox and an internal clutch, which can be actuated automatically or in response to an operator's input. In some forms, the transmission 26 can be configured and arranged as an automatic transmission including a planetary gear set. In some forms, the transmission 26 can be configured and arranged as a continuously variable transmission.

[0019] In the illustrated embodiment, the engine 32 is configured as a turbocharged engine that includes an engine braking system 70. The engine braking system 70 may be provided in any suitable form that is configured and operable to reduce cylinder pressure during a compression stroke of the engine 32 relative to cylinder pressure that would otherwise be generated by the compression stroke. In some forms, the engine braking system 70 may be configured and arranged to include a cylinder deactivation (CDA) operation during which the intake and / or exhaust valves of one or more engine cylinders remain closed.

[0020] In some forms, the engine braking system 70 can be configured and arranged as a compression release braking system. In some such forms, a hydraulic or electric actuator can be arranged in the valve mechanism between the valve of the engine 32 and the valve cam of the engine 32, and can be electronically controlled to change the response of the valve to the valve cam. For example, such an actuator can be set to selectively keep the exhaust valve and / or intake valve open and / or closed during at least a portion of the piston stroke of the engine 32. In certain embodiments, the engine braking system 70 includes a brake disable switch (not shown). The brake disable switch can be manually controlled by the operator, and / or automatically controlled by the electronic control system based on vehicle position data. The brake disable switch indicates that engine braking must not be used, such as in cities or other areas where compression braking is not allowed by law.

[0021] The powertrain 22 may be provided with a turbocharger 31, which includes a turbine 37 and a compressor 38. The turbine 37 extracts energy from the exhaust gas of the engine 32 to drive the compressor 38 to compress the boost air flow flowing to the engine 32. The turbine 37 may include a controllable inlet or wastegate, which may be controlled as a mechanical brake device to decelerate the vehicle 20. For example, the turbine 37 may include a variable geometry turbocharger (VGT). Some VGT devices may be adjusted to generate back pressure on the engine 32 and provide a braking effect (or exhaust brake), which partially blocks the exhaust flow and applies back pressure on the engine when moving to the closed position, thereby generating a negative crankshaft torque. Other exemplary mechanical brake devices include a hydraulic retarder, an exhaust brake, or an exhaust throttle valve. In the presence of hydraulic retarder, it is usually combined with the transmission 26. The exhaust throttle valve may be any valve in the exhaust system that provides a braking effect. The mechanical braking device herein may be any braking device on the vehicle 20 that is not the vehicle's conventional friction / service brakes, the motor / generator 25 , the engine braking system 70 , the air dynamic braking system, and / or the resistive braking system.

[0022] The vehicle 20 also includes a deceleration request device 72 that provides a deceleration or braking request. An exemplary deceleration request device 72 includes a brake pedal and a brake pedal position sensor that receives input from the brake pedal when the brake pedal is actuated by an operator. Other deceleration request devices 72 include, for example, an adaptive cruise control system, a predictive cruise control system, an autonomous driving system, an advanced driver assistance system, a dynamic powertrain controller (which automatically controls the powertrain output in response to look-ahead data and the speed of the target vehicle along the route), an autonomous vehicle controller, an anti-lock braking (ABS) system, a power take-off (PTO) device, an electronic vehicle stability control system, a radar or lidar-based automatic braking system, and / or a network or data link parameter that transmits a deceleration request. However, any deceleration request device 72 that is operable to provide a deceleration or braking request or a value that can be related to a current deceleration or braking request is contemplated herein.

[0023] In the illustrated embodiment, the vehicle 20 may include an exhaust aftertreatment system 60 disposed downstream of the engine 32 that receives the exhaust flow and treats constituents in the exhaust flow to achieve the purpose of reducing emissions. The exhaust aftertreatment system 60 may include a catalyst, such as a selective catalytic reduction (SCR) catalyst 61. Other embodiments contemplate any suitable device or devices for exhaust aftertreatment, or omit exhaust aftertreatment when exhaust aftertreatment is not required.

[0024] The vehicle 20 includes an electronic control system (ECS) 40, which includes a plurality of control components and structures. The ECS 40 may include one or more programmable microprocessors or microcontrollers of the solid-state integrated circuit type, which are disposed in one or more component control units of the ECS 40. It is also contemplated that the ECS 40 may include other types of integrated circuits and / or discrete circuit control units. In the illustrated embodiment, the ECS 40 includes an engine control unit (ECU) 42, a transmission control unit (TCU) 44, and a braking management control unit (BCU) 46. The ECS 40 may include one or more additional control units (XCU) 48, which may be separate controllers or fully or partially integrated in one of the control units 42, 44, 46.

[0025] As further discussed below and with further reference Figure 2As shown in the brake management system, one or more XCU48 may include one or more brake controllers associated with various brake systems of the vehicle 20. In the illustrated embodiment, the brake controllers include a regenerative brake controller 102, an engine brake controller 104, a service brake controller 106, a resistance brake controller 108, an air brake controller 110, and a mechanical brake controller 112. XCU 48 may also be one or more controllers for, for example, adaptive cruise control, predictive cruise control, automatic vehicle control, advanced driver assistance control, stability and / or traction control, dynamic powertrain control, tire connectivity control, and / or vehicle speed control based on forward-looking data and route conditions. ECU 42, TCU 44, BCU 46, and XCU 48 are operatively connected to a network 41 and are configured to communicate through the network, which may be configured as a controller area network (CAN) or another type of network that provides communication capabilities. ECS 40 is also operatively connected to various components and systems of the vehicle 20 via network 41 or one or more additional or alternative networks.

[0026] The ECS 40 may be implemented in a variety of configurations that combine or distribute control components, functions, or processes in various ways over one or more control units. The ECS 40 executes operational logic that defines various control, management, and / or regulation functions, such as the brake management logic 100. The operational logic may be in the form of dedicated hardware (such as a hardwired state machine), an analog computing machine, programming instructions, and / or in different forms as will occur to one skilled in the art. The ECS 40 may be configured as a single component or a collection of operatively coupled components; and may include digital circuits, analog circuits, or a hybrid combination of these two types. When in a multi-component form, the ECS 40 may have one or more components that are remotely located relative to other components in a distributed arrangement. The ECS 40 may include multiple processing units that are arranged to operate independently in a pipeline processing arrangement, a parallel processing arrangement, or the like. It should also be understood that the ECS 40 and / or any of its component parts may include one or more signal conditioners, modulators, demodulators, Arithmetic Logic Units (ALUs), Central Processing Units (CPUs), limiters, oscillators, control clocks, amplifiers, signal conditioners, filters, format converters, communication ports, clamping circuits, delay devices, memory devices, Analog to Digital (A / D) converters, Digital to Analog (D / A) converters, and / or different circuits or components that will occur to those skilled in the art for performing the desired communications.

[0027] Certain operations described herein include determining one or more parameters. Determination as utilized herein includes calculating a value and / or receiving a value by any method known in the art, including at least receiving a value from a data link or network communication, receiving an electronic signal (e.g., a voltage, frequency, current, or PWM signal) indicating the value, receiving a software parameter indicating the value, reading the value from a memory location on a computer-readable medium, receiving a value by any means known in the art and / or by receiving a value from which the determined parameter can be calculated and / or receiving the value as a runtime parameter by reference to a default value determined to be the parameter value.

