Brake system of vehicle and method for controlling associated system
Patent Information
- Application Number
- JP2024230256
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2018-06-01
- Filing Date
- 2024-12-26
- Publication Date
- 2025-03-26
Smart Images
Figure 2025041927000001_ABST
Abstract
Description
[Technical field]
[0001] TECHNICAL FIELD The present invention relates to vehicle braking systems, and more particularly to methods of controlling vehicle braking systems and related systems. [Background technology]
[0002] Motor vehicles and road vehicles having two or more wheels, usually for transporting passengers, are equipped with a handbrake whose function is to lock (immobilize) the wheels of the vehicle and thus stop its movement when the vehicle is parked.
[0003] In modern braking systems, such as electric brake-by-wire (BBW) braking systems, the handbrake is replaced by an electric parking brake (EPB).
[0004] EPB Electric Parking Brake is a subsystem of Electric Brake-by-Wire BBW used for all effects and service brakes.
[0005] In further detail, the EPB subsystem allows the driver to activate the wheel locking mechanism via a button which, once pressed, sends a parking brake activation request to the vehicle's electronic control unit which electrically activates the brake pads and locks the brake discs to lock the vehicle's movement.
[0006] Furthermore, in order to replace the parking brake function which is customarily activated by the handbrake, the EPB subsystem is configured to provide the driver with automatic support functions such as the so-called "autohold" function, i.e. the function for automatically and without the driver's request locking the wheels when the vehicle is stopped, for example on an uphill road, and releasing the wheels as soon as the driver presses the vehicle's accelerator pedal.
[0007] Therefore, the EPB subsystem can provide drivers using the vehicle with safer, easier and more auxiliary functions than just a parking brake when the vehicle is stationary or stopped during movement.
[0008] It is therefore essential for the EPB subsystem in this regard to operate correctly and not to be activated or actuated by the driver, particularly when the vehicle is moving.
[0009] Typically, to determine whether the vehicle is stationary or in motion, i.e. to control the EPB subsystem which is inoperative when the vehicle is moving, the vehicle control unit processes information representative of the rotational speeds of all of the vehicle's wheels provided by respective speed sensors of the encoder type associated with each wheel.
[0010] However, such speed sensors, in addition to being necessarily integrated into the BBW subsystem, are particularly prone to failure.
[0011] Therefore, if the speed sensor stops working, timely and reliable information regarding the vehicle's operating conditions cannot be obtained, and therefore reliable and timely control of the EPB subsystem cannot be obtained. Summary of the Invention [Problem to be solved by the invention]
[0012] The object of the present invention is to invent and provide a method for controlling a braking system of a vehicle, which makes it possible to at least partially avoid the above-mentioned disadvantages of the prior art and which in particular ensures as accurate, timely and safe a control as possible. [Means for solving the problem]
[0013] This object is achieved by the method according to claim 1.
[0014] The present invention also relates to an electronic control system for a vehicle braking system.
[0015] Some advantageous embodiments are the subject matter of the dependent claims. [Brief description of the drawings]
[0016] Further characteristics and advantages of the method and system according to the invention will become apparent from the following detailed description of preferred embodiments, given as an illustrative and non-limiting example, with reference to the accompanying drawings, in which: [Figure 1] FIG. 1 shows, by means of a block diagram, an electronic control system for a braking system of a vehicle according to an embodiment. [Diagram 2] FIG. 2 shows by means of a block diagram an electronic control system for a braking system of a vehicle according to a further embodiment. [Diagram 3] FIG. 3 shows by means of a block diagram an electronic control system for a braking system of a vehicle according to a further embodiment. [Figure 4] FIG. 4 shows by means of a block diagram an electronic control system for a braking system of a vehicle according to a further embodiment. [Diagram 5] FIG. 5 illustrates, by means of a block diagram, a method for controlling an electronic control system of a vehicle's braking system according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0017] 1 to 4, reference numeral 100 indicates an overall electronic control system for a vehicle brake system according to the present invention, hereinafter also referred to as an electronic system or simply as a system.
[0018] It should be noted that the same or similar components in the drawings are designated by the same numerical or alphanumeric symbols.
[0019] For the purposes of this detailed description, a vehicle is any car or motorcycle that is commercial and has two, three, four or more wheels.
[0020] Furthermore, brake system means all the components (mechanical and / or electrical or electronic elements and brake fluid) not shown on the drawings but which contribute to the application of brakes on the vehicle, whether the service brakes or the parking brakes.
[0021] Generally, referring to Figures 1-4, in one embodiment, a system 100 comprises a first plurality of detection devices 101 distributed over a braking system of a vehicle configured to detect first information I1 representative of an operating state of the vehicle.
[0022] The first plurality of detection devices 101 include one or more rotational speed sensors of the vehicle wheels (e.g., an encoder connected to each vehicle wheel), a vehicle brake pedal position sensor connected directly to the brake pedal or a sensor connecting directly to the vehicle accelerator pedal for detecting the position of the vehicle accelerator pedal, and a force or pressure sensor connected to the brake pedal and / or accelerator pedal or connected to a brake caliper or each actuator of a brake caliper of the braking system or other component.
[0023] In other words, in one embodiment, each device of the first plurality of detection apparatus 101 belongs to a group including a rotational speed sensor of a vehicle wheel, a position sensor of a brake pedal of the vehicle, a position sensor of an accelerator pedal of the vehicle, a force or pressure sensor connected to the brake pedal and / or the accelerator pedal or connected to each actuator of a brake caliper or a brake caliper of the braking system or other component of the braking system.
[0024] In this respect, the first information I1 representative of the vehicle's operating state means the information detected by each detection device of the first plurality of detection devices 101 distributed in the braking system of the vehicle, or a combination of said information.
[0025] It is worth repeating that the respective information I1 depends on the type of detection device.
[0026] By way of example, if the detection device is a vehicle wheel speed sensor, the first information I1 is the vehicle speed estimated from the rotational speeds of the vehicle wheels (wheel rotations). Such an estimate can be obtained for example by averaging the speed of one wheel of the vehicle relative to the other wheels, or by taking the median of the rotational speeds of all wheels of the vehicle, or by other combinations.
[0027] If the detection device is a position sensor of a brake pedal or an accelerator pedal of the vehicle, the first information I1 can be a vehicle brake request or a vehicle accelerator request.
[0028] More specifically, the vehicle brake demand or vehicle accelerator demand is determined based on the position of the vehicle brake pedal or based on the position of the vehicle accelerator pedal and the respective characteristic curve (e.g. vehicle brake pedal position / brake demand or vehicle accelerator pedal position / accelerator demand).
[0029] From the above examples, it is clear that the operating state relates to whether the vehicle is moving (e.g., vehicle speed is non-zero, no brake request, non-zero accelerator request) or not (e.g., vehicle speed is zero, brake request is non-zero, accelerator request). It should be noted that the examples are intended to clarify the general case and to improve the reliability of the information indicating the operating state of the vehicle, but are not necessarily always correct.
[0030] Generally, referring to Figures 1-4, in one embodiment, the system 100 includes a first driving assistance subsystem 102 associated with the vehicle, which may hereinafter also be referred to simply as the first subsystem 102.
[0031] The first subsystem 102 is a set of one or more mechanical, electrical, and / or electronic components that contribute to providing enhanced services to the driver while driving. One type of such first subsystem 102 is also known by the acronym ADAS, Advanced Driver Assistance System.
[0032] More specifically, the first subsystem 102 comprises a second plurality of detection devices 103 for detecting second information I2 indicative of an operating state of the vehicle.
[0033] In particular, according to one embodiment, the second plurality of detection devices 103 comprise any device belonging to a first subsystem 102, i.e. an ADAS type subsystem, mounted on the vehicle and configured to provide information regarding the position of the vehicle, thereby making it possible to estimate the operating state of the vehicle, i.e. whether the vehicle is moving or not.
[0034] Such detection devices of the type described above may be passive or active.
[0035] A passive sensing device is one that passively receives information.
[0036] Examples of detection devices of passive type within the first subsystem 102 of ADAS type are digital cameras, infrared digital cameras, satellite navigation systems, for example of the GPS (Global Positioning System) type or equivalent.
[0037] Active detectors are configured to emit radiation and measure the response of the emitted signal reflected by objects, this type of detector advantageously being able to measure regardless of the lighting conditions in the environment surrounding the vehicle, i.e. regardless of the season or time of day.
[0038] Examples of active type detection devices within the first subsystem 102 of the ADAS type are a long-range radar module, a short / medium-range radar module, a LIDAR type remote sensing module or an ultrasonic detection module.
[0039] In other words, in one embodiment, each of the second plurality of detection devices 103 belongs to a group including a digital camera, an infrared digital camera, a satellite navigation system such as a GPS, a long-range radar module, a short / medium-range radar module, a LIDAR type remote sensing module, and an ultrasonic detection module.
[0040] In this regard, the second information I2 indicating the operating state of the vehicle means information or a combination of information detected by each detection device of the second plurality of detection devices 103 belonging to the first driving assistance subsystem 102 associated with the vehicle.
[0041] It is worth repeating that the respective information I2 depends on the type of detection device.
[0042] By way of example, if the detection device is a digital camera or an infrared digital camera, the second information I2 may be a digital image from which the speed and / or the "stop" position of the vehicle can be estimated. For example, this may be estimated by detecting the same digital image without any changes at each set time interval.
[0043] If the detection device is a satellite navigation system, the second information I2 may be an estimate of the vehicle speed and / or an estimate of the "stopped" position of the vehicle. For example, this may be estimated by detecting the same unchanged position or speed remaining zero for each set time interval.
[0044] If the detection device is a V2V communication module, the second information I2 may be an estimate of the vehicle speed related to the speed of another vehicle.
[0045] If the detection module is a long-range radar module, a short / medium-range radar module, a LIDAR type remote sensing module, or an ultrasonic detection module, the second information I2 may be an estimate of the vehicle speed starting from an interpolation of a number of points in space, for example by measuring the same information at each predetermined time interval.
[0046] From the examples given above it is clear that the motion state relates to whether the vehicle is moving (vehicle speed is non-zero) or not (vehicle speed is zero).
[0047] 1-4, in accordance with one embodiment, the system 100 further comprises a vehicle brake module 104. As shown in FIG.
[0048] The brake module 104 is part of the vehicle's braking system.
[0049] Brake module 104 is configured to apply a braking action to one or more operating components of the vehicle (eg, vehicle wheels, not shown) operably connected to a vehicle braking system.
[0050] More specifically, the brake module 104 is configured to receive a first control signal SC1, which is described below.
[0051] As described below, the first control signal SC1 in one embodiment includes a signal that inhibits operation of the vehicle's brake module 104.
[0052] In a further embodiment, in combination with the previous embodiment, the first control signal SC1 comprises an actuation signal of the brake module 104 of the vehicle.
[0053] Returning to Figures 1 to 4, it is worth noting that in one embodiment, the brake module 104 comprises an electric parking brake, for example of the EPB type.
[0054] In a further embodiment, which is an alternative or combination of the previous embodiments, the vehicle brake module 104 includes electric service brakes, for example of the BBW type.
[0055] Referring again to Figures 1-4, in one embodiment, the system 100 further includes a first data processing block 105, e.g., a microprocessor or microcontroller, operatively connected to the first plurality of detection devices 101, the driving assistance subsystem 102 and the vehicle brake module 104.
[0056] "Data processing block" means a single block mounted on an electronic control unit or multiple blocks operatively connected to each other and distributed across two or more electronic control units provided in a vehicle.
[0057] Furthermore, the system 100 further comprises each first memory block 105' operatively connected to the first data processing block 105 and configured to store one or more program codes that can be executed by the first data processing block 105 and to store data that is processed by the first data processing block 105 when executing said one or more program codes.
[0058] The first memory block 105' may be within the first data processing block 105, as shown in Figures 1 and 2, or in an alternative embodiment (not shown), may be outside the first data processing block 105.
[0059] It is worth noting that the execution of the respective program code by the first data processing block 105 enables the system 100 to execute a method for controlling a vehicle braking system, which is the object of the invention, as described in more detail below.
[0060] In this respect, it is worth noting that the first data processing block 105 according to an embodiment is adapted to determine a first control signal SC1 based on said first information I1 and said second information I2.
[0061] It is worth noting that in one embodiment, the first data processing block 105 corresponds to a so-called brake control.
[0062] With reference to FIGS. 1 and 2, according to one embodiment, the first driving assistance subsystem 102 , and thus the second plurality of sensing devices 103 , is directly connected to the first data processing block 105 .
[0063] In a further embodiment, alternative to the previous embodiment and illustrated in Figures 3 and 4, the system 100 further includes a second data processing block 106, for example a microprocessor or microcontroller.
[0064] The first subsystem 102 is connected to the first data processing block 105 by a second data processing block 106 which is directly connected to the first driver assistance subsystem 102 and thus to the second plurality of sensing devices 103 .
[0065] Further, the system 100 comprises each second memory block 106' operatively connected to the second data processing block 106 and configured to store one or more program codes that can be executed by the second data processing block 106 and to store data that is processed by the second data processing block 106 when executing the one or more program codes.
[0066] The second memory block 106' may be within the second data processing block 106, as shown in Figures 3 and 4, or in an alternative embodiment (not shown), may be outside the second data processing block 106.
[0067] It is worth noting that the execution of each program code by the second data processing block 106 contributes to the system 100 executing a method for controlling a vehicle braking system, which is the object of the present invention, as described in more detail below.
[0068] In this embodiment, the second data processing block 106 is configured to determine additional second information I2' based on said second information I2, as will be described below with respect to an embodiment of the method that is the subject of the present invention.
[0069] In this embodiment, the first data processing block 105 is arranged to determine a first control signal SC1 based on said first information I1 and said further second information I2'.
[0070] It is worth noting that in one embodiment, the second data processing block 106 corresponds to the so-called vehicle control system, ie the so-called electronic control unit (ECU) of the vehicle.
[0071] In a further embodiment, as shown in FIG. 2, the system 100 further comprises a second vehicle data connectivity subsystem 107.
[0072] The second vehicle data connection subsystem 107 comprises a third detection device 108 configured to detect third information I3 indicative of an operating state of the vehicle.
[0073] More specifically, in one embodiment, the third plurality of detection devices 108 belong to the second data connectivity subsystem 107 and comprise any device configured to be connected to one or more data communication networks and transmit and / or receive information regarding the status of the vehicle, the status of other vehicles, or the status of infrastructure located in the vicinity of the vehicle (e.g. buildings, bridges, highways, country roads, urban streets or other structures depending on the type of road infrastructure, etc.).
[0074] Such a detection device of the aforementioned type may be a satellite navigation system, for example of the GPS (Global Positioning System) type or equivalent, configured to obtain information such as the geolocation of the vehicle, stationary or motion information indicating the route of the vehicle, information indicating the instantaneous speed of the vehicle, etc., a communication module of the V2V (Vehicle to Vehicle) type indicating information such as information indicating the basic state of the vehicle and the proximity of other vehicles, information indicating the traffic conditions along the route of the vehicle, etc., a communication module of the V2I (Vehicle to Infrastructure) type indicating information such as information indicating the weather (for example humidity, wind, temperature), information indicating the traffic control status along the roads of the route of the vehicle, etc.
[0075] In other words, in one embodiment, each of said third plurality of detection devices 108 belongs to the group comprising a satellite navigation system GPS or equivalent, a communication module of V2V type, a communication module of V2I type.
[0076] In this respect, the third information I3 indicating the operating status of the vehicle means information detected by each detection device of the third plurality of detection devices 108 belonging to the second vehicle data connection subsystem 107 or a combination of such information.
[0077] It is worth repeating that the information I3 depends respectively on the type of detection device.
[0078] By way of example, if the detection device is a satellite navigator, the third information I3 may be an estimate of the vehicle speed and / or an estimate of the "stopped" position of the vehicle.
[0079] In other words, the second data connection subsystem 107 may transmit data such as the speed of the vehicle or the position of the vehicle.
[0080] If the detection device is a V2V communication module, the third information I3 may be an estimate of the vehicle speed related to the speed of another vehicle.
[0081] If the detection device is a V2I communication module, the third information I3 may be an estimate of the vehicle's speed and / or an estimate of the vehicle's "stopped" position accompanied by additional information such as the position of antennas or repeaters in 3G or 4G type communication from which the vehicle speed can be estimated.
[0082] In other words, the V2I communications module may communicate the location of an information source (antenna or repeater) that can determine the vehicle's position or the vehicle's relative speed.
[0083] Returning to the embodiment of FIG. 2, the second data connection subsystem 107 is directly connected to the first data processing block 105 .
[0084] As will be described in more detail below with reference to an embodiment of the method that is the subject of the present invention, the first data processing block 105 according to the embodiment of FIG. 2 is configured to determine a control signal SC1 on the basis of said first information I1, said second information I2 and said third information I3.
[0085] In a combination in which the second data processing block 106 is arranged (eg the combination of FIG. 3), and with reference to an embodiment shown in FIG. 4, the system 100 comprises a second data connection subsystem 107 of the vehicle.
[0086] The second vehicle data connection subsystem 107 comprises a third plurality of detection devices 108 configured to detect third information I3 indicative of an operating state of the vehicle.
[0087] It is worth noting that the second subsystem 107 and the third plurality of detection devices 108 are identical to those already described above with reference to the embodiment of FIG.
[0088] In the embodiment of FIG. 4, the first data processing block 105 is connected to a second data connection subsystem 107 by a second data processing block 106 .
[0089] In this embodiment, as described below with reference to an embodiment of the method of the present invention, the second data processing block 106 is configured to determine fourth information I4 indicative of an operating state of the vehicle based on the second information I2 and the third information I3.
[0090] In this embodiment, the first data processing block 105 is configured to determine a first control signal SC1 based on said first information I1 and said fourth information I4.
[0091] In a further embodiment, shown by dashed lines in Figures 1 to 4, in combination with any one of the previous embodiments, the first data processing block 105 is further configured to identify a safe or unsafe state of the vehicle based on the first information I1 and the second information I2.
[0092] For the purposes of this detailed description, a "safe" state of the vehicle refers to a combination of vehicle conditions that indicate the fact that the vehicle is safe from potential obstacles or that there is no need to apply the brake pedal in a quick and timely manner in the event of an emergency (and therefore when there are no obstacles, e.g. a clean road).
[0093] In other words, the safe state is far from possible braking or emergency braking (due to obstacles, pedestrians, distance between the vehicle and infrastructure).
[0094] According to an example, the possible combinations of vehicle states are configured to identify a safety state of the vehicle, for example as a function of infrastructure type (highway, suburban road, urban road) can be: - Vehicle speed < a set maximum speed value, which may be defined as "high speed" for example 130 km / h if the infrastructure type is e.g. high speed -Brake pedal position: Released - Distance from the vehicle ahead on the road > the minimum distance value set, e.g. 50m
[0095] If a safe state of the vehicle is not identified by the first data processing block 105, a "dangerous" state of the vehicle is identified.
[0096] According to the embodiment in FIG. 1, the first data processing block 105 is adapted to identify a safe or unsafe state of the vehicle based on said first information I1 and said second information I2.
[0097] According to the embodiment in FIG. 2, the first data processing block 105 is configured to identify a safe or unsafe state of the vehicle based on the first information I1, the second information I2 and the third information I3.
[0098] According to the embodiment in FIG. 3, the first data processing block 105 is configured to identify a safe or unsafe state of the vehicle based on the first information I1 and the further second information I2' (which in turn is determined by the second data processing block 106 relating to the second information I2).
[0099] According to the embodiment in FIG. 4, the first data processing block 105 is configured to identify a safe or dangerous state of the vehicle based on the first information I1 and the fourth information I4 (which is determined by the second data processing block 106 based on the second information I2 and the third information I3, in turn).
[0100] With respect to any of the preceding claims, it is worth noting that the system 100 comprises a service brake module 109 operatively connected to the first data processing block 105 .
[0101] The service brake module 109 is part of the vehicle braking system.
[0102] More specifically, the service brake module 109 includes a number of actuators (not shown) for the vehicle braking system.
[0103] Each actuator (electromechanical or electrohydraulic) is configured to apply a service brake actuation to a respective brake disc mounted to a respective operating component (wheel) of the vehicle.
[0104] The first data processing block 105 is configured to provide a second control signal SC2 to the service brake module 109 when a safe condition of the vehicle is identified.
[0105] The second control signal SC2 is intended to reduce and / or eliminate the residual torque exerted by the braking system on each disc brake mounted on each moving component (wheel) of the vehicle.
[0106] Such reduction or elimination may be achieved, for example, by moving the brake pads away from the brake disc (widening the groove or distance), by appropriately acting on a single electric brake actuator (electromechanical or electrohydraulic) (e.g., to mechanically move the pads away from the brake disc and / or to reduce hydraulic pressure in the brake system).
[0107] Furthermore, the first data processing block 105 is configured to provide a third control signal SC3 to the service brake module 109 when a dangerous state of the vehicle is identified and therefore when a safe state of the vehicle is not identified in order to reduce the distance between the pads and each disc brake disc mounted on each operating component (wheel) of the vehicle.
[0108] More specifically, the third control signal SC3 is for reducing the gap (and therefore the distance) between the pads and the disc brake in a critical vehicle condition, for example by acting in an appropriate manner on an actuator (electromechanical or electrohydraulic) of a single electric brake (e.g. to mechanically approximate the pads from the brake disc).
[0109] Thereby, it is possible to obtain a prompt braking system in case of a critical vehicle situation, thus reducing the braking time and stopping the vehicle.
[0110] In a further embodiment of any combination of the previously described embodiments, the first data processing block 105 is configured to provide one or more control signals SCN to the service brake module 109 when a stationary state of the vehicle is identified or not, or when a safe state is identified or not, or when one or more of further vehicle conditions, environment, road surface, infrastructure are identified, in order to perform additional operations on the brake system or on the vehicle in general, for example cleaning the brake discs to remove rust and water, improving the load distribution of the working components (wheels).
[0111] More specifically, in one embodiment, the condition may be the detection of water and / or humidity in the environment, which may be detectable by rain sensors or one or more digital cameras that may be mounted on the vehicle.
[0112] Following identification of the presence of this condition, a further action that can be taken on the braking system may be to clean each brake disc before starting or restarting the vehicle.
[0113] In a further embodiment, the condition may be detecting additional load or multiple suspensions on the vehicle prior to starting, which may be detected by respective movement or pressure sensors that may be mounted on the vehicle.
[0114] Following identification of the existence of this condition, further actions that may be taken on the braking system may be a calibration of the braking system with special balancing for the next brake.
[0115] According to a further embodiment, the condition is: - detecting road conditions, which may for example be an indication of an uneven or off-road surface, detectable from information provided to the vehicle by the infrastructure; - detecting the condition of the road surface, which may for example be detected by a digital camera equipped on the vehicle configured to detect a digital image that is compared with a reference image or texture; Detecting the state of a vehicle component, for example the state of the vehicle, which may be detected by respective wheel state sensors that may be mounted on the vehicle. It could be.
[0116] Following identification of the presence of any of these conditions, further actions that may be taken on the braking system may be adjustment (raising / lowering) of early ABS intervention thresholds, requesting deceleration, etc.
[0117] Returning to FIGS. 1-4, it is worth noting that in one embodiment, such as that shown in such figures, where brake module 104 includes a parking brake, a service brake module 109 is different and is in addition to brake module 104.
[0118] According to another embodiment, not shown, in which the brake module 104 includes a service brake, the service brake module 104 includes a brake module 104 .
[0119] According to a further embodiment, for example in combination with any one of those described above and shown in Figures 3-4, if the second data processing block 106 is present, the first data processing block 105 and the second data processing block 106 are different from each other.
[0120] According to a further embodiment, as an alternative to the previous embodiment, not shown in some figures, the first data processing block 105 and the second data processing block 106 are coincident.
[0121] A method 500 for controlling a vehicle braking system according to the present invention will now be described with reference to the previous figures and the block diagram of FIG.
[0122] The method 500 includes a symbolic start step ST.
[0123] The method 500 includes a step 501 of detecting a first information I1 representative of a vehicle's operating state by a first plurality of detection devices 101 distributed over a braking system of the vehicle.
[0124] The first plurality of detection devices 101 and the first information I1 representative of the vehicle's operating state have already been defined and described.
[0125] According to the embodiment of FIG. 5, the method 500 further includes a step 502 of detecting second information I2 representative of the operating state of the vehicle by a second plurality of detection devices 103 belonging to a first driving assistance subsystem 102 associated with the vehicle.
[0126] The second information I2 representative of the second plurality of detection devices 103 and the vehicle's operating state has already been defined and described.
[0127] Referring to the embodiment of FIG. 5, the method 500 includes a step 503 of determining, by a first data processing block 105, a first control signal SC1 of the vehicle's brake module 104 based on the first information I1 and the second information I2.
[0128] The first data processing block 105 and the brake module 104 are as defined and described above.
[0129] Referring again to FIG. 5, the method 500 further includes a step 504 of controlling the vehicle's brake module 104 based on the first control signal SC1 determined by the first data processing block 105.
[0130] As shown in FIG. 5, the method 500 includes a symbolic ending step ED.
[0131] In an embodiment, indicated by a dashed line in FIG. 5, the method 500 further comprises a step 505 of providing said second information I2 directly to a first data processing block 105 by the first plurality of detection devices 101 .
[0132] In this embodiment, the determining step 503 is performed by the first data processing block 105 directly on the basis of the first information I1 and the second information I2.
[0133] More specifically, in one embodiment shown by dashed lines in FIG. 5, the determining step 503 includes a respective first step 506 of checking, by the first data processing block 105, if said first information I1 represents a first stopped vehicle state.
[0134] In one embodiment, the first information I1 is checked as being indicative of a first stopped vehicle state when the first stopped vehicle state is maintained for a set first time interval.
[0135] According to an example, if one of the first plurality of detection devices 101 (e.g. a vehicle wheel rotational speed sensor) indicates that the rotational speed of the vehicle wheels is substantially zero or very close to zero, the first data processing block 105 estimates the vehicle speed to be equal to a value substantially equal to zero or very close to zero, and if the vehicle speed assumes this substantially zero value (in a further embodiment, also for a first set time interval of 1 second or more), the first data processing block 105 checks for the presence of a first stopped vehicle state.
[0136] It should be noted that the aforementioned estimation consists, for example, of comparing the vehicle speed with a respective threshold value (e.g., number of traffic lights / time), and if the vehicle speed is lower than the respective threshold value, it is estimated to be equal to a vehicle speed of 0.
[0137] Furthermore, in this embodiment, again shown by dashed lines in FIG. 5, the determining step 503 includes a respective second checking step 507, by the first data processing block 105, checking if said second information I2 represents a second stopped vehicle state.
[0138] In one embodiment, the second information I2 is checked as being indicative of a second stopped vehicle state when the second stopped vehicle state is maintained for a set second time interval.
[0139] According to an example, if one of the second plurality of detection devices 103 (e.g., a digital camera) indