Vehicle brake control system

Abstract

The present disclosure provides a "Vehicle Brake Control System". A vehicle brake system includes a brake, an electronic pedal system, and one or more controllers (such as a redundant brake module) that support both a normal brake mode and a strain brake mode. The system generates a wake-up signal when the pedal is engaged, and a control signal based on the travel of the pedal arm. In the wake-up mode, if the control signal is present and valid, the controller applies the brake based on the control signal. If the signal is not present or is faulty, the system overrides the pedal input and applies the brake to achieve a predefined vehicle deceleration rate. The wake-up pin remains inactive during normal operation, but becomes active in strain scenarios.

Description

Technical Field

[0001] Various embodiments relate to backup signaling and braking systems in vehicles. Background Technology

[0002] Vehicle communication occurs along various signal paths. Even if one of the communication paths is unavailable, redundant communication paths make communication possible. Summary of the Invention

[0003] In some examples, the vehicle braking system includes a brake and an electronic pedal system, the electronic pedal system including a pedal arm and circuitry configured to generate a wake-up signal upon engagement and a control signal based on the travel of the pedal arm. One or more controllers (such as a redundant braking module) are programmed to enter a wake-up mode in response to the wake-up signal. When in this mode, if the control signal is present and there is no fault, the controller actuates the brake according to the parameter values ​​of the signal. If the control signal is absent or faulty, the controller overrides the pedal travel and actuates the brake to achieve a predefined target vehicle deceleration rate. The electronic pedal system also includes a wake-up pin that remains inactive when the control signal is active, but becomes active if the signal is absent or faulty during the wake-up mode. Additionally, the system may include a parking brake that is actuated after the vehicle has come to a stop using a target deceleration protocol.

[0004] In some examples, one approach involves actuating the vehicle brakes based on parameter values ​​derived from the travel of the brake pedal arm, such as those defined by a corresponding control signal. If the control signal is faulty or absent, the approach alternatively actuates the brakes to achieve a target vehicle speed reduction rate independent of the pedal travel. In such scenarios, the approach also includes activating multiple wake-up pins designed to receive wake-up signals generated when the brake pedal arm engages. Additionally, after the vehicle has been brought to a stop by braking to the target speed reduction rate, the approach includes actuating the parking brake.

[0005] In some examples, the vehicle braking control system includes one or more brake controllers configured to actuate the brakes based on a control signal that defines a parameter value corresponding to the travel of the brake pedal arm. If the control signal is absent or faulty, the controller overrides the pedal input and actuates the brakes to achieve a predefined target vehicle deceleration rate. The system may incorporate redundant braking modules, such as a first, second, and third braking module. When operating in strain mode (i.e., with a fixed deceleration rate as the target), the system keeps a wake-up pin (configured to receive a wake-up signal) active. The controller is also programmed to generate the control signal when the pedal arm engages and to actuate the parking brake after the vehicle has come to a stop via strain braking mode. Attached Figure Description

[0006] Figure 1 It is an exemplary electric vehicle with a braking system.

[0007] Figure 2 This is an exemplary circuit configuration for a vehicle with a braking system.

[0008] Figure 3A This is an exemplary timeline showing the voltage associated with the wake-up signal.

[0009] Figure 3B This is an exemplary timeline showing the signal indicating pedal travel after a wake-up signal is received.

[0010] Figure 3C This is an exemplary timeline showing the application of braking force and the rate of vehicle speed reduction after receiving the wake-up signal.

[0011] Figure 4 This is an exemplary process of applying braking force after receiving a wake-up signal. Detailed Implementation

[0012] The vehicle computer may include a processor that can monitor subsystem operation and arbitrate subsystem faults. Arbitrating subsystem problems may include rerouting communication from one subsystem to another. Common electric pedal designs utilize four pedal travel control signals to create brake signal redundancy. A wake-up signal, indicating the minimum force applied to the brake pedal, wakes the brake module to monitor pedal travel based on the travel signals. However, in some scenarios, each of the control signals may experience problems that render it unusable for brake actuation. One solution to this scenario is to use a wake-up signal to actuate the braking subsystem.