[0028] In certain embodiments, the ECS 40 includes one or more control units 42, 44, 46, 48 that are structured to functionally perform one or more operations to control braking / deceleration of the vehicle 20. The ECS 40 includes a brake management logic 100 resident on the one or more control units 42, 44, 46, 48 that receives a deceleration request 73 from a deceleration request device 72, determines the braking capacity of each braking system, and distributes the deceleration request between the various braking systems of the vehicle 20 to satisfy the deceleration request.

[0029] The brake management logic 100 may also receive operating parameter inputs from, for example, a tire connectivity controller 120, a transmission 25, and / or a TCU 44, and / or route data 124. The tire connectivity controller 120 may be connected to one or more tire sensors 122 that provide inputs 121 to the brake management logic 100 regarding tire conditions, such as usage, pressure, wear, grip / connectivity, and other tire data during operation of the vehicle 20. The route data 124 may include inputs 125 to the brake management logic 100 regarding, for example, weather, road conditions, look-ahead route data, vehicle-to-vehicle communications, vehicle-to-infrastructure communications, vehicle-to-facility communications, platoon data, fleet data, and the like.

[0030] The vehicle 20 includes one or more braking systems, such as Figure 2 The braking system may include an engine braking system 70 , a service braking system 90 , a resistive braking system 92 , an air dynamic braking system 94 , a mechanical braking system 96 , and / or a regenerative braking system 98 . In addition, the transmission 26 may assist in decelerating the vehicle 20 .

[0031] The regenerative braking system 98 is activated under the control of a regenerative braking controller 102. The regenerative braking controller 102 may also control the energy storage device 76 to receive energy for charging and release energy. The regenerative braking controller 102 may also control the motor generator 25 to propel the vehicle 20, charge the battery or other energy storage device 76, or perform other functions.

[0032] In addition, the engine brake system 70 is actuated under the control of the engine brake controller 104. The service brake system 90 is actuated under the control of the service brake controller 106. The resistance brake system 92 is actuated under the control of the resistance brake controller 108. The air brake system 94 is actuated under the control of the air brake controller 110. The mechanical brake system 96 includes one or more devices, such as an exhaust throttle, an exhaust brake, a turbocharger, and / or a hydraulic retarder, which are actuated under the control of the mechanical brake controller 112.

[0033] In response to the deceleration or braking request 73, the brake management logic 100 receives one or more inputs regarding the braking capacity of each of the braking systems 70, 90, 92, 94, 96, 98 and outputs an allocation of the deceleration request to each of the braking systems 70, 90, 92, 94, 96, 98. For example, the regenerative braking controller 102 provides a regenerative braking capacity 130 for the regenerative braking system 98. The regenerative braking capacity 130 may be determined by various operating parameters associated with the vehicle 20, such as, for example, regenerative braking availability and performance based on motor / generator type, motor speed, battery state, battery state of charge, power electronics capabilities, motor / generator temperature, battery temperature, cooling performance, and response time.

[0034] The engine brake controller 104 provides an engine braking capacity 134 for the engine brake system 70. The engine braking capacity 134 may be determined by various operating parameters associated with the vehicle 20, such as, for example, the availability and performance of the engine cylinder(s) for engine braking and response time, engine speed, compression ratio, boost pressure, overhead capacity, exhaust back pressure, road grade, noise regulations, intake air density / temperature, etc. The service brake controller 106 provides a service braking capacity 138 for the service brake system 90. The service braking capacity 138 may be determined by various operating parameters associated with the vehicle 20, such as, for example, the availability of the service brakes, the performance of the service brakes due to pad / shoe wear and tire condition, brake pad type and size, ABS settings, tire size, tire compound, tire pressure, road conditions (wet, icy, hot, etc.), road type, environmental conditions, and response time.

[0035] The resistive braking controller 108 provides a resistive braking capability 142 for the resistive braking system 92. The resistive braking capability 142 may be determined by various operating parameters associated with the vehicle 20, such as, for example, the availability and performance of the resistor bank(s) used for braking, the type of resistors, the number of resistors, the performance of individual resistors, the system architecture, the temperature and temperature limits of the resistors, the cooling performance, and the response time. The aerodynamic braking controller 110 provides an aerodynamic braking capability 146 for the aerodynamic braking system 94. The aerodynamic braking capability 146 may be determined by various operating parameters associated with the vehicle 20, such as, for example, the availability of the air braking feature, the performance of the air braking feature based on the vehicle speed, the following distance, the vehicle type, the vehicle weight, the wind speed and direction, and the response time. The mechanical braking controller 112 provides a mechanical braking capability 150 for the mechanical braking system 96. The mechanical braking capacity 150 may be determined by various operating parameters associated with the vehicle 20 , such as, for example, the availability, number, and performance of mechanical devices used for braking, such as exhaust throttles, exhaust brakes, turbochargers, and hydraulic retarders.

[0036] Other operating parameters that may be considered by the brake management logic 100 when allocating brake requests between the brake systems 70, 90, 92, 94, 96, 98 include environmental factors. Environmental factors include, for example, vehicle speed, gross vehicle weight, road grade, vehicle location, and destination. Other environmental factors include leading vehicle speed and following distance, and trailing vehicle speed and following distance. The brake management logic 100 may also consider the remaining useful life of system components, including whether to retain the remaining useful life or prioritize use due to impending replacement, retirement, or sale.

[0037] The brake management logic 100 may also receive operational parameter inputs broadcasted from other controllers and components of the vehicle 20, such as the ECU 42, TCU 44, tire connectivity controller 120, route data 124, etc. Based on the various operational parameter inputs, the brake management logic 100 analyzes system requirements, such as deceleration requests 73, safety constraints, and system hardware constraints, to determine how the vehicle 20 will satisfy the deceleration request 73. For each system capable of providing braking, the brake management logic 100 may consider availability, performance, response time, government regulations (such as noise constraints), road type and conditions, and braking costs in terms of fuel efficiency, component durability, component cost, and maintenance time / cost. Based on these considerations, the brake management logic 100 allocates deceleration requests between the various brake systems 70, 90, 92, 94, 96, 98, and / or the transmission 26, and may actuate or command (multiple) brake systems 70, 90, 92, 94, 96, 98, and / or the transmission 26 to satisfy the deceleration request 73 at the lowest cost without violating the operational constraints. The brake management logic 100 may also broadcast the braking capabilities of the various brake systems 70 , 90 , 92 , 94 , 96 , 98 and / or the transmission 26 to other controllers of the ECS 40 and / or controllers external to the ECS 40 .

