Brake sound enhancement

Abstract

A system for providing audible notifications to a user when braking subsystems within a vehicle are actuated includes a system controller in communication with a vehicle controller, a plurality of sensors, an infotainment system within the vehicle, and a plurality of braking subsystems within the vehicle, the system controller is adapted to identify at least one actuated brake subsystem from the plurality of brake subsystems, calculate, for each of the at least one actuated brake subsystem, a delta representative of a relative impact of each of the at least one actuated brake subsystem, the method includes calculating a delta between the at least one actuated braking subsystem and the vehicle infotainment system, selecting a dominant one of the at least one actuated braking subsystem based on the calculated delta, selecting an audible signal associated with the dominant one of the at least one actuated braking subsystem, selecting a volume to broadcast the selected audible signal, and broadcasting the audible signal via the vehicle infotainment system.

Description

Braking sound increased Technical Field

[0001] This disclosure relates to a system and method for providing audible notifications to users inside a vehicle in response to actuation of a braking subsystem. Background Technology

[0002] When the braking subsystem is active, a distributed brake-by-wire system provides minimal auditory or tactile feedback to the driver inside the vehicle. In a centralized braking system, when the vehicle enters a skid event, valves and actuators directly linked to the brake pedal generate mechanical sounds and vibrations to the driver's foot, which the driver interprets as an indication of skidding and the braking subsystem being active. Without a central hydraulic unit, the sound transmitted to the vehicle's cabin is reduced due to the lack of valves, physical coupling with the brake pedal, and structural noise, thus diminishing the driver's ability to perceive road conditions from inside the vehicle.

[0003] Therefore, while current systems and methods achieve their intended purpose, there is still a need for new and improved systems and methods that use input from the braking subsystem to play audible sounds through the vehicle's infotainment system to represent different braking events and vehicle interactions as feedback to the driver. Summary of the Invention

[0004] According to several aspects of this disclosure, a method for providing an audible notification to a user in a vehicle when a braking subsystem within the vehicle is actuated includes: using a system controller in communication with a vehicle controller: identifying at least one actuated braking subsystem from a plurality of braking subsystems; calculating, for each of the at least one actuated braking subsystem, an increment representing the relative influence of each of the at least one actuated braking subsystem; selecting a dominant one of the at least one actuated braking subsystems based on the calculated increment; selecting an audible signal associated with the dominant one of the at least one actuated braking subsystems; selecting a volume of the selected audible signal to be broadcast; and broadcasting the audible signal via a vehicle infotainment system.

[0005] According to another aspect, identifying at least one actuated braking subsystem from multiple braking subsystems also includes determining the actuation of the anti-lock braking subsystem.

[0006] According to another aspect, the calculation of the increment representing the relative influence of each of the at least one actuated braking subsystem further includes collecting the pedal position of the brake pedal in the vehicle and the surface friction of the road surface on which the vehicle is traveling via multiple sensors in the vehicle, and calculating the increment of the anti-lock braking subsystem based on the brake pedal position and the surface friction of the road surface.

[0007] According to another aspect, identifying at least one actuated braking subsystem from multiple braking subsystems also includes determining the actuation of the traction control subsystem.

[0008] According to another aspect, the calculation of the increment representing the relative influence of each of the at least one actuated braking subsystem further includes collecting the pedal position of the accelerator pedal in the vehicle and the surface friction of the road surface on which the vehicle is traveling via multiple sensors in the vehicle, and calculating the increment of the traction control subsystem based on the accelerator pedal position and the surface friction of the road surface.

[0009] According to another aspect, identifying at least one actuated braking subsystem from multiple braking subsystems also includes determining the actuation of the engine drag control subsystem.

[0010] According to another aspect, the calculation of the increment representing the relative influence of each of the at least one actuated braking subsystem also includes receiving the level of torque request from the engine drag control subsystem from the vehicle controller, collecting the surface friction of the road surface on which the vehicle is traveling via multiple sensors within the vehicle, and calculating the increment of the engine drag control subsystem based on the torque request and the surface friction of the road surface.

[0011] According to another aspect, identifying at least one actuated braking subsystem from multiple braking subsystems also includes determining the actuation of the electronic stability control subsystem.

[0012] According to another aspect, the calculation of the increment representing the relative influence of each of the at least one actuated braking subsystem for each of the at least one actuated braking subsystem also includes collecting the surface friction of the road surface on which the vehicle is traveling, the yaw deviation of the vehicle, and the angular position of the steering wheel inside the vehicle via multiple sensors within the vehicle, and calculating the increment of the electronic stability control subsystem based on the yaw deviation of the vehicle, the angular position of the steering wheel, and the surface friction of the road surface.

[0013] According to another aspect, selecting an audible signal associated with a dominant one in at least one actuated braking subsystem also includes accessing a database within the system controller, wherein the database includes a plurality of audible signals stored therein, an audible signal associated with each of the plurality of braking subsystems, and selecting an audible signal from the plurality of audible signals associated with a dominant one in at least one actuated braking subsystem.

[0014] According to another aspect, selecting the volume of the selected audible signal to be broadcast also includes receiving user preferences related to the maximum volume of the audible signal to be broadcast via a human-machine interface (HMI) adapted to facilitate communication between the user and the system controller within the vehicle, and limiting the volume of the audible signal to be broadcast based on the user preferences.

[0015] According to another aspect, selecting the volume of the selected audible signal to be broadcast also includes measuring the actuation level of the dominant one of at least one actuated braking subsystem based on inputs from multiple sensors within the vehicle and feedback from the vehicle controller, and selecting the volume of the selected audible signal to be broadcast based on the measured actuation level of the dominant one of the at least one actuated braking subsystem.