[0013] Detailed embodiments are provided below. However, these embodiments are intended only as examples, and various alternative forms and configurations may be adopted. The drawings are not drawn to scale. Certain features may be enlarged, minimized, or omitted to highlight specific details of particular components. Therefore, the structural and functional details described herein should not be construed as limiting, but rather as illustrative examples to guide those skilled in the art to apply the described concepts in different ways.

[0014] Figure 1 An example vehicle 112 is shown, which may be a plug-in hybrid electric vehicle (PHEV). The PHEV 112 includes one or more motors 114 mechanically coupled to a gearbox or hybrid transmission 116. These motors 114 can function as both motors and generators. Additionally, the hybrid transmission 116 is mechanically connected to an engine 118 and a drive shaft 120, which is also coupled to wheels 122. The motors 114 are operatively coupled to the wheels 122. A gearbox (not shown) may be included to change the gear ratio between the motors 114 and the wheels 122. The motors 114 may be one or more motors. The motors 114 are capable of acting as motors to provide positive torque to propel the vehicle 112 and can also act as generators to provide negative torque, such as via regenerative braking, to brake the vehicle 112. The motors 114 may be permanent magnet three-phase alternating current (AC) electric motors or other suitable types. The motors 114 provide propulsion regardless of whether the engine 118 is running. They can also operate as generators, thereby improving fuel efficiency by recovering energy that would otherwise be lost as heat through the friction braking system.

[0015] Vehicle 112 can also be configured as a battery electric vehicle (BEV), in which case the engine 118 will not be present. Alternatively, vehicle 112 can be a strong hybrid electric vehicle (FHEV) without plug-in capability. Another potential configuration is a fuel cell electric vehicle (FCEV).

[0016] Traction battery 124 stores energy that can be used by motor 114. This battery provides a high-voltage direct current (DC) output. Power electronics module 126 (also called an inverter) is electrically connected to motor 114 and DC / DC converter module 128. These modules facilitate bidirectional energy transfer between traction battery 124 and motor 114. For example, traction battery 124 provides DC voltage, while motor 114 typically requires three-phase alternating current (AC) to operate. Power electronics module 130 converts the DC voltage to AC for propulsion and, in regenerative mode, converts the AC generated by motor 114 back to DC to recharge traction battery 124.

[0017] In addition to powering the propulsion system, the traction battery 124 also supplies energy to other electrical systems in the vehicle 112. A DC / DC converter module 128 converts high-voltage DC to a low-voltage DC level, which powers low-voltage loads. The converter module 128 can also charge an auxiliary battery 130 (such as a 12V battery). Low-voltage loads draw power from the auxiliary battery 130, while high-voltage loads (such as fans, electric heating elements, or air conditioning compressors) are directly connected to the load bus and controlled by a dedicated controller.

[0018] Vehicle 112 can also recharge traction battery 124 from power conversion module 132, which is electrically connected to external power source 136. External power source 136 can be a power outlet or distribution network managed by a utility company. External power source 136 is connected to vehicle 112 via an Electric Vehicle Power Supply Equipment (EVSE), which includes circuitry and controls for managing energy transfer. EVSE can provide AC or DC power and connects to vehicle charging port 134 using a charging connector. Charging port 134 can be any type of port configured to transfer power from EVSE to vehicle 112. Charging port 134 can be electrically connected to a charger or on-board power conversion module 132. Power conversion module 132 can regulate the power supplied from power source 136 to provide appropriate voltage and current levels to traction battery 124. Power conversion module 132 can interface with EVSE to coordinate power delivery to vehicle 112. EVSE connectors can have pins that mate with corresponding recesses of charging port 134. Alternatively, various components described as electrical connections or links can use wireless inductive connections to transfer power.

[0019] Electronic modules within vehicle 112 can communicate via one or more vehicle networks, which may include multiple channels for data transmission. One channel may include a serial bus, such as a Controller Area Network (CAN). Another channel may be an Ethernet network based on the IEEE 802 series standards. Additional channels may involve discrete connections between modules and may also include power signals originating from auxiliary battery 130.

[0020] Different types of signals are routed through specific channels based on their requirements. For example, video signals can be transmitted via high-speed channels such as Ethernet, while control signals can utilize CAN or discrete connections. Vehicle networks comprise both hardware and software components that facilitate the exchange of signals and data between modules. Although not explicitly stated in Figure 1 The description is incomplete, but it can be assumed that the vehicle network is connected to any electronic module within vehicle 112.