[0038] In one embodiment, the brake control logic 100 prioritizes and / or controls the required amount of braking or deceleration provided in parallel by the various brake systems 70, 90, 92, 94, 96, 98 and / or the transmission 26 to achieve the deceleration request 73. For example, the brake management logic 100 provides a regenerative braking allotment 132 to the regenerative brake controller 102 to command actuation of the regenerative brake system 98. The brake management logic 100 provides an engine braking allotment 136 to the engine brake controller 104 to command actuation of the engine brake system 70. The brake management logic 100 provides a service braking allotment 140 to the service brake controller 106 to command actuation of the service brake system 90. The brake management logic 100 provides a resistive braking allotment 144 to the resistive brake controller 108 to command actuation of the resistive brake system 92. The brake management logic 100 provides an aerodynamic braking allotment 148 to the aerodynamic brake controller 110 to command actuation of the aerodynamic brake system 94. The brake management logic 100 provides a mechanical brake assignment 152 to the mechanical brake controller 112 to command actuation of the mechanical brake system 96 .

[0039] The brake management logic 100 may also receive transmission data 45 from the TCU 44 and provide transmission commands 46 to modify or control the gear and / or shift schedule to help meet the deceleration request. The brake management logic 100 may determine the priority or weighting to be applied to the use of each of the braking systems 70, 90, 92, 94, 96, 98 and / or the transmission 26. For example, when other braking system capabilities or coasting are available, the use of the service brake system 90 may be minimized or the use priority of the service brake system 90 may be reduced to minimize wear and maintenance of friction brake components. In another example, in response to the state of charge of the battery 76 being full, the priority of the regenerative braking system 98 may be reduced or disabled. In another embodiment, the brake management logic 100 prioritizes coasting of the vehicle 20 by decoupling the powertrain 22 from the grounded wheels 29 when possible.

[0040] In one embodiment, the brake management logic 100 prioritizes the use of the regenerative braking system 98 based on the state of charge limit of the battery 76 to minimize the total operating cost and / or avoid or reduce the actuation of the service brake system 90. In one embodiment, the brake management logic 100 prioritizes the use of the engine braking system 70 to minimize or balance mechanical wear with the service brake system 90. In one embodiment, the brake management logic 100 selects the braking mode or priority of use of the braking systems 70, 90, 92, 94, 96, 98 and / or the transmission 26 based on predetermined selections or preferences of the OEM, fleet or operator.

[0041] The brake management logic 100 may also receive inputs of operating parameters of other systems of the vehicle 20 and determine the amount of braking or deceleration of the vehicle 20 that these systems can provide and / or how the current operating conditions affect the braking capacity of the brake systems 70, 90, 92, 94, 96, 98. These other systems may assist in deceleration and may also generate deceleration requests, and they include, for example, adaptive cruise control systems, predictive cruise control systems, autonomous driving systems, advanced driver assistance systems, dynamic powertrain controllers, autonomous vehicle controllers, ABS systems, PTO devices, electronic vehicle stability control systems, and / or radar-based or lidar-based automatic braking systems. For example, the brake management logic 100 may receive data about tire connectivity from the tire connectivity controller 120 and determine the effects on braking and deceleration due to, for example, wet or slippery road conditions or tire wear. These effects on deceleration may be communicated to the brake systems 70, 90, 92, 94, 96, 98 and these other systems to inform the braking capacity limits and allow appropriate modifications to the following and stopping distances, such as may be used in autonomous vehicles or driver assistance controls.

[0042] The braking management logic 100 may also determine whether the deceleration request 73 currently exceeds the braking capacity based on the current braking priorities among the braking systems 70, 90, 92, 94, 96, 98 and the distribution of deceleration requests, and recalculate or reweight the braking priorities to satisfy the deceleration request 73. The braking management logic 100 may also determine whether the current braking distribution among the braking systems 70, 90, 92, 94, 96, 98 is occurring at a rate or amount sufficient to satisfy the deceleration request 73, and re-prioritize or re-weight the braking system distributions if a different deceleration rate is required.

[0043] The brake management logic 100 may also receive other inputs not listed above and consider them in determining the allocation of deceleration requests among the brake systems 70, 90, 92, 94, 96, 98. These other inputs may include, for example: air handling considerations, such as for an intake throttle or variable geometry turbine; charge cycles of the batteries of the energy storage system 76; noise regulations for the vehicle's location; cylinder deactivation conditions; fuel cell temperature; upcoming maintenance events; service brake life; response times and braking costs of various brake systems; maintenance time and / or maintenance costs of brake systems; durability and / or cost of brake system components; road type and associated tire grip; current vehicle weight; engine temperature; aftertreatment temperature; safety constraints; and system or hardware constraints.

[0044] The brake management logic 100 may also receive inputs from outside the vehicle 20, such as inputs from a fleet, platoon, and / or autonomous vehicle management system or a vehicle owner. These inputs to the brake management logic 100 in the associated vehicle 20 may be used to influence or act on the distribution of deceleration requests across the fleet, platoon, or vehicle system. Preferences for deceleration request distribution may be made between the braking systems 70, 90, 92, 94, 96, 98 and / or other vehicle controllers associated with, for example, an adaptive cruise control system, a predictive cruise control system, an automated or autonomous driving system, an advanced driver assistance system, a dynamic powertrain control system, and / or a radar or lidar-based automatic braking system. In one embodiment, the fleet, platoon, or system preference for brake distribution has a priority, but the preference or priority may change on a vehicle-by-vehicle basis based on fault detection of the braking system or input from the driver in the associated vehicle 20.

[0045] The brake management logic 100 may also be configured to announce or output the braking capacity of one or more brake systems 70, 90, 92, 94, 96, 98 to a controller of another brake system 70, 90, 92, 94, 96, 98 or an integrated system-wide controller of the vehicle 20 in order to determine the contribution available from the brake system(s) 70, 90, 92, 94, 96, 98 that may be used to satisfy the deceleration request. The brake management logic 100 may also be configured to announce or output the braking capacity of one or more brake systems 70, 90, 92, 94, 96, 98 to nearby vehicles in a platoon, a vehicle row, and / or an autonomous vehicle management system to coordinate deceleration between the various vehicles.

[0046] The brake management logic 100 may also be used for fault detection and / or potential fault management of one or more components of the vehicle 20. For example, the brake management logic 100 may detect a fault or potential fault in the engine brake system 70, the service brake system 90, the resistive brake system 92, the air dynamic brake system 94, the mechanical brake system 96, the regenerative brake system 98, the energy storage device 76, the engine 32, the motor / generator 25, the transmission 26, the clutch 34, the wheels 29, etc. In one embodiment, the brake management logic 100 avoids or reduces the use of the affected brake system(s) 70, 90, 92, 94, 96, 98 in response to the fault or potential fault. In one embodiment, the brake management logic 100 takes pre-emptive mitigation measures to manage the condition before the fault condition occurs and determines braking priorities to avoid or reduce the potential occurrence of a fault event in the brake system(s) 70, 90, 92, 94, 96, 98.

[0047] In one embodiment, the brake management logic 100 communicates a fault condition or a potential fault condition to the driver, the fleet, or the system to repair or mitigate the fault or fault condition. The brake management logic 100 may change, reorder, reweight, or disable the affected (multiple) brake systems 70, 90, 92, 94, 96, 98 to prevent or reduce their use, or delay the potential fault condition. The brake management logic 100 may change, modify, or adopt a different transmission shift strategy in response to a fault condition or a potential fault condition. The brake management logic 100 may continuously monitor and adapt the distribution of deceleration requests between (multiple) brake systems 70, 90, 92, 94, 96, 98 based on the current state of the fault condition or potential fault condition. In mission-critical or safety situations, the brake management logic 100 may override the disabling or priority reduction of the affected (multiple) brake systems 70, 90, 92, 94, 96, 98.