[0016] According to another aspect, the method further includes: continuously monitoring the actuation level of the dominant one of at least one actuated braking subsystem based on inputs from multiple sensors within the vehicle and feedback from the vehicle controller throughout the broadcast of the audible signal, and adjusting the volume of the selected audible signal to be broadcast as the actuation level of the dominant one of the at least one actuated braking subsystem changes.

[0017] According to another aspect, broadcasting audible signals via the vehicle infotainment system also includes passing the audible signal through a ramp rate filter within the system controller to gradually increase the volume of the audible signal to a selected volume.

[0018] According to several aspects of this disclosure, a system for providing an audible notification to a user in a vehicle when a braking subsystem in the vehicle is actuated includes: a system controller communicating with a vehicle controller, a plurality of sensors in the vehicle, an infotainment system in the vehicle, and a plurality of braking subsystems in the vehicle. The system controller is adapted to identify at least one actuated braking subsystem from the plurality of braking subsystems, calculate, for each of the at least one actuated braking subsystem, an increment representing the relative influence of each of the at least one actuated braking subsystem, select a dominant one of the at least one actuated braking subsystem based on the calculated increment, select an audible signal associated with the dominant one of the at least one actuated braking subsystem, select a volume for broadcasting the selected audible signal, and broadcast the audible signal via the vehicle infotainment system.

[0019] According to another aspect, when at least one actuated braking subsystem is identified from multiple braking subsystems, the system controller is further adapted to determine at least one of the actuation of the anti-lock braking subsystem, the actuation of the traction braking subsystem, the actuation of the engine drag control subsystem, and the actuation of the electronic stability control subsystem. Furthermore, when calculating an increment representing the relative influence of each of the at least one actuated braking subsystem for each of the at least one actuated braking subsystem, the system controller is further adapted to collect, via multiple sensors within the vehicle, the position of the brake pedal, the position of the accelerator pedal, the surface friction of the road surface on which the vehicle is traveling, the yaw deviation of the vehicle, and the angular position of the steering wheel within the vehicle; receive from the vehicle controller the level of the torque request of the engine drag control subsystem; and calculate at least one of the increments of the anti-lock braking subsystem based on the brake pedal position and the surface friction of the road surface, the increment of the traction control subsystem based on the accelerator pedal position and the surface friction of the road surface, the increment of the engine drag control subsystem based on the torque request and the surface friction of the road surface, and the increment of the electronic stability control subsystem based on the yaw deviation, the steering wheel angle, and the surface friction of the road surface.

[0020] According to another aspect, when selecting an audible signal associated with the dominant one in at least one actuated braking subsystem, the system controller is also adapted to access a database within the system controller, wherein the database includes a plurality of audible signals stored therein, an audible signal associated with each of the plurality of braking subsystems, and to select an audible signal from the plurality of audible signals associated with the dominant one in at least one actuated braking subsystem.

[0021] According to another aspect, when selecting the volume of the selected audible signal to be broadcast, the system controller is also adapted to receive user preferences related to the maximum volume of the audible signal to be broadcast via a human-machine interface (HMI) adapted to facilitate communication between the user and the system controller within the vehicle, measure the actuation level of the dominant one in at least one actuated braking subsystem based on inputs from multiple sensors within the vehicle and feedback from the vehicle controller, and select the volume of the selected audible signal to be broadcast based on the measured actuation level of the dominant one in at least one actuated braking subsystem and the user preference related to the maximum volume of the selected audible signal to be broadcast.

[0022] According to another aspect, the system controller is also adapted to pass the audible signal through a slope filter to gradually increase the volume of the audible signal to a selected volume, and throughout the broadcast of the audible signal, continuously monitor the actuation level of the dominant one of at least one actuated braking subsystem based on inputs from multiple sensors within the vehicle and feedback from the vehicle controller, and adjust the volume of the selected audible signal to be broadcast as the actuation level of the dominant one of at least one actuated braking subsystem changes.

[0023] Further applicability will become apparent from the description provided herein. It should be understood that the specification and specific examples are for illustrative purposes only and are not intended to limit the scope of this disclosure. Attached Figure Description

[0024] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of this disclosure in any way.

[0025] Figure 1 is a schematic diagram of a vehicle including a system according to an exemplary embodiment of the present disclosure;

[0026] Figure 2 is a schematic diagram of the system;

[0027] Figure 3 is a flowchart illustrating the method of running the system of Figure 1. Detailed Implementation

[0028] The following description is merely exemplary in nature and is not intended to limit this disclosure, its application, or its uses. Furthermore, it is not intended to be bound by any express or implied theory presented in the foregoing technical fields, background art, summary of the invention, or the following detailed description. It should be understood that throughout the drawings, corresponding reference numerals denote similar or corresponding parts and features. As used herein, the term "module" means any hardware, software, firmware, electronic control components, processing logic, and / or processor device, individually or in any combination, including but not limited to: application-specific integrated circuits (ASICs), electronic circuits, processors (shared, dedicated, or grouped), and memory executing one or more software or firmware programs, combinational logic circuits, and / or other suitable components providing the described functionality. Although the drawings shown herein depict examples with certain element arrangements, additional intermediate elements, devices, features, or components may be present in actual embodiments. It should also be understood that the drawings are merely illustrative and may not be drawn to scale.

[0029] As used herein, the term "vehicle" is not limited to automobiles. While this article primarily describes the prior art in the context of automobiles, the prior art is not limited to automobiles. These concepts can be used in a variety of applications, such as those related to aircraft, ships, other vehicles, and consumer electronics components.