[0021] Additionally, a Vehicle System Controller (VSC) 138 (e.g., one or more controllers) may be included to coordinate the operation of various components throughout the vehicle. Controller 138 communicates electrically with multiple vehicle systems and is configured to coordinate the functions of vehicle 112. Controller 138 may be a vehicle-based computing system comprising one or more controllers communicating via a serial bus (e.g., Controller Area Network (CAN)) or via a dedicated electrical conduit. Controller 138 generally includes any number of microprocessors, ASICs, ICs, memories (e.g., FLASH, ROM, RAM, EPROM, and / or EEPROM), and software code to cooperate with each other in performing a range of operations. Controller 138 also includes predetermined data or "lookup tables" based on computational and test data stored in memory. Controller 138 may communicate with other vehicle systems and controllers via one or more wired or wireless vehicle connections using common bus protocols (e.g., CAN and LIN). Any reference to "controller" as used herein refers to one or more controllers. The controller 138 may include at least a battery energy control module (BECM) that operates the traction battery 124, at least a powertrain control module (PCM) that operates the motor 114, and a brake control module that controls the vehicle systems related to braking.

[0022] The controller 138 communicates with various vehicle sensors and actuators via an input / output (I / O) interface, which may be implemented as a single integrated interface providing various raw data or signal conditioning, processing and / or conversion, short-circuit protection, etc. Alternatively, one or more dedicated hardware or firmware chips may be used to condition and process specific signals before they are supplied to the CPU. Although not explicitly shown, those skilled in the art will recognize the various functions or components that can be controlled by the controller within each of the aforementioned subsystems.

[0023] One or more wheel brakes 140 may be provided to decelerate and prevent the vehicle 112 from moving. The wheel brakes 140 may be hydraulically actuated, electrically actuated, or some combination thereof. The wheel brakes 140 may be part of a braking system 142. The braking system 142 may include other components for operating the wheel brakes 140. For simplicity, the figures depict a single connection between the braking system 142 and one of the wheel brakes 140. Connections between the braking system 142 and other wheel brakes 140 are implied. The braking system 142 may include modules that can be included in a system controller 138, the modules being configured to monitor and coordinate the braking system 142. The braking system 142 may monitor braking components and control the wheel brakes 140 to decelerate the vehicle 112. The braking system 142 may respond to driver commands and may also operate autonomously to achieve features such as stability control. The controller of the braking system 142 may implement a method of applying a requested braking force when requested by another controller or subfunction.

[0024] Braking system 142 may be a hydraulic system, an electric system, or a combination of electric and hydraulic. In addition to the various modules and components described in further detail below, braking system 142 includes a brake pedal 144 (or “pedal” 144). Braking system 142 is a brake-by-wire system that uses a pedal sensor and actuator to engage the brakes instead of a direct mechanical connection between the brake pedal and the master cylinder. The pedal sensor is configured to sense movement of brake pedal 144 and output a signal indicating that movement. The signal includes data indicating the position of brake pedal 144, which may be expressed as a percentage of depressurization. The pedal sensor may be a redundant sensor designed to output the same value (i.e., within a threshold) during proper system operation. The pedal sensor outputs this data to the brake control module of controller 138.

[0025] Vehicle 112 is configured to brake using powertrain braking (e.g., regenerative braking), friction braking, or a combination thereof. Braking system 142 may include one or more brake control modules, which include programming for aggregating a required braking torque between motor 114 and friction brake 140. The required braking torque may be based on driver input, such as the position of brake pedal 144, or controlled by controller 138 in a two-pedal driving mode. The aggregator may be programmed to use regenerative braking to decelerate vehicle 112 whenever possible and to apply friction brake 140 when necessary.

[0026] The controller 138 can be programmed to receive a pedal position signal (e.g., a control signal) having parameters indicating the travel of the pedal 144 and to determine the torque requested by the driver based on the pedal position and other factors such as vehicle speed. The controller 138 may include multiple lookup tables or maps for determining the torque requested by the driver. These maps indicate the torque requested by the driver based on inputs such as brake pedal position, vehicle speed, and other factors.