[0048] Any suitable sensor or combination of sensors may be used to detect or sense a fault condition or potential fault condition of the brake system 70, 90, 92, 94, 96, 98 or other components of the vehicle 20. Possible engine and powertrain sensors include sensors for engine speed, coolant temperature, oil temperature, exhaust temperature, battery charge state, motor generator speed, cylinder pressure, etc. Possible vehicle / ADAS sensors include, for example, sensors for road speed, tire pressure, tire temperature, road inclination, ambient temperature, service brake status, etc. Possible transmission sensors include, for example, sensors for gear selection, transmission fluid temperature, road grade, pressure, fluid level, etc. Possible battery sensors include, for example, sensors for battery temperature, smoke detection, gas detection, battery voltage, charge state, battery health, battery discharge (current), etc. The onboard camera system may include sensors capable of interpreting visual indicators such as signs, lane markings, lane change signs / barrels, objects ahead, adjacent vehicles ahead, behind and to the sides, oncoming vehicles, etc. Possible tire sensors include sensors for tire pressure, tire temperature, and tread wear. Other tire input data may include tire size, compound, and age.As described above, the vehicle 20 may be equipped with a radar or lidar detection system, and may be configured to receive look-ahead route data, road type, road grade, traffic, construction, and / or weather data.

[0049] In one embodiment, the brake management logic 100 detects a fault condition associated with the engine braking system 70 in response to one or more inputs of engine position, engine speed, intake manifold pressure, exhaust manifold pressure, exhaust temperature, turbine inlet temperature, charge flow estimation, and / or accelerometers. In response to a fault or fault notification, the engine braking system 70 can be disabled or reduced in availability, cylinder by cylinder or the entire system. For systems that utilize such requirements (such as adaptive cruise control systems, advanced driver assistance systems, and autonomous driving systems), the following distance to the vehicle ahead will increase. In addition, these systems are also informed that engine braking is not available or has a low capability, so they will utilize other braking systems, such as the regenerative braking system 98 or the service braking system 90.

[0050] The brake management logic 100 may then re-prioritize engine braking relative to regenerative braking and service braking so that engine braking is not initiated or is used less frequently. Predictive cruise control and / or dynamic powertrain control features (wherein vehicle speed control is automatically controlled relative to a target speed in response to look-ahead conditions) may be limited or disabled. Neutral glide capability may also be disabled, and the transmission shift schedule or gear selection may be modified to assist engine slowing by vacuum braking, such as when maximum braking is required downhill.

[0051] In one embodiment, the brake management logic 100 detects a fault condition associated with the service brake system 90 in response to one or more inputs of hydraulic brake pressure, tire temperature, operator detection (audible noise, soft brake pedal, ineffective brake pedal), actual braking performance versus expected braking performance, vehicle pulling to the left or right, insufficient brake operation, etc. In response to the detection of a fault condition, the brake management logic 100 can disable the service brake function and / or availability and notify the other (multiple) controllers of the vehicle 20 of the fault and limited capability / availability. For systems that utilize such requirements (such as adaptive cruise control, advanced driver assistance systems, and autonomous driving systems), the following distance to the vehicle ahead will increase. In addition, these systems are also informed that the service brake is not available or has a low capability, so they will utilize the regenerative braking system 98 or the engine braking system 70.

[0052] For example, the brake control logic 100 may re-prioritize engine braking and / or regenerative braking over service braking in response to a service brake fault condition. In one embodiment, the use of regenerative braking is maximized and control limits are extended appropriately. The motor / generator 25 may be actively cooled in anticipation of higher loads and the derating filter may be removed to maximize battery charging. Predictive cruise control and / or dynamic powertrain control features (wherein vehicle speed is automatically controlled relative to a target speed in response to a look-ahead condition) are limited or disabled.

[0053] For non-hybrid powertrains 22, the transmission 26 can downshift to increase engine braking capability. For hybrid powertrains 22, the transmission 26 can downshift, or the CVT can be adjusted, to increase regenerative and / or engine braking capability. For electric vehicle powertrains 22, the transmission 26 can downshift, or the CVT can be adjusted, to increase regenerative braking capability.

[0054] In addition, any available emergency brake system of the vehicle 20 is utilized. In an emergency, the operator can release system air pressure, such as through a dashboard switch, to place the service brakes in a default fail position. The proportional valve of the service brake system 90 can also be adjusted to minimize the application of the problematic service brake(s) and / or bypass the problematic service brake(s).

[0055] In one embodiment, the brake management logic 100 detects potential fault conditions associated with the service brake system 90 and manages the potential fault conditions to minimize their impact or delay the indicated fault condition. Potential fault conditions can be detected by, for example, estimating the rolling resistance of the vehicle 20, monitoring steering anomalies by comparing the actual steering angle with the predicted steering angle, detecting smoke or other visual conditions using a camera, measuring the temperature of the tire and / or rim, tire blowout sound detection, detecting the noise, vibration and / or harshness of a tire blowout through an accelerometer, and comparing the actual vehicle deceleration and / or vehicle acceleration with the commanded vehicle deceleration and / or vehicle acceleration.

[0056] In response to detecting a potential fault condition of the service brake system 90, the brake control logic 100 may cause the vehicle 20 to slow down, pull over and / or notify the fleet or emergency services, and activate the vehicle hazard lights or other warning systems. The brake control logic 100 may also adjust the gear of the transmission 26 to maximize engine braking and / or regenerative braking torque to the wheels, thereby slowing down the vehicle and preparing for exiting the lane. If necessary, the charge state and / or charge rate threshold limits may be overridden to enable maximum braking to support vehicle safety. Any adaptive cruise control, dynamic powertrain control, and other features that control vehicle speed based on forward-looking data are disabled. In addition, the affected (one or more) service brakes may be disabled, and the associated braking contribution may be reallocated to other braking systems and / or other service brakes. Other mitigation techniques include reducing the amount of power output of the powertrain 22 or limiting the power output of the powertrain 22 and / or limiting the speed of the vehicle 20. If possible, the drive shaft may be rearranged or converted to a non-drive shaft or neutral gliding shaft.

[0057] refer to Figure 3 , discloses an embodiment of a method 300 for braking a vehicle 20, the vehicle 20 including a plurality of brake systems 70, 90, 92, 94, 96, 98. The method 300 includes an operation 302 for receiving a deceleration request to decelerate the vehicle 20. The method 300 includes an operation 304 for determining a braking capacity of each of the plurality of brake systems 70, 90, 92, 94, 96, 98 after receiving the deceleration request.

[0058] The method 300 includes an operation 306 for allocating a deceleration request among one or more of the plurality of brake systems 70, 90, 92, 94, 96, 98 based on the braking capacity of each of the plurality of brake systems 70, 90, 92, 94, 96, 98. The method 300 includes an operation 308 for decelerating the vehicle 20 with one or more of the plurality of brake systems 70, 90, 92, 94, 96, 98 in response to the allocation of the deceleration request among the plurality of brake systems 70, 90, 92, 94, 96, 98.