[0030] The provision of exemplary embodiments is intended to make this disclosure thorough and to fully convey the scope to those skilled in the art. Numerous specific details, such as examples of specific compositions, components, apparatuses, and methods, are set forth to provide a thorough understanding of embodiments of this disclosure. It will be apparent to those skilled in the art that specific details are not required, that exemplary embodiments may be embodied in many different forms, and none of these should be construed as limiting the scope of this disclosure. In some exemplary embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.

[0031] The terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. As used herein, the singular forms “a”, “an”, and “described” are also intended to include the plural forms unless the context clearly indicates otherwise. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore specify the presence of stated features, elements, compositions, steps, integers, operations, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. Although the open-ended term “comprising” should be understood as a non-limiting term used to describe and claim the various embodiments presented herein, in some aspects it may alternatively be understood as a more restrictive and binding term, such as “consisting of” or “substantially consisting of.” Therefore, for any given embodiment recounting compositions, materials, components, elements, features, integers, operations, and / or process steps, this disclosure also specifically includes embodiments consisting of or substantially consisting of such enumerated compositions, materials, components, elements, features, integers, operations, and / or process steps. In the case of “consisting of…”, the alternative embodiments exclude any additional compositions, materials, components, elements, features, integers, operations, and / or process steps. In the case of “consisting substantially of…”, any additional compositions, materials, components, elements, features, integers, operations, and / or process steps that substantially affect the basic and novel characteristics are excluded from such embodiments. However, any compositions, materials, components, elements, features, integers, operations, and / or process steps that do not substantially affect the basic and novel characteristics may be included in the embodiments.

[0032] Unless specifically identified as a sequence of execution, any method steps, procedures, and operations described herein shall not be construed as requiring them to be performed in the particular order discussed or shown. It should also be understood that additional or alternative steps may be employed unless otherwise stated.

[0033] When a component, element, or layer is described as being “on,” “joined to,” “connected to,” or “coupled to” another component or layer, it can be directly on, joined to, connected to, or coupled to the other component, element, or layer, or there may be intermediate components or layers present. Conversely, when an element is described as being “directly on,” “directly joined to,” “directly connected to,” or “directly coupled to” another component or layer, there may be no intermediate components or layers present. Other terms used to describe relationships between elements should be interpreted in a similar manner (e.g., “between…” versus “directly between…”, “adjacent” versus “directly adjacent,” etc.). As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed items.

[0034] Although the terms first, second, third, etc., may be used herein to describe various steps, elements, components, regions, layers, and / or portions, these steps, elements, components, regions, layers, and / or portions should not be limited by these terms unless otherwise stated. These terms may be used only to distinguish one step, element, component, region, layer, or portion from another. Unless the context clearly indicates otherwise, terms such as “first,” “second,” and other numerical terms used herein do not imply sequence or order. Therefore, the first step, element, component, region, layer, or portion discussed below may be referred to as the second step, element, component, region, layer, or portion without departing from the teachings of the exemplary embodiments.

[0035] For ease of description, spatial or temporal relative terms such as “before,” “after,” “inside,” “outside,” “directly below,” “below,” “lower,” “above,” “upper,” etc., may be used in this document to describe the relationship between one element or feature and another element(s), as shown in the figures. In addition to the orientations depicted in the figures, spatial or temporal relative terms may be intended to cover different orientations of the device or system during use or operation.

[0036] Throughout this disclosure, numerical values ​​represent approximate measurements or range limits to cover small deviations from a given value and embodiments having approximately the mentioned value as well as embodiments having exactly the mentioned value. Except for the working examples provided at the end of the detailed description, all numerical values ​​of parameters (e.g., quantities or conditions) in this specification (including the appended claims) should be understood to be modified by the term “about” in all cases, regardless of whether “about” actually precedes the numerical value. “About” indicates that the stated numerical value allows for a certain degree of slight imprecision (accuracy of approximating the value by some method; approximate or reasonably close to the value; almost). If the imprecision provided by “about” is not understood in this ordinary sense in the art, then “about” as used herein at least indicates a variation that can be produced by common methods of measuring and using such parameters. For example, “about” with respect to percentages includes a variation of + / -5%, “about” with respect to temperature includes a variation of + / -5°C, and “about” with respect to distance includes a variation of + / -10%. Furthermore, the disclosure of ranges includes disclosing all values ​​throughout the range and further subdivided ranges, including endpoints and subranges given for the range.

[0037] Example embodiments will now be described more fully with reference to the accompanying drawings. According to one exemplary embodiment, FIG. 1 illustrates a vehicle 10 having an association system 50 adapted to provide an audible notification to a user within the vehicle 10 when a braking subsystem within the vehicle 10 is actuated. The vehicle 10 generally includes a chassis 12, a body 14, front wheels 16, and rear wheels 18. The body 14 is disposed on the chassis 12 and substantially surrounds the components of the vehicle 10. The body 14 and the chassis 12 may together form a frame. The front wheels 16 and the rear wheels 18 are each rotatably coupled to the chassis 12 near a respective corner of the body 14.

[0038] In various embodiments, vehicle 10 is an autonomous vehicle and system 50 is incorporated into autonomous vehicle 10. Autonomous vehicle 10 is, for example, a vehicle automatically controlled to transport passengers from one location to another. Vehicle 10 is depicted as a passenger car in the illustrated embodiment, but it should be understood that any other vehicle may be used, including motorcycles, trucks, sport utility vehicles (SUVs), recreational vehicles (RVs), etc. In one exemplary embodiment, vehicle 10 is equipped with a so-called L4 or L5 automation system. L4 system stands for "high automation," referring to the driving mode-specific performance of the autonomous driving system in all aspects of a dynamic driving task, even if the human user does not appropriately respond to intervention requests. L5 system stands for "full automation," referring to the full-time performance of the autonomous driving system in all aspects of a dynamic driving task under all road and environmental conditions manageable by a human driver.