[0027] Figure 2 A circuit diagram depicting the configuration of a braking system 142 within a vehicle 112 is shown. As described above, a controller 138 can communicate with a brake 140 via the braking system 142 (e.g., via a brake module) to actuate the brake 140 according to a control signal. For example, the controller 138 can receive a control signal from a pedal 144 via the braking system 142. The braking system 142 may include a pedal control module (PCM) 200 having a first printed circuit board (PCB) 210 and a second PCB 220. Each component within the PCM 200 may have multiple connections between various other components. For example, each component receives 5V power from a traction battery 124 and is provided with a ground connection. Components are configured to transmit signals indicating component status (e.g., SENT 1.1, SENT 1.2, SENT 2.1, SENT 2.2, wake-up). Furthermore, the braking system 142 may also include a first brake control module (BCM) 202, a second BCM 204, and a zone module (e.g., a third BCM) 206. Each component of the braking system can be electrically connected to and receive power from the traction battery 124 and the auxiliary battery 130. For redundancy purposes, the braking system 142 includes multiple PCBs 210, 220 and multiple BCMs 202, 204, 206, such that in a hypothetical scenario where a component does not function as designed, the vehicle 112 can still apply braking force due to the operation of redundant components.

[0028] PCM 200 includes a first PCB 210, which includes a first inductor 212 and a second inductor 214. An inductor, or “inductor,” is an electronic component of the PCB that stores electrical energy in a magnetic field, which can be measured by sensors to indicate pedal travel. Pedal 144 may support a magnetic component. When pedal 144 is depressed and / or released (e.g., when pedal 144 is in motion), the travel of pedal 144 is related to the travel of the magnetic component relative to the inductors of inductive sensors 212, 214. This movement induces a magnetic field at inductive sensors 212, 214. Changes in the magnetic field are converted into electrical signals (e.g., control signals) SENT 1.1 and SENT 1.2, which are provided to the first BCM 202 via a first electrical connector 218. In this way, the braking system 142 can use multiple inductive sensors 212, 214 to generate control signals, which the controller 138 can use to actuate the brake 140 based on parameter values ​​of signals indicating pedal travel.

[0029] PCM 200 includes a second PCB 220 having a first Hall sensor 222 and a second Hall sensor 224. A Hall effect sensor, or "Hall," is an electrical component that detects the rotational extension of wheel 122 via the Hall effect, whereby a magnetic field perpendicular to the current flow induces a voltage across the sensor. Therefore, the first Hall 222 and the second Hall 224 provide additional control signals SENT 2.1 and SENT 2.2 to controller 138, allowing the controller to actuate brake 140 based on parameter values ​​indicating pedal travel included in such signals. Signals from Hall 222, 224 can be transmitted to controller 138 via second connector 226 and second BCM 204. Each of the signals received by the first BCM 202 and the second BCM 204 can be transmitted to a third BCM 206. Similar to the first BCM 202 and the second BCM 204, the third BCM 206 can communicate with controller 138 to transmit control signals and wake-up signals.

[0030] The first PCB 210 of PCM 200 may include a wake-up switch 216 configured to send a wake-up signal. Wake-up switch 216 is an electrical component configured to transmit a signal throughout braking system 142 in response to a specified event. Wake-up switch 216 may include multiple wake-up pins. In this example, wake-up switch 216 may be configured to transmit a wake-up signal based on a specified travel of pedal 144. That is, when pedal 144 is depressed by a specified travel amount (e.g., 5%, 20%, etc.), the wake-up pins of wake-up switch 216 may become active and transmit a wake-up signal. The wake-up signal prompts components of braking system 142 (e.g., inductors 212, 214, Hall effect sensors 222, 224, BCMs 202, 204, 206, etc.) to transition from a first power mode (e.g., a low-power mode) to a second higher-power mode (e.g., an active state). The second higher-power mode may be a wake-up mode. A wake-up mode is a power state in which components of braking system 142 are receiving full power and are ready to actuate in normal operating mode.