[0059] In one embodiment, the method 300 includes determining a braking capacity of a transmission 26 of the vehicle 20, allocating at least a portion of a deceleration request to the transmission 26 based on the braking capacity of the transmission 26, and changing a state of the transmission 26 in response to the allocated portion of the deceleration request. Changing the state of the transmission 26 includes modifying a current gear of the transmission 26 and / or modifying a shift schedule of the transmission 26.

[0060] In one embodiment of the method 300, at least two of the plurality of brake systems 70, 90, 92, 94, 96, 98 simultaneously decelerate the vehicle 20 in response to an allocation of the deceleration request among the plurality of brake systems 70, 90, 92, 94, 96, 98. In one embodiment, the deceleration request is allocated between at least two of the plurality of brake systems 70, 90, 92, 94, 96, 98, and each of the at least two brake systems 70, 90, 92, 94, 96, 98 is applied in parallel to satisfy the deceleration request.

[0061] In one embodiment, the method 300 includes communicating the braking capability of each of the plurality of brake systems 70, 90, 92, 94, 96, 98 to one or more of an adaptive cruise control system, a predictive cruise control system, an autopilot system, and / or an advanced driver assistance system. In one embodiment, the method 300 includes prioritizing the use of one or more of the plurality of brake systems 70, 90, 92, 94, 96, 98 over the use of one or more other of the plurality of brake systems 70, 90, 92, 94, 96, 98.

[0062] In one embodiment, the method 300 includes evaluating one or more operating parameters associated with the vehicle 20 after receiving the deceleration request to determine the braking capacity of each of the plurality of braking systems 70, 90, 92, 94, 96, 98. The one or more operating parameters may be provided, for example, by at least one of the following systems: an adaptive cruise control system, an advanced driver assistance system, an automated driving system, a dynamic powertrain control system, an anti-lock braking system, a vehicle electronic stability control system, a road condition sensor, a road grade sensor, weather data, a look-ahead route data system, a lidar detection system, a radar detection system, a tire sensor, a vehicle-to-vehicle communication system, a fleet communication system, a traffic control system, and a traffic infrastructure communication system.

[0063] In one embodiment, the method 300 includes determining a deceleration capacity associated with coasting the vehicle 20 and prioritizing coasting the vehicle 20 to meet the deceleration request before decelerating the vehicle 20 with one or more braking systems 70 , 90 , 92 , 94 , 96 , 98 .

[0064] In one embodiment, the method 300 includes detecting a fault associated with one of the plurality of brake systems 70, 90, 92, 94, 96, 98, and redistributing deceleration requests among other brake systems in the plurality of brake systems 70, 90, 92, 94, 96, 98. In one embodiment, the method 300 includes detecting a fault associated with one of the plurality of brake systems 70, 90, 92, 94, 96, 98, and at least partially disabling the brake system 70, 90, 92, 94, 96, 98 in which the fault was detected.

[0065] In response to detecting a fault, method 300 may include one or more of: changing a state of the transmission 26, increasing the following distance between the vehicle 20 and a preceding vehicle, re-prioritizing use among the plurality of brake systems 70, 90, 92, 94, 96, 98, identifying the fault as a thermal event associated with the service brake system 90, and deactivating the affected service brakes of the service brake system 90 in response to the thermal event.

[0066] In one embodiment, the method 300 includes determining a usage priority among the plurality of brake systems 70, 90, 92, 94, 96, 98 in response to a deceleration request and one or more operating parameters associated with the vehicle 20, and allocating the deceleration request among one or more of the plurality of brake systems 70, 90, 92, 94, 96, 98 based on the usage priority and the braking capacity of each of the plurality of brake systems 70, 90, 92, 94, 96, 98. In one embodiment of the method 300, allocating the deceleration request among the one or more of the plurality of brake systems 70, 90, 92, 94, 96, 98 includes assigning a proportional share of the deceleration request to each of the plurality of brake systems 70, 90, 92, 94, 96, 98. The proportional share of the deceleration request may vary between 0% and 100% such that 100% of the deceleration request is allocated among the brake systems 70, 90, 92, 94, 96, 98 and / or the transmission 26.

[0067] refer to Figure 4 , shows an embodiment of a method 400 for determining the priority of use of the transmission 26 and the braking systems 70, 90, 92, 94, 96, 98 to decelerate the vehicle 20 in response to a deceleration request 73. The method 400 includes an operation 402 for receiving a deceleration request and an operation 404 for receiving operating parameters associated with the vehicle 20. The routine 400 continues at condition 406 to determine whether coasting is feasible to meet the deceleration request. If condition 406 is "yes", the method 400 continues at condition 408 to determine whether neutral coasting is feasible to meet the deceleration request and whether neutral coasting can be achieved considering the current operating requirements of the vehicle 20. If condition 408 is "no", the method 400 continues at condition 410 to determine whether in-gear coasting is feasible to meet the deceleration request and whether in-gear coasting can be achieved considering the current operating requirements of the vehicle 20. If either condition 408 or condition 410 is "yes", the method 400 continues at operation 412 to apply a coasting method to meet the deceleration request.

[0068] If condition 406 or condition 410 is "NO", method 400 continues at operation 414 to select one or more of the braking systems 70, 90, 92, 94, 96, 98 to satisfy the deceleration request. As discussed further herein, operation 414 may determine the priority of the braking systems 70, 90, 92, 94, 96, 98 to be used and which of the braking systems 70, 90, 92, 94, 96, 98 may be used to satisfy the deceleration request.

[0069] From operation 414, the method 400 continues at operation 416 to broadcast the brake system selection and the distribution of the deceleration request among the brake systems 70, 90, 92, 94, 96, 98. The method 400 continues at operation 418 to transmit the braking command to the controllers of the brake systems 70, 90, 92, 94, 96, 98. The method 400 continues at operation 420 to disable neutral coasting, and / or modify the transmission shift schedule / gear selection.

[0070] The method 400 may include, for example, various other additional operations 422. For example, the additional operations 422 may include notifying the ECS 40 and / or the brake systems 70, 90, 92, 94, 96, 98 of a fault or other malfunction. Another example additional operation 422 may include increasing the following distance to the vehicle ahead. Another example additional operation 422 may include notifying an adaptive cruise control system, an advanced driver assistance system, an automated driving system, a dynamic powertrain control system, an anti-lock braking system, a vehicle electronic stability control system, a road condition sensor, a road grade sensor, weather data, a forward route data system, a lidar detection system, a radar detection system, a tire sensor, a vehicle-to-vehicle communication system, a fleet communication system, a traffic control system, and a traffic infrastructure communication system of a fault or other malfunction and / or distribution between the brake systems 70, 90, 92, 94, 96, 98.

[0071] refer to Figure 5 , another embodiment method 500 is shown for selecting, prioritizing, and distributing deceleration requests among the braking systems 70, 90, 92, 94, 96, 98. In one embodiment, the method 500 embodies the operation 414 of the method 400 discussed above.

[0072] The method 500 includes an operation 502 for reading the brake systems 70, 90, 92, 94, 96, 98 available to the vehicle 20. The method 500 continues at operation 504 to receive operating parameter inputs from other data sources associated with the vehicle 20 and apply any health considerations for the brake systems 70, 90, 92, 94, 96, 98 and / or components of the vehicle 20.

[0073] The method 500 continues at operation 506 to determine an initial or first weighted priority between the braking systems 70, 90, 92, 94, 96, 98 for satisfying the deceleration request. The method 500 continues at operation 508 to read any faults or potential faults in the braking systems 70, 90, 92, 94, 96, 98 or other vehicle components. At operation 510, a first weighting is generated for the priority between the braking systems based on the faults, potential faults, and wear / health of the braking systems 70, 90, 92, 94, 96, 98 and other vehicle components.

[0074] The method 500 continues after operation 510 to generate a second weighting. For example, at condition 512, the method 500 determines whether the vehicle 20 includes a hybrid powertrain with a battery. If condition 512 is "yes," the method 500 continues at operation 514 to read the SOC, battery condition, state of charge, charge rate, discharge rate, etc. associated with the battery. The method 500 then continues at operation 516 to apply the second weighting to the distribution of the deceleration request between the braking systems 70, 90, 92, 94, 96, 98 to optimize the battery SOC.

[0075] If condition 512 is "no", or after operation 516, method 500 continues to generate a third weighting. For example, at condition 518, method 500 determines whether CDA is active. If condition 518 is "yes", method 500 continues at operation 520 to apply a change to CDA, such as disabling or changing CDA operation. Method 500 continues at operation 522 to disable or change the application of the third weighting to the distribution of deceleration requests among braking systems 70, 90, 92, 94, 96, 98 based on CDA.

[0076] If condition 518 is "no", or after operation 522, method 500 continues to generate a fourth weighting. For example, method 500 continues at operation 524 to read current conditions associated with the operation of vehicle 20, such as vehicle speed, mass, temperature conditions of components of vehicle 20, etc. Method 500 continues at operation 526 to apply the fourth weighting to 522 to apply the fourth weighting to the distribution of deceleration requests between braking systems 70, 90, 92, 94, 96, 98 based on current conditions and / or vehicle health. Applying the fourth weighting in operation 526 may take into account, for example, engine temperature and / or transmission temperature to prioritize the use of braking systems that heat the engine 32 or transmission 26 or prevent damage to the engine 32 or transmission 26, to prescribe or favor the selection of certain braking systems, or to prescribe or favor the selection of certain braking systems.

[0077] The method 500 may continue with multiple additional weightings. For example, in the illustrated embodiment, the method 500 continues with an nth weighting after operation 526. The nth weighting includes an operation 528 for determining an aftertreatment temperature and / or a health condition of an aftertreatment component. At operation 530, the nth weighting may be applied to determine the priority of satisfying a deceleration request between the braking systems 70, 90, 92, 94, 96, 98 based on aftertreatment temperature, age, health condition, and / or emission compliance requirements.

[0078] The method 500 continues at operation 532 to generate an optimized braking priority between the braking systems 70, 90, 92, 94, 96, 98 after considering the first to nth weightings. The method 500 may also include an optional operation 534 for modifying the transmission shift schedule or the current gear selection in response to the deceleration request and the optimized braking priority between the braking systems 70, 90, 92, 94, 96, 98.

[0079] As will be apparent from the drawings and text presented above and the claims that follow, multiple aspects and embodiments are contemplated according to the present application. According to one aspect, a method for braking a vehicle including a plurality of brake systems comprises: receiving a deceleration request for decelerating the vehicle; upon receiving the deceleration request, determining a braking capacity of each of the plurality of brake systems; allocating the deceleration request between one or more of the plurality of brake systems based on the braking capacity of each of the plurality of brake systems; and decelerating the vehicle with one or more of the plurality of brake systems in response to the allocation of the deceleration request between the plurality of brake systems.

[0080] In one embodiment, the method includes determining a braking capacity of a transmission of the vehicle; allocating at least a portion of the deceleration request to the transmission based on the braking capacity of the transmission; and modifying a state of the transmission in response to the allocated portion of the deceleration request. In one embodiment, modifying the state of the transmission includes modifying a current gear of the transmission and / or modifying a shift schedule of the transmission.

[0081] In one embodiment, at least two of the plurality of brake systems decelerate the vehicle simultaneously in response to the distribution of the deceleration request among the plurality of brake systems.

[0082] In one embodiment, the deceleration request is distributed between at least two of the plurality of brake systems, and each of the at least two brake systems is applied in parallel to satisfy the deceleration request.

[0083] In one embodiment, the method includes communicating the braking capability of each of the plurality of braking systems to one or more of an adaptive cruise control system, a predictive cruise control system, a dynamic powertrain controller, and an advanced driver assistance system.

[0084] In one embodiment, the method includes prioritizing use of one or more of the plurality of brake systems over use of one or more other of the plurality of brake systems.

[0085] In one embodiment, the method includes evaluating one or more operating parameters associated with the vehicle after receiving the deceleration request to determine the braking capacity of each of the plurality of braking systems. In a further embodiment, the one or more operating parameters are provided by at least one of the following systems: an adaptive cruise control system, an advanced driver assistance system, an automated driving system, a dynamic powertrain control system, an anti-lock braking system, a vehicle electronic stability control system, a road condition sensor, a road grade sensor, weather data, a forward route data system, a lidar detection system, a radar detection system, a tire sensor, a vehicle-to-vehicle communication system, a fleet communication system, a traffic control system, and a traffic infrastructure communication system.

[0086] In one embodiment, the method includes determining a deceleration capacity associated with coasting the vehicle; and prioritizing coasting the vehicle to meet the deceleration request prior to decelerating the vehicle with the one or more braking systems.

[0087] In one embodiment, the method includes detecting a fault associated with one of the plurality of brake systems; and reallocating the deceleration request among other brake systems of the plurality of brake systems in response to the fault.

[0088] In one embodiment, the method includes detecting a fault associated with a brake system of the plurality of brake systems; and at least partially disabling the brake system in which the fault was detected.

[0089] In further embodiments, the method includes changing a state of the transmission in response to detecting the fault. In further embodiments, the method includes increasing a following distance between the vehicle and a preceding vehicle in response to detecting the fault. In further embodiments, the method includes re-prioritizing use among the plurality of braking systems in response to detecting the fault.

[0090] In a further embodiment, the fault is a thermal event associated with a service brake system.In a further embodiment, the method includes deactivating an affected service brake of the service brake system in response to the thermal event.

[0091] In one embodiment, the method includes determining a usage priority among the multiple braking systems in response to the deceleration request and one or more operating parameters associated with the vehicle; and allocating the deceleration request among one or more of the multiple braking systems based on the usage priority and braking capacity of each of the multiple braking systems.

[0092] In one embodiment, allocating the deceleration request among one or more of the plurality of braking systems includes assigning a proportional share of the deceleration request to each of the plurality of braking systems.