[0039] As shown in the figure, vehicle 10 generally includes a propulsion system 20, a transmission system 22, a steering system 24, a braking system 26, a sensor system 28, an actuator system 30, at least one data storage device 32, a vehicle controller 34, and a wireless communication module 36. In one embodiment where vehicle 10 is an electric vehicle, the transmission system 22 may be absent. In various embodiments, the propulsion system 20 may include an internal combustion engine, an electric motor such as a traction motor, and / or a fuel cell propulsion system. The transmission system 22 is configured to transmit power from the propulsion system 20 to the front wheels 16 and rear wheels 18 of the vehicle according to a selectable gear ratio. According to various embodiments, the transmission system 22 may include a stepped automatic transmission, a continuously variable transmission (CVT), or other suitable transmission. The braking system 26 is configured to provide braking torque to the front wheels 16 and rear wheels 18 of the vehicle. In various embodiments, the braking system 26 may include friction brakes, a brake-by-wire system, a regenerative braking system (e.g., an electric motor), and / or other suitable braking systems. The steering system 24 affects the position of the front wheels 16 and rear wheels 18. Although depicted as including a steering wheel for illustrative purposes, in some embodiments contemplated within the scope of this disclosure, such as for fully autonomous vehicles, the steering system 24 may not include a steering wheel.

[0040] Sensor system 28 includes one or more sensing devices 40a-40n that sense observable conditions of the external and / or internal environment of the autonomous vehicle 10. Sensing devices 40a-40n may include, but are not limited to, radar, lidar, global positioning system, optical cameras, thermal imaging cameras, ultrasonic sensors, and / or other sensors. Cameras may include two or more digital cameras spaced apart from each other at a selected distance, wherein the two or more digital cameras are used to acquire stereoscopic images of the surrounding environment to obtain a three-dimensional image or map. Multiple sensing devices 40a-40n are used to determine information about the environment surrounding the vehicle 10. In one exemplary embodiment, multiple sensing devices 40a-40n include an electric motor speed sensor, an electric motor torque sensor, an electric drive motor voltage and / or current sensor, an accelerator pedal position sensor, a coolant temperature sensor, a cooling fan speed sensor, and a transmission oil temperature sensor. In another exemplary embodiment, multiple sensing devices 40a-40n also include sensors for determining information about the environment surrounding the vehicle 10, such as an ambient air temperature sensor, an atmospheric pressure sensor, and / or a photographic and / or video camera positioned to observe the environment in front of the vehicle 10. In another exemplary embodiment, at least one of the plurality of sensing devices 40a-40n is capable of measuring distances in the environment surrounding the vehicle 10.

[0041] The vehicle controller 34 includes at least one processor 44 and a computer-readable storage device or medium 46. The at least one data processor 44 can be any custom or commercially available processor, central processing unit (CPU), graphics processing unit (GPU), auxiliary processor among a plurality of processors associated with the vehicle controller 34, semiconductor-based microprocessor (in the form of a microchip or chipset), macroprocessor, any combination thereof, or any device typically used for executing instructions. The computer-readable storage device or medium 46 can include volatile and non-volatile storage devices such as read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM). KAM is persistent or non-volatile memory that can be used to store various operational variables when at least one data processor 44 is powered off. The computer-readable storage device or medium 46 can be implemented using any of a variety of known memory devices, such as PROM (programmable read-only memory), EPROM (electrical PROM), EEPROM (electrically erasable PROM), flash memory, or any other electrical, magnetic, optical, or combined memory device capable of storing data, some of which represents executable instructions used by the controller 34 when controlling the vehicle 10.

[0042] These instructions may include one or more separate programs, each comprising an ordered list of executable instructions for implementing logical functions. When executed by at least one processor 44, the instructions receive and process signals from the sensor system 28, execute logic, calculations, methods, and / or algorithms for automatically controlling components of the vehicle 10, and generate control signals to the actuator system 30 to automatically control components of the vehicle 10 based on logic, calculations, methods, and / or algorithms. Although only one controller 34 is shown in Figure 1, embodiments of the vehicle 10 may include any number of controllers 34 that communicate via any suitable communication medium or combination of communication media and cooperate to process sensor signals, execute logic, calculations, methods, and / or algorithms, and generate control signals 10 to automatically control features of the autonomous vehicle.

[0043] In various embodiments, one or more instructions from the vehicle controller 34 are embodied in the trajectory planning system and, when executed by at least one data processor 44, generate a trajectory output that addresses the kinematic and dynamic constraints of the environment. For example, the instructions receive process sensor and map data as input. The instructions utilize a customized cost function to execute a graph-based method to handle different road scenarios, including urban and highway scenarios.

[0044] The wireless communication module 36 is configured to wirelessly transmit information to and from other remote entities 48, such as, but not limited to, other vehicles (“V2V” communication), infrastructure (“V2I” communication), remote systems, remote servers, cloud computers, and / or personal devices. In one exemplary embodiment, the communication system 36 is a wireless communication system configured to communicate using the IEEE 802.11 standard or via a wireless local area network (WLAN) using cellular data communication. However, additional or alternative communication methods, such as Dedicated Short Range Communication (DSRC) channels, are also considered within the scope of this disclosure. A DSRC channel refers to a unidirectional or bidirectional short- to medium-range wireless communication channel designed specifically for automotive use, along with a set of corresponding protocols and standards.

[0045] The vehicle controller 34 is a non-general-purpose electronic control device that includes a pre-programmed digital computer or processor, memory or non-transitory computer-readable medium for storing data such as control logic, software applications, instructions, computer code, data, lookup tables, etc., and a transceiver [or input / output port]. Computer-readable medium includes any type of media that can be accessed by a computer, such as read-only memory (ROM), random access memory (RAM), hard disk drive, compact disc (CD), digital video disc (DVD), or any other type of memory. "Non-transitory" computer-readable medium does not include wired, wireless, optical, or other communication links that transmit transient electrical signals or other signals. Non-transitory computer-readable medium includes media where data can be permanently stored and media where data can be stored and subsequently rewritten, such as rewritable optical discs or erasable memory devices. Computer code includes any type of program code, including source code, object code, and executable code.

[0046] Referring to Figure 2, system 50 includes a system controller 52 communicating with vehicle controller 34, multiple sensors 40a-40n, a vehicle infotainment system 54, and multiple braking subsystems 56A, 56B, 56C, and 56D within vehicle 10. Braking subsystems 56A, 56B, 56C, and 56D are adapted to assist vehicle control when vehicle 10 experiences a skid event, such as when vehicle 10 is traveling on a slippery road, suddenly stops, or becomes unstable. In one exemplary embodiment, the multiple braking subsystems 56A, 56B, 56C, and 56D include an anti-lock braking system 56A, a traction control system 56B, an engine drag control system 56C, and an electronic stability control system 56D. It should be understood that the multiple braking subsystems 56A, 56B, 56C, and 56D may include other systems not mentioned herein adapted to provide control assistance during a skid event. The system controller 52 can communicate indirectly with the braking subsystems 56A, 56B, 56C, and 56D through the vehicle controller 34, or directly with each braking subsystem 56A, 56B, 56C, and 56D.

[0047] System 50 also includes a human-machine interface (HMI) 58 that communicates with system controller 52 and is adapted to facilitate communication between system 50 and users within vehicle 10. HMI 58 may include a touchscreen that allows users to input information to system controller 52 via HMI 58. In other embodiments, HMI 58 may also be associated with a speaker and / or a camera that allows users within vehicle 10 to provide input to system controller 52 verbally or through gestures.

[0048] In one exemplary embodiment, system controller 52 is adapted to identify at least one actuated braking subsystem 56A, 56B, 56C, 56D from a plurality of braking subsystems 56A, 56B, 56C, 56D. When any of the braking subsystems 56A, 56B, 56C, 56D is actuated, system controller 52 receives feedback from vehicle controller 34 or directly from each of the plurality of braking subsystems 56A, 56B, 56C, 56D. For example, if vehicle 10 attempts to stop suddenly, vehicle controller 34 will actuate anti-lock braking system 56A to prevent wheel lock-up of vehicle 10. Therefore, system controller 52 will receive an indication that anti-lock braking system 56A is active, wherein anti-lock braking system 56A is classified as an actuated braking subsystem. Depending on the specific circumstances and environmental factors, any combination of one or more of the braking subsystems 56A, 56B, 56C, 56D may be actuated.

[0049] For each of at least one actuated braking subsystem 56A, 56B, 56C, 56D, the system controller 52 calculates an increment representing the relative impact of each of the at least one actuated braking subsystem 56A, 56B, 56C, 56D. The calculated increment of each of the at least one actuated braking subsystem 56A, 56B, 56C, 56D provides a metric that allows the system controller 52 to determine which of the at least one actuated braking subsystem 56A, 56B, 56C, 56D is dominant. For example, in a conventional centralized braking system, if both the anti-lock braking system (ABS) and the electronic stability control system are actuated, the movement of actuators, valves, and fluids within the respective systems will produce audible noise perceptible to the user / driver within the vehicle 10. However, depending on the intensity of actuation of each actuated braking subsystem, the user / driver may hear one noise instead of the other. Therefore, the system controller 52 of this disclosure uses the calculated increment of each of at least one actuated braking subsystem 56A, 56B, 56C, 56D to determine which of the at least one actuated braking subsystem 56A, 56B, 56C, 56D should be primarily perceived by the user / driver of the vehicle 10.

[0050] In one exemplary embodiment, system controller 52 collects data via multiple sensors 40a-40n within vehicle 10, including the position of the brake pedal, the position of the accelerator pedal, the surface friction of the road surface on which vehicle 10 travels, the yaw deviation of vehicle 10, and the angular position of steering wheel within vehicle 10. Furthermore, system controller 52 receives the level of torque request from engine drag control system 56C from vehicle controller 34. The system controller uses data from the multiple sensors 40a-40n related to the operating and environmental conditions of vehicle 10 to calculate the increment of at least one of multiple braking subsystems 56A, 56B, 56C, and 56D.

[0051] In one exemplary embodiment, system controller 52 calculates the increment of anti-lock braking subsystem 56A based on brake pedal position and surface friction of the road surface. The more the brake pedal is pushed inward, the stronger the braking applied, and the higher the increment of anti-lock braking system 56A. Conversely, the lower the surface friction (μ) of the road surface, the more severe the vehicle 10 will slip, requiring more intervention from anti-lock braking system 56A, and resulting in a higher increment of anti-lock braking system 56A. These two inputs are converted to percentages and combined into a composite increment of anti-lock braking system 56A. System controller 52 may place the weighted multiplier on one of the two inputs (brake pedal position, road surface friction) instead of the other, based on preset instructions or user / driver input preferences of vehicle 10.

[0052] Similarly, system controller 52 calculates the increment of traction control system 56B based on accelerator pedal position and surface friction of the road surface. The more the accelerator pedal is pushed inward, the more the vehicle 10 accelerates, and the higher the increment of traction control system 56B. Conversely, the lower the surface friction (μ) of the road surface, the more the vehicle 10 will slip, requiring more intervention from traction control system 56B, and resulting in a higher increment of traction control system 56B. These two inputs are converted to percentages and combined into a composite increment of traction control system 56B. System controller 52 can place the weighted multiplier on one of the two inputs (brake pedal position, road surface friction) or the other based on preset commands or user / driver input preferences of vehicle 10.

[0053] Furthermore, system controller 52 calculates the increment of engine drag control system 56C based on the torque request level from vehicle controller 34 and the surface friction of the road surface. The higher the torque request, the higher the increment of engine drag control system 56C; conversely, the lower the surface friction (μ), the more severe the vehicle 10 will slip, requiring more intervention from engine drag control system 56C, and resulting in a higher increment of engine drag control system 56C. These two inputs are converted into percentages and combined into a composite increment of engine drag control system 56C. System controller 52 may place the weighting multiplier on one of the two inputs (torque request, road friction) instead of the other, based on preset instructions or user / driver input preferences of vehicle 10.

[0054] Finally, system controller 52 calculates the increment of electronic stability control system 56D based on the vehicle's yaw deviation, the steering wheel angular position of vehicle 10, and the surface friction of the road surface. The higher the yaw deviation, the more vehicle 10 slips, and the higher the increment of electronic stability control system 56D. Similarly, the higher the steering wheel angular position (the greater the steering input), the higher the increment of electronic stability control system 56D. Conversely, the lower the surface friction (μ) of the road surface, the more severe the vehicle 10 slips, requiring more intervention from electronic stability control system 56D, and resulting in a higher increment of electronic stability control system 56D. These three inputs are converted to percentages and combined into a composite increment of electronic stability control system 56D. System controller 52 can place a weighted multiplier on one of the inputs, rather than the other two, based on preset instructions or user / driver input preferences for vehicle 10.

[0055] System controller 52 uses a calculated increment to select the dominant one of at least one actuated braking subsystem 56A, 56B, 56C, 56D. For example, if anti-lock braking system 56A has the highest calculated increment, system controller 52 selects anti-lock braking system 56A as the dominant one of at least one actuated braking subsystem 56A, 56B, 56C, 56D. System controller 52 selects the dominant one of at least one actuated braking subsystem 56A, 56B, 56C, 56D because, in a given situation, more than one of braking subsystems 56A, 56B, 56C, 56D can be actuated; however, system controller 52 selects the most important or dominant one of at least one actuated braking subsystem 56A, 56B, 56C, 56D. Broadcasting more than one unique audible signal simultaneously could cause confusion and is not very helpful.

[0056] Then, the system controller 52 selects an audible signal associated with the dominant one of at least one actuated braking subsystems 56A, 56B, 56C, 56D (anti-lock braking system 56A in the example above), selects the volume of the selected audible signal to be broadcast, and broadcasts the audible signal via the speaker 60 of the vehicle infotainment system 54.

[0057] In one exemplary embodiment, when selecting an audible signal associated with a dominant one of at least one actuated braking subsystem 56A, 56B, 56C, 56D, the system controller 52 is also adapted to access a database 62 within the system controller 52. The database 62 includes a plurality of audible signals stored therein, each audible signal being associated with each of the plurality of braking subsystems 56A, 56B, 56C, 56D. The system controller 52 selects an audible signal from the plurality of audible signals stored in the database 62 that is associated with a dominant one of at least one actuated braking subsystem 56A, 56B, 56C, 56D. In the example above, where the dominant one of the at least one actuated braking subsystem 56A, 56B, 56C, 56D is an anti-lock braking system 56A, the system controller 52 selects an audible signal associated with the anti-lock braking system 56A for broadcast.

[0058] HMI 58 allows the user / driver to input preferences to system controller 52. The audible signal associated with each of the multiple braking subsystems 56A, 56B, 56C, 56D can be based on user / driver preferences, whereby the user / driver selects the audible signal they want to associate with a specific one of the multiple braking subsystems 56A, 56B, 56C, 56D.

[0059] In another exemplary embodiment, when selecting the volume of the selected audible signal to be broadcast, the system controller 52 is also adapted to measure the actuation level of the dominant of at least one of the actuated braking subsystems 56A, 56B, 56C, 56D based on inputs from multiple sensors 40a-40n within the vehicle 10 and feedback from the vehicle controller 34, and to select the volume of the selected audible signal to be broadcast based on the measured actuation level of the dominant of the at least one actuated braking subsystem 56A, 56B, 56C, 56D. For example, when the dominant of the at least one actuated braking subsystem 56A, 56B, 56C, 56D is the anti-lock braking subsystem 56A, the system controller 52 selects the volume based on the force of the applied braking. Thus, based on measurements such as brake pedal position, the system controller 52 will provide a louder audible signal when braking is applied very forcefully, and a quieter audible signal when braking is applied less forcefully. In this way, system 50 provides an audible signal to the user / driver that not only indicates that a particular one of the multiple braking subsystems 56A, 56B, 56C, 56D is being actuated, but also provides an indication of the severity of the skid event that triggered the actuation of a particular one of the multiple braking subsystems 56A, 56B, 56C, 56D based on the volume of the audible signal.

[0060] In another exemplary embodiment, throughout the broadcast of the audible signal, the system controller 52 is also adapted to continuously monitor the actuation level of the dominant of at least one of the actuated braking subsystems 56A, 56B, 56C, 56D based on inputs from multiple sensors 40a-40n within the vehicle 10 and feedback from the vehicle controller 34, and to adjust the volume of the selected audible signal to be broadcast as the actuation level of the at least one actuated braking subsystem 56A, 56B, 56C, 56D changes. Therefore, if the skidding event continues or becomes more severe, and the dominant of at least one of the actuated braking subsystems 56A, 56B, 56C, 56D is actuated more aggressively, the volume of the broadcast audible signal increases. For example, if system controller 52 is broadcasting an audible signal at a selected volume to instruct the user / driver to activate the anti-lock braking system 56A, and the vehicle's continued unstable behavior (slippage, spin) causes the user / driver to apply the brakes forcefully, system controller 52 will correspondingly increase the volume of the audible signal. Similarly, if the system controller detects that the slippage event is mitigating and the user / driver is applying less force to the brake pedal, system controller 52 will decrease the volume of the audible signal.