[0031] Typically, the controller 138 and the braking system 142 use a wake-up signal to bring the components into an active state in preparation for braking operation. Figure 2 The diagram illustrates that BCMs 202 and 204 have not received control signals SENT 1.1, SENT 1.2, SENT 2.1, and SENT 2.2 from inductive sensors 212 and 214 and Hall sensors 222 and 224, or have determined that the control signals are faulty, as indicated by the cancellation symbols between the first connector 218 and the first BCM 202, and between the second connector 226 and the second BCM 204. In scenarios where control signals (e.g., SENT 1.1, SENT 1.2, SENT 2.1, and SENT 2.2) are not transmitted or are determined to be faulty by the controller 138, the controller 138 may treat the wake-up signal as a control signal and / or actuate the brake 140 based on the wake-up signal, as described below.

[0032] Figure 3A A graph illustrating the change of the wake-up signal over time is shown. At T0, the transition event has not yet occurred, and the components of braking system 142 remain in reduced power mode. At 0.2 seconds, the transition event occurs. As described above, the transition event can be any specified event configured to cause the wake-up pin to transmit a wake-up signal. In this example, the transition event can be fully depressing pedal 144 (e.g., 20% travel). In response to the specified wake-up travel of pedal 144, the wake-up pin is activated and sends a wake-up signal. In this particular example, the wake-up pin is actuated, resulting in the transmission of a 5V wake-up signal. As shown, the wake-up signal is binary and remains active at 5V as pedal 144 is depressed to or beyond the specified wake-up pedal travel.

[0033] Figure 3B A graph illustrating the operation of control signals SENT 1.1, SENT 1.2, SENT 2.1, and SENT 2.2 over time is shown. In this scenario, the specified wake-up pedal travel can be 5%, 10%, or any percentage of travel up to and including 20%. As shown, pedal 144 is depressed to 20% of its total travel distance at 0.2 seconds. When 20% exceeds or meets the wake-up threshold, wake-up switch 216 generates a wake-up signal and transmits the signal throughout braking system 142, thereby switching braking system 142 to wake-up mode. From 0.2 seconds to 0.8 seconds, the four control signals indicate that the pedal travel increases linearly from 20% to 80%. At 0.8 seconds, an event occurs that causes a control signal malfunction or interrupts the transmission of the control signal. Therefore, controller 138 determines that the control signal is malfunctioning or that the control signal is absent and marks the wake-up signal as the new control signal. Controller 138 can switch the vehicle to limp mode when it determines that the control signal is malfunctioning and / or absent. When the braking system 142 is in wake-up mode, the vehicle 112 may be in limp mode. As generally understood, limp mode is a vehicle state in which the controller 138 actuates vehicle components and subsystems to minimize potential wear on the vehicle 112. For example, in limp mode, the controller 138 may limit the output of the engine 118 or the electric motor 114, or, as described herein, treat the wake-up signal as a control signal within the braking system 142.

[0034] In scenarios where the controller 138 treats the wake-up signal as a control signal, the controller 138 can actuate the braking system 142 to apply a specified braking force to the brakes 140. Alternatively, the controller 138 can actuate the braking system 142 to apply varying braking forces to each individual brake 140A, 140B, 140C, 140D. For example, the controller 138 can store a lookup table specifying the braking forces to be applied so that a specified deceleration can be achieved based on the detection of the wake-up signal when each of the control signals is faulty or absent. The lookup table can specify the varying braking forces to be applied based on weather, vehicle speed, road conditions, etc., to achieve a specified reduction in vehicle speed. In scenarios where the controller 138 is configured to apply varying braking forces to the brakes 140A, 140B, 140C, 140D, the lookup table can further specify a specific braking force for each of the respective brakes 140A, 140B, 140C, 140D.