[0093] In a further embodiment, the plurality of brake systems include a service brake system and at least one of a regenerative brake system and an engine brake system. In a further embodiment, the plurality of brake systems also include at least one of a resistive brake system and an air dynamic brake system.

[0094] In a further embodiment, the plurality of brake systems further comprises a mechanical brake system comprising one or more mechanical brake devices selected from the following devices: an exhaust throttle valve, an exhaust brake, a turbocharger, and a hydraulic retarder.

[0095] In one embodiment, the method includes determining a braking capacity of a regenerative braking system of the vehicle, wherein the braking capacity of the regenerative braking system is based on one or more of a torque limit of a motor / generator of the vehicle, a battery state of charge, a battery state of health, and a battery state of charge; and allocating at least a portion of the deceleration request to the regenerative braking transmission based on the braking capacity of the regenerative braking system.

[0096] According to another aspect, a vehicle includes: a powertrain coupled to a drive shaft; one or more ground-engaging wheels driven by the drive shaft; a deceleration request device configured to provide a deceleration request to decelerate the vehicle; a plurality of brake systems, each configured to decelerate the vehicle; and at least one controller configured to receive the deceleration request and output one or more braking commands to the plurality of brake systems. The controller is configured to determine a braking capacity of each of the plurality of brake systems associated with the deceleration request, allocate the deceleration request between one or more of the plurality of brake systems based on the braking capacity of each of the plurality of brake systems, and decelerate the vehicle with the one or more of the plurality of brake systems in response to the allocation of the deceleration request between the plurality of brake systems.

[0097] In one embodiment, the powertrain includes at least one of an internal combustion engine and an electric motor capable of rotating the drive shaft.

[0098] In one embodiment, the plurality of braking systems include a service braking system and at least one of a regenerative braking system and an engine braking system. In a further embodiment, the plurality of braking systems also include at least one of a resistive braking system and an air dynamic braking system. In a further embodiment, the plurality of braking systems also include a mechanical braking system, the mechanical braking system including one or more mechanical braking devices selected from the following devices: an exhaust throttle valve, an exhaust brake, a turbocharger, and a hydraulic retarder.

[0099] In one embodiment, the vehicle includes a transmission coupled to the drive shaft, and the controller is configured to determine a braking capacity of the transmission of the vehicle, allocate at least a portion of the deceleration request to the transmission based on the braking capacity of the transmission, and modify the state of the transmission in response to the allocated portion of the deceleration request. In further embodiments, the state of the transmission is modified by modifying a current gear of the transmission and / or modifying a shift schedule of the transmission.

[0100] In one embodiment, the deceleration request device comprises a brake pedal.In one embodiment, the controller is configured to prioritize the use of one or more of the plurality of brake systems over the use of one or more other of the plurality of brake systems.

[0101] In one embodiment, the controller is configured to evaluate one or more operating parameters associated with the vehicle after receiving the deceleration request to determine the braking capacity of each of the plurality of braking systems. The one or more operating parameters are provided by at least one of the following systems: an adaptive cruise control system, an advanced driver assistance system, an automated driving system, a dynamic powertrain control system, an anti-lock braking system, a vehicle electronic stability control system, a road condition sensor, a road grade sensor, weather data, a look-ahead route data system, a lidar detection system, a radar detection system, a tire sensor, a vehicle-to-vehicle communication system, a fleet communication system, a traffic control system, and a traffic infrastructure communication system.

[0102] In one embodiment, the controller is configured to determine a deceleration capacity associated with coasting the vehicle and prioritize coasting the vehicle to meet the deceleration request before decelerating the vehicle with the one or more braking systems.

[0103] In one embodiment, the controller is configured to detect a fault associated with one of the plurality of brake systems and, in response to the fault, redistribute the deceleration request among other brake systems of the plurality of brake systems.

[0104] In one embodiment, the controller is configured to detect a fault associated with one of the plurality of brake systems and at least partially disable the brake system in which the fault was detected.

[0105] In a further embodiment, the controller is configured to increase the following distance of the vehicle from a preceding vehicle in response to detecting the fault. In a further embodiment, the controller is configured to re-prioritize the use of the plurality of brake systems in response to detecting the fault. In a further embodiment, the fault is a thermal event associated with the service brake system.

[0106] In one embodiment, the controller is configured to determine a usage priority among the multiple braking systems in response to the deceleration request and one or more operating parameters associated with the vehicle, and to allocate the deceleration request among one or more of the multiple braking systems based on the usage priority and braking capacity of each of the multiple braking systems.

[0107] In one embodiment, the controller is configured to distribute the deceleration request between one or more of the plurality of brake systems by assigning a proportional share of the deceleration request to each of the plurality of brake systems.

[0108] Although the present invention has been shown and described in detail in the drawings and the foregoing description, this should be considered illustrative rather than restrictive, and it should be understood that only certain exemplary embodiments are shown and described, and it is desired to protect all changes and modifications that belong to the spirit of the present invention. It should be understood that although the use of words such as preferred, preferably, preferred or more preferred utilized in the above description indicates that the features described in this way may be more desirable, the feature may not be necessary, and it is expected that the embodiments lacking the features are within the scope of the present invention, which is defined by the appended claims. When reading the claims, it is intended that when words such as "a / an", "at least one" or "at least a portion" are used, it is not intended to limit the claims to only one item, unless there is a clear statement to the contrary in the claims. When the language "at least a portion" and / or "a portion" is used, the item may include a portion and / or the entire item, unless a statement to the contrary is clearly made.

Claims

1. A method for braking a vehicle comprising a plurality of braking systems, the method comprising: receiving a deceleration request for decelerating the vehicle; upon receiving the deceleration request, determining a braking capacity of each of the plurality of braking systems; allocating the deceleration request between one or more of the plurality of braking systems based on the braking capability of each of the plurality of braking systems; as well as The vehicle is decelerated using one or more of the plurality of brake systems in response to the distribution of the deceleration request among the plurality of brake systems.

2. The method of claim 1, further comprising: determining a braking capacity of a transmission of the vehicle; allocating at least a portion of the deceleration request to the transmission based on the braking capacity of the transmission; as well as A state of the transmission is altered in response to the allocated portion of the deceleration request.

3. The method of claim 2, wherein: Changing the state of the transmission includes modifying a current gear of the transmission and / or modifying a shift schedule of the transmission.

4. The method of claim 1, wherein: At least two of the plurality of brake systems simultaneously decelerate the vehicle in response to the distribution of the deceleration request among the plurality of brake systems.

5. The method of claim 1, wherein: The deceleration request is distributed between at least two of the plurality of brake systems, and each of the at least two brake systems is applied in parallel to satisfy the deceleration request.

6. The method of claim 1 further comprising communicating the braking capability of each of the plurality of braking systems to one or more of an adaptive cruise control system, a predictive cruise control system, a dynamic powertrain controller, and an advanced driver assistance system.

7. The method of claim 1, further comprising prioritizing use of one or more of the plurality of brake systems over use of one or more other of the plurality of brake systems.

8. The method of claim 1 further comprising evaluating one or more operating parameters associated with the vehicle after receiving the deceleration request to determine the braking capacity of each of the plurality of braking systems.

9. The method of claim 8, wherein: The one or more operating parameters are provided by at least one of the following systems: an adaptive cruise control system, an advanced driver assistance system, an automated driving system, a dynamic powertrain control system, an anti-lock braking system, a vehicle electronic stability control system, a road condition sensor, a road grade sensor, weather data, a forward-looking route data system, a lidar detection system, a radar detection system, a tire sensor, a vehicle-to-vehicle communication system, a fleet communication system, a traffic control system, and a traffic infrastructure communication system.

10. The method of claim 1, further comprising: determining a deceleration capacity associated with coasting the vehicle; as well as Prioritizing coasting the vehicle to satisfy the deceleration request prior to decelerating the vehicle with the one or more braking systems.

11. The method of claim 1 , further comprising: detecting a fault associated with a brake system of the plurality of brake systems; as well as The deceleration request is redistributed among other brake systems of the plurality of brake systems in response to the fault.

12. The method of claim 1, further comprising: detecting a fault associated with a brake system of the plurality of brake systems; as well as The brake system in which the fault is detected is at least partially disabled.

13. The method of claim 11 or 12, further comprising modifying a state of the transmission in response to detecting the fault.

14. The method of claim 11 or 12, further comprising increasing a following distance between the vehicle and a preceding vehicle in response to detecting the fault.

15. The method of claim 11 or 12, further comprising re-prioritizing usage among the plurality of brake systems in response to detecting the fault.

16. The method according to claim 11 or 12, wherein: The fault was a thermal event associated with the service brake system. 17 . The method of claim 16 , further comprising deactivating an affected service brake of the service brake system in response to the thermal event.

18. The method of claim 1, further comprising: determining a usage priority among the plurality of brake systems in response to the deceleration request and one or more operating parameters associated with the vehicle; as well as The deceleration request is allocated between one or more of the plurality of brake systems based on the usage priority and the braking capacity of each of the plurality of brake systems.

19. The method of claim 1, wherein: Distributing the deceleration request among one or more of the plurality of braking systems includes assigning a proportional share of the deceleration request to each of the plurality of braking systems.

20. The method of claim 1, wherein: The plurality of brake systems include a service brake system and at least one of a regenerative brake system and an engine brake system.

21. The method of claim 20, wherein: The plurality of brake systems also include at least one of a resistive brake system and an aerodynamic brake system.

22. The method of claim 20, wherein: The plurality of brake systems further includes a mechanical brake system including one or more mechanical brake devices selected from the following devices: an exhaust throttle valve, an exhaust brake, a turbocharger, and a hydraulic retarder.

23. The method of claim 1, further comprising: determining a braking capability of a regenerative braking system of the vehicle, wherein the braking capability of the regenerative braking system is based on one or more of a torque limit of a motor / generator of the vehicle, a state of charge of a battery, a state of health of a battery, and a state of charge of a battery; and At least a portion of the deceleration request is allocated to the regenerative braking transmission based on the braking capacity of the regenerative braking system.

24. A vehicle comprising: a powertrain coupled to the drive shaft; one or more ground-engaging wheels driven by the drive shaft; a deceleration request device configured to provide a deceleration request to decelerate the vehicle; a plurality of braking systems, each configured to decelerate the vehicle; at least one controller configured to receive the deceleration request and output one or more braking commands to the plurality of braking systems, wherein the controller is configured to: determining a braking capacity of each of the plurality of braking systems associated with the deceleration request; allocating the deceleration request between one or more of the plurality of braking systems based on the braking capability of each of the plurality of braking systems; and The vehicle is decelerated using the one or more of the plurality of brake systems in response to the distribution of the deceleration request among the plurality of brake systems.

25. The vehicle of claim 24, wherein: The powertrain includes at least one of an internal combustion engine and an electric motor capable of rotating the drive shaft.

26. The vehicle of claim 24, wherein: The plurality of brake systems include a service brake system and at least one of a regenerative brake system and an engine brake system.

27. The vehicle of claim 26, wherein: The plurality of brake systems also include at least one of a resistive brake system and an aerodynamic brake system.

28. The vehicle of claim 26, wherein: The plurality of brake systems further includes a mechanical brake system including one or more mechanical brake devices selected from the following devices: an exhaust throttle valve, an exhaust brake, a turbocharger, and a hydraulic retarder.

29. The vehicle of claim 24, further comprising a transmission coupled to the drive shaft, and the controller being configured to determine a braking capacity of the transmission of the vehicle, allocate at least a portion of the deceleration request to the transmission based on the braking capacity of the transmission, and change a state of the transmission in response to the allocated portion of the deceleration request.

30. The vehicle of claim 29, wherein: The state of the transmission is altered by modifying a current gear of the transmission and / or modifying a shift schedule of the transmission.

31. The vehicle of claim 24, wherein: The deceleration request device includes a brake pedal.

32. The vehicle of claim 24, wherein: The controller is configured to prioritize use of one or more of the plurality of brake systems over use of one or more other of the plurality of brake systems.

33. The vehicle of claim 24, wherein: The controller is configured to evaluate one or more operating parameters associated with the vehicle after receiving the deceleration request to determine the braking capacity of each of the multiple braking systems, wherein the one or more operating parameters are provided by at least one of the following systems: an adaptive cruise control system, an advanced driver assistance system, an automated driving system, a dynamic powertrain control system, an anti-lock braking system, a vehicle electronic stability control system, a road condition sensor, a road grade sensor, weather data, a forward route data system, a lidar detection system, a radar detection system, a tire sensor, a vehicle-to-vehicle communication system, a fleet communication system, a traffic control system, and a traffic infrastructure communication system.

34. The vehicle of claim 24, wherein: The controller is configured to: determining a deceleration capacity associated with coasting the vehicle; and Prioritizing coasting the vehicle to satisfy the deceleration request prior to decelerating the vehicle with the one or more braking systems.

35. The vehicle of claim 24, wherein: The controller is configured to: detecting a fault associated with a brake system of the plurality of brake systems; and The deceleration request is redistributed among other brake systems of the plurality of brake systems in response to the fault.

36. The vehicle of claim 24, wherein: The controller is configured to: detecting a fault associated with a brake system of the plurality of brake systems; and The brake system in which the fault is detected is at least partially disabled.

37. A vehicle as claimed in claim 35 or 36, wherein: The controller is configured to increase a following distance between the vehicle and a preceding vehicle in response to detecting the fault.

38. A vehicle as claimed in claim 35 or 36, wherein: The controller is configured to re-prioritize usage among the plurality of brake systems in response to detecting the fault.

39. A vehicle as claimed in claim 35 or 36, wherein: The fault was a thermal event associated with the service brake system.

40. The vehicle of claim 24, wherein: The controller is configured to: determining a usage priority among the plurality of braking systems in response to the deceleration request and one or more operating parameters associated with the vehicle; and The deceleration request is allocated between one or more of the plurality of brake systems based on the usage priority and the braking capacity of each of the plurality of brake systems.

41. The vehicle of claim 24, wherein: The controller is configured to distribute the deceleration request among one or more of the plurality of brake systems by assigning a proportional share of the deceleration request to each of the plurality of brake systems.

Images