[0061] HMI 58 allows the user / driver to input preferences to system controller 52. Therefore, the user / driver can input preferences related to the maximum volume of broadcastable and audible signals. Furthermore, the user / driver can input preferences as long as each of the audible signals has a different maximum level. For example, the user / driver can set the maximum volume for actuating the engine drag control system 56C to be lower than the maximum volume for actuating the anti-lock braking system 56A, because the user / driver is more concerned with the actuation of the anti-lock braking system 56A than the actuation of the engine drag control system 56C.

[0062] In another exemplary embodiment, the system controller 52 is adapted to pass the audible signal through a ramp rate filter to gradually increase the volume of the audible signal to a selected volume. In this way, the system controller 52 avoids emitting a loud audible signal to the user / driver that could potentially frighten or startle them. The audible signal starts at a very low volume and then gradually increases to the selected volume.

[0063] Referring to Figure 3, a method 100 for providing an audible notification to a user in vehicle 10 when braking subsystems 56A, 56B, 56C, and 56D within vehicle 10 are actuated includes: utilizing a system controller 52 communicating with a vehicle controller 34; starting from block 102 and moving to block 104, identifying at least one actuated braking subsystem 56A, 56B, 56C, and 56D from a plurality of braking subsystems 56A, 56B, 56C, and 56D; moving to block 106, calculating a representation of at least one brake subsystem 56A, 56B, 56C, and 56D for each of the at least one actuated braking subsystem 56A, 56B, 56C, and 56D; The increment of the relative influence of each of the actuated braking subsystems 56A, 56B, 56C, and 56D is moved to box 108, whereby a dominant one of at least one actuated braking subsystem 56A, 56B, 56C, and 56D is selected based on the calculated increment; the increment is moved to box 110, whereby an audible signal associated with the dominant one of at least one actuated braking subsystem 56A, 56B, 56C, and 56D is selected; the volume of the selected audible signal to be broadcast is selected; and the volume of the audible signal to be broadcast is moved to box 114, whereby the audible signal is broadcast via the vehicle infotainment system 54.

[0064] In one exemplary embodiment, identifying at least one actuated braking subsystem 56A, 56B, 56C, 56D from a plurality of braking subsystems 56A, 56B, 56C, 56D further includes: moving to block 116 to determine actuation of the anti-lock braking subsystem 56A. If, at block 116, the anti-lock braking subsystem 56A has not yet been actuated, the process moves to block 118 without taking any action. If the anti-lock braking system 56A has been activated in box 116, then calculating the increment representing the relative influence of each of the at least one activated braking subsystem 56A, 56B, 56C, 56D in box 106 further includes: moving to box 120 to collect the pedal position of the brake pedal and the surface friction of the road surface on which the vehicle 10 is traveling via multiple sensors 40a-40n within the vehicle 10, and moving to box 122 to calculate the increment of the anti-lock braking system 56A based on the brake pedal position and the surface friction of the road surface.

[0065] In another exemplary embodiment, identifying at least one actuated braking subsystem 56A, 56B, 56C, 56D from a plurality of braking subsystems 56A, 56B, 56C, 56D in block 104 further includes moving to block 124 to determine actuation of traction control subsystem 56B. If, in block 124, traction control subsystem 56B has not yet been actuated, the process moves to block 126 without taking any action. If the traction control subsystem 56B is actuated in box 124, then the calculation in box 106 of the increment representing the relative influence of at least one actuated braking subsystem 56A, 56B, 56C, 56D for each of the at least one actuated braking subsystem 56A, 56B, 56C, 56D further includes: moving to box 128 to collect the pedal position of the brake pedal and the surface friction of the road surface on which the vehicle 10 is traveling via multiple sensors 40a-40n within the vehicle 10, and moving to box 130 to calculate the increment of the traction control subsystem 56B based on the brake pedal position and the surface friction of the road surface.

[0066] In another exemplary embodiment, identifying at least one actuated braking subsystem 56A, 56B, 56C, 56D from a plurality of braking subsystems 56A, 56B, 56C, 56D at block 104 further includes moving to block 132 to determine actuation of the engine drag control subsystem 56C. If at block 132 the engine drag control subsystem 56C has not yet been actuated, the process moves to block 134 and no action is taken. If the engine drag control subsystem 56C has been actuated in box 132, then calculating the increment representing the relative influence of each of the at least one actuated braking subsystem 56A, 56B, 56C, 56D in box 106 further includes: moving to box 136 to receive the level of torque request from the engine drag control subsystem 56C from the vehicle controller 34 and collecting the surface friction of the road surface on which the vehicle 10 travels via multiple sensors 40a-40n within the vehicle 10; and moving to box 138 to calculate the increment of the engine drag control subsystem 56C based on the torque request and the surface friction of the road surface.

[0067] In yet another exemplary embodiment, identifying at least one actuated braking subsystem 56A, 56B, 56C, 56D from a plurality of braking subsystems 56A, 56B, 56C, 56D in block 104 further includes moving to block 140 to determine actuation of the electronic stability subsystem 56D. If the electronic stability subsystem 56D is not actuated in block 140, the process moves to block 142 without taking any action. If the electronic stability subsystem 56D is actuated in box 140, then calculating the increment representing the relative influence of each of the at least one actuated braking subsystem 56A, 56B, 56C, 56D in box 106 further includes: moving to box 144 to collect, via multiple sensors 40a-40n within the vehicle 10, the surface friction of the road surface on which the vehicle 10 is traveling, the yaw deviation of the vehicle 10, and the angular position of the steering wheel within the vehicle 10; and moving to box 146 to calculate the increment of the electronic stability control subsystem 56D based on the yaw deviation of the vehicle 10, the angular position of the steering wheel, and the surface friction of the road surface.