[0035] Figure 3CA graph showing the braking force (N) and vehicle speed reduction rate (m / s^2) over time in a scenario where the brake is depressed and the control signal is faulty or absent is displayed. At 0.2 seconds, a wake-up signal is transmitted and the braking system 142 transitions to wake-up mode. As the travel of the pedal 144 increases, the force applied by the brake 140 increases and the vehicle speed decreases. At 0.8 seconds, the control signal becomes faulty or is prevented from being transmitted. The controller 138 then determines that the control signal is faulty or absent and marks the wake-up signal as the new control signal. The controller 138 then actuates the brake 140 to apply a specified braking force to achieve a specified vehicle speed reduction rate. The controller 138 can consult a stored lookup table and, as shown here, determines that to achieve the specified rate of 4.5 m / s^2, the brake must apply a force of 8500 N. Additionally, when in limp mode, once the controller 138 determines that the vehicle 112 has come to a complete stop, the controller 138 may actuate the parking brake 146 of the braking system 142 to prevent any further movement of the vehicle 112. The parking brake 146 may be a subsystem or module of the braking system 142, which may be actuated by the controller 138 to keep the vehicle 112 stationary after movement has stopped. The parking brake 146 may be operated via a direct cable connection to the rear brakes 140C, 140D of the vehicle 112. As another example, the parking brake 146 may actuate each of the brakes 140A, 140B, 140C, 140D to apply braking force. Furthermore, the vehicle 112 may utilize a parking pawl (not numbered) supported by the transmission 116 to prevent movement of the vehicle 112 after movement has stopped. For example, when the vehicle 112 is an electric hybrid vehicle, the vehicle 112 may include a parking pawl.

[0036] Figure 4 This is a flowchart illustrating an exemplary process 400 for actuating a vehicle braking system 142 based on a wake-up signal. A computer, such as controller 138, may store executable instructions for performing the steps of process 400, and / or may be programmed in structures such as those mentioned above. Process 400 can continue as long as vehicle 112 is in limp mode (e.g., as long as control signals are faulty and / or absent).

[0037] The process begins in block 410, where controller 138 receives user input (e.g., via pressing pedal 144), which actuates a wake-up pin and thereby causes wake-up switch 216 to transmit a wake-up signal to braking system 142. As discussed above, user input can be a specified travel of pedal 144 up to a specified wake-up threshold. Wake-up switch 216 transmits a wake-up signal that switches braking system 142 into wake-up mode.

[0038] In block 415, controller 138 receives sensor data indicating that the travel of pedal 144 has exceeded a wake-up threshold. That is, pedal 144 has been depressed to the point that causes wake-up switch 216 to send a wake-up signal and controller 138 to switch braking system 142 to wake-up mode (e.g., 20% of travel). Subsequently, pedal 144 continues to travel beyond the wake-up threshold (e.g., more than 20%).

[0039] In block 420, controller 138 determines whether a control signal has been received and is correct. If the control signal is correct and has been received by controller 138, process 400 proceeds to block 440. Otherwise, if no control signal is present from controller 138 and / or controller 138 determines that it is faulty, process 400 proceeds to block 425.

[0040] In block 425, controller 138 switches vehicle 112 to limp mode in response to determining that a control signal from controller 138 is faulty and / or absent.

[0041] In block 430, controller 138 determines whether wake-up switch 216 is active. That is, normally, once braking system 142 initially transitions to wake-up mode, the wake-up pin itself transitions to a reduced-power mode. However, in a limp-mode scenario as described herein, controller 138 may keep the wake-up pin actuated to detect a travel of pedal 144 that meets or exceeds the wake-up threshold travel. In this way, controller 138 can continue to receive wake-up signals even if the control signal is faulty and / or absent, when pedal 144 is depressed. If wake-up switch 216 is active (e.g., if controller 138 has actuated wake-up switch 216 in response to entering limp-mode), process 400 continues to block 435. Otherwise, the process returns to block 420.

[0042] In block 435, controller 138, in limp mode, actuates braking system 142 and brake 140 in response to a wake-up signal to apply braking force. As described above, controller 138 may store multiple lookup tables specifying both a specified rate of speed reduction and the braking force required to achieve the specified rate of speed reduction based on any number of environmental factors (e.g., road conditions, weather conditions, vehicle conditions, etc.). After consulting the lookup tables and determining the required braking force, controller 138 actuates brake 140 to apply the specified force to achieve the specified rate of vehicle speed reduction. The process then ends.

[0043] In block 440, controller 138 has previously determined that the control signal has been received and is correct. Controller 138 then determines whether to continue process 400. Controller 138 can continue process 400 as long as vehicle 112 remains in the open state, and can terminate process 400 in response to vehicle 112 deactivation, interference with the override process, etc. If controller 138 determines to continue process 400, it returns to block 415, where controller 138 receives data indicating pedal travel from braking system 142. Otherwise, process 400 ends.

[0044] Computing devices (such as the controller suggested above) generate commands that can be executed to perform the processes outlined. These computer-executable commands can be compiled or interpreted from programs created using various programming languages ​​and technologies, including but not limited to Java™, C, C++, Python, Julia, SCALA, Visual Basic, JavaScript, Perl, and HTML. Typically, a processor (e.g., a microprocessor) receives these commands from memory or another computer-readable medium and executes them, thereby performing one or more processes, including those described herein. Such commands, along with other data, can be stored in files and transferred via various computer-readable media. In computing, a file is typically a collection of data stored on a computer-readable medium such as a storage drive or random access memory.

[0045] A computer-readable medium (also known as a processor-readable medium) is any non-transitory (i.e., tangible) medium that provides data, including instructions, that can be read by a processor of a computing device. This medium can take many forms, including non-volatile media (e.g., memory drives) and volatile media (e.g., RAM). Instructions can also be transmitted via transport media such as fiber optic cables, wired connections, or wireless communication systems, including an internal system bus connected to the processor of the computing device. Common examples of computer-readable media include RAM, PROM, EPROM, flash EEPROM, memory chips, or magnetic tape, or any other medium that a computing device can read.

[0046] While exemplary embodiments have been described above, these embodiments are not intended to cover all possible implementations. The language used in this specification is for descriptive purposes only and not for limitation, and various modifications may be made without departing from the spirit and scope of the subject matter described. Furthermore, features from different embodiments may be combined to create further implementations within the scope of the claims.

[0047] According to the present invention, a vehicle braking system is provided, comprising: a brake; an electronic pedal system including a pedal arm and circuitry, the circuitry being configured to generate a wake-up signal in response to engagement of the pedal arm and to generate a control signal having a parameter value defined by the travel of the pedal arm in response to a subsequent travel of the pedal arm; and one or more controllers programmed to enter a wake-up mode in response to the wake-up signal, to actuate the brake according to the parameter value in response to the presence and absence of the control signal while in the wake-up mode, and to actuate the brake regardless of the travel to achieve a target vehicle speed reduction rate in response to the absence of the control signal while in the wake-up mode.

[0048] According to an embodiment, the one or more controllers are also programmed to actuate the brakes to achieve the target vehicle speed reduction rate in response to a fault in the control signal, regardless of the travel distance.

[0049] According to an embodiment, the electronic pedal system further includes a plurality of wake-up pins configured to be inactive during the wake-up mode when the control signal is present and there is no fault, and to be active during the wake-up mode when the control signal is faulty.

[0050] According to an embodiment, the electronic pedal system further includes a plurality of wake-up pins configured to be inactive during the wake-up mode when the control signal is present and there is no fault, and to be active during the wake-up mode when the control signal is absent.

[0051] According to an embodiment, the one or more controllers are redundant braking modules.

[0052] According to an embodiment, the invention is further characterized by a parking brake, wherein the one or more controllers are further programmed to actuate the parking brake after the vehicle stops due to actuation of the brake to achieve the target vehicle speed reduction rate.

[0053] According to the present invention, a method includes: actuating a brake according to a parameter value that defines a travel of an indicator brake pedal arm in response to a control signal; and actuating the brake to achieve a target vehicle speed reduction rate regardless of the travel, in response to a fault in the control signal.

[0054] In one aspect of the invention, the method includes actuating the brake to achieve the target vehicle speed reduction rate in response to the absence of the control signal, regardless of the travel distance.

[0055] In one aspect of the invention, the method includes activating a plurality of wake-up pins configured to receive a wake-up signal when the control signal is absent.

[0056] In one aspect of the invention, the method includes generating a wake-up signal after engagement of the brake pedal arm.

[0057] In one aspect of the invention, the method includes activating a plurality of wake-up pins configured to receive a wake-up signal when the control signal is faulty.

[0058] In one aspect of the invention, the method includes generating a wake-up signal after engagement of the brake pedal arm.

[0059] In one aspect of the invention, the method includes: actuating a parking brake after the vehicle has stopped due to actuation of the brake to achieve a rate of decrease in the target vehicle speed.