[0068] In another exemplary embodiment, selecting an audible signal associated with a dominant one of at least one actuated braking subsystem 56A, 56B, 56C, 56D at block 110 further includes: moving to block 148 to access a database 62 within system controller 52, wherein database 62 includes a plurality of audible signals stored therein, one audible signal being associated with each of the plurality of braking subsystems 56A, 56B, 56C, 56D; and moving to block 150 to select an audible signal associated with a dominant one of the plurality of audible signals among at least one actuated braking subsystem 56A, 56B, 56C, 56D.

[0069] In another exemplary embodiment, selecting the volume of the selected audible signal to be broadcast in block 112 further includes: moving to block 152 to measure the actuation level of a dominant one of at least one actuated braking subsystem 56A, 56B, 56C, 56D based on inputs from multiple sensors 40a-40n within the vehicle 10 and feedback from the vehicle controller 34; and moving to block 154 to select the volume of the selected audible signal to be broadcast based on the measured actuation level of the dominant one of at least one actuated braking subsystem 56A, 56B, 56C, 56D.

[0070] In one exemplary embodiment, method 100 further includes: moving from block 114 to block 156, continuously monitoring the actuation level of a dominant one of at least one actuated braking subsystem 56A, 56B, 56C, 56D based on inputs from multiple sensors 40a-40n within the vehicle 10 and feedback from the vehicle controller 34 throughout the broadcast of the audible signal; and moving to block 158, adjusting the volume of the selected audible signal to be broadcast as the actuation level of the dominant one of the at least one actuated braking subsystem 56A, 56B, 56C, 56D changes.

[0071] In yet another exemplary embodiment, broadcasting an audible signal via the vehicle infotainment system 54 in block 114 also includes passing the audible signal through a ramp rate filter within the system controller 52 to gradually increase the volume of the audible signal to a selected volume.

[0072] The description in this disclosure is merely exemplary in nature, and variations thereof without departing from the spirit and scope of this disclosure are intended to fall within its scope. Such variations should not be considered as departing from the spirit and scope of this disclosure.

Claims

1. A method for providing an audible notification to a user in a vehicle when a braking subsystem within the vehicle is actuated, comprising: Using a system controller that communicates with the vehicle controller: identify at least one actuated braking subsystem from multiple braking subsystems; For each of the at least one actuated braking subsystem, calculate the increment representing the relative impact of each of the at least one actuated braking subsystem; Based on the calculated increment, select the dominant one of the at least one actuated braking subsystems; select an audible signal associated with the dominant one of the at least one actuated braking subsystems; select the volume at which the selected audible signal is to be broadcast; And the audible signals broadcast via the vehicle's infotainment system.

2. The method according to claim 1, wherein, The step of identifying at least one actuated braking subsystem from multiple braking subsystems also includes determining the actuation of the anti-lock braking subsystem.

3. The method according to claim 2, wherein, The calculation of the increment representing the relative impact of each of the at least one actuated braking subsystem further includes: collecting the pedal position of the brake pedal in the vehicle and the surface friction of the road surface on which the vehicle is traveling via multiple sensors in the vehicle; and calculating the increment of the anti-lock braking subsystem based on the brake pedal position and the surface friction of the road surface.

4. The method according to claim 1, wherein, The step of identifying at least one actuated braking subsystem from multiple braking subsystems also includes determining the actuation of the traction control subsystem.

5. The method according to claim 4, wherein, The calculation of the increment representing the relative influence of each of the at least one actuated braking subsystem further includes: collecting the pedal position of the accelerator pedal in the vehicle and the surface friction of the road surface on which the vehicle is traveling via multiple sensors in the vehicle; and calculating the increment of the traction control subsystem based on the accelerator pedal position and the surface friction of the road surface.

6. The method according to claim 1, wherein, The step of identifying at least one actuated braking subsystem from multiple braking subsystems also includes determining the actuation of the engine drag control subsystem.

7. The method according to claim 6, wherein, The calculation of the increment representing the relative impact of each of the at least one actuated braking subsystem further includes: receiving the level of torque request from the engine drag control subsystem from the vehicle controller; collecting the surface friction force of the road surface on which the vehicle is traveling via multiple sensors within the vehicle; and calculating the increment of the engine drag control subsystem based on the torque request and the surface friction force of the road surface.

8. The method according to claim 1, wherein, The step of identifying at least one actuated braking subsystem from multiple braking subsystems also includes determining the actuation of the electronic stability control subsystem.

9. The method according to claim 8, wherein, The calculation of the increment representing the relative influence of each of the at least one actuated braking subsystem further includes: collecting surface friction of the road surface on which the vehicle is traveling, the yaw deviation of the vehicle, and the angular position of the steering wheel within the vehicle via multiple sensors within the vehicle; and calculating the increment of the electronic stability control subsystem based on the yaw deviation of the vehicle, the angular position of the steering wheel, and the surface friction of the road surface.

10. The method according to claim 1, wherein, The selection of an audible signal associated with a dominant one of the at least one actuated braking subsystem further includes: accessing a database within the system controller, wherein the database includes a plurality of audible signals stored therein, one audible signal being associated with each of the plurality of braking subsystems; and selecting an audible signal from the plurality of audible signals associated with a dominant one of the at least one actuated braking subsystem.

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