[0060] According to the present invention, a vehicle braking control system is provided, comprising: one or more brake controllers configured to actuate a brake according to a parameter value of a travel of a brake pedal arm defined and indicated by a control signal, and to actuate the brake to achieve a target vehicle speed reduction rate regardless of the travel when the control signal is absent.

[0061] According to an embodiment, the one or more brake controllers are further configured to actuate the brakes to achieve the target vehicle speed reduction rate regardless of the travel when the control signal fails.

[0062] According to an embodiment, the one or more brake controllers include a first brake module, a second brake module, and a third brake module.

[0063] According to the embodiment, the first braking module, the second braking module, and the third braking module are redundant braking modules.

[0064] According to an embodiment, the one or more brake controllers are further configured to keep a wake-up pin configured to receive a wake-up signal active when the brake is actuated to achieve the target vehicle speed reduction rate.

[0065] According to an embodiment, the one or more brake controllers are further configured to actuate the parking brake after the vehicle stops due to the brake being actuated to achieve the target vehicle speed reduction rate.

[0066] According to an embodiment, the one or more brake controllers are further configured to generate the control signal after engagement of the brake pedal arm.

Claims

1. A vehicle braking system, comprising: Brake; An electronic pedal system, the electronic pedal system including a pedal arm and circuitry, the circuitry being configured to generate a wake-up signal in response to engagement of the pedal arm, and to generate a control signal having parameter values ​​defined by the subsequent travel of the pedal arm. and One or more controllers are programmed to enter a wake-up mode in response to the wake-up signal, to actuate the brake according to the parameter value in response to the presence and absence of the control signal while in the wake-up mode, and to actuate the brake to achieve a target vehicle speed reduction rate regardless of the travel in response to the absence of the control signal while in the wake-up mode.

2. The system of claim 1, wherein the one or more controllers are further programmed to actuate the brakes to achieve the target vehicle speed reduction rate in response to a fault in the control signal, regardless of the travel distance.

3. The system of claim 2, wherein the electronic pedal system further comprises a plurality of wake-up pins configured to be inactive during the wake-up mode when the control signal is present and there is no fault, and to be active during the wake-up mode when the control signal is faulty.

4. The system of claim 1, wherein the electronic pedal system further comprises a plurality of wake-up pins configured to be inactive during the wake-up mode when the control signal is present and there is no fault, and to be active during the wake-up mode when the control signal is absent.

5. The system of claim 1, further comprising a parking brake, wherein the one or more controllers are further programmed to actuate the parking brake after the vehicle has stopped due to actuation of the brake to achieve the target vehicle speed reduction rate.

6. A method comprising: In response to a control signal that defines a parameter value indicating the travel of the brake pedal arm, the brake is actuated according to the parameter value. as well as In response to a fault in the control signal, the brake is actuated regardless of the travel distance to achieve a target vehicle speed reduction rate.

7. The method of claim 6, further comprising, in response to the absence of the control signal, actuating the brake to achieve the target vehicle speed reduction rate regardless of the travel distance.

8. The method of claim 7, further comprising activating a plurality of wake-up pins configured to receive a wake-up signal when the control signal is absent.

9. The method of claim 8, further comprising generating the wake-up signal after engagement of the brake pedal arm.

10. The method of claim 6, further comprising activating a plurality of wake-up pins configured to receive a wake-up signal when the control signal is faulty.

11. The method of claim 10, further comprising generating the wake-up signal after engagement of the brake pedal arm.

12. A vehicle braking control system, comprising: One or more brake controllers are configured to actuate the brakes according to parameter values ​​that are defined by a control signal and indicate the travel of the brake pedal arm, and to actuate the brakes regardless of the travel when the control signal is absent, in order to achieve a target rate of vehicle speed reduction.

13. The system of claim 12, wherein the one or more brake controllers are further configured to actuate the brakes to achieve the target vehicle speed reduction rate regardless of the travel when the control signal fails.

14. The system of claim 12, wherein the one or more brake controllers are further configured to keep a wake-up pin configured to receive a wake-up signal active when the brake is actuated to achieve the target vehicle speed reduction rate.

15. The system of claim 12, wherein the one or more brake controllers are further configured to actuate the parking brake after the vehicle stops due to the brake being actuated to achieve the target vehicle speed reduction rate.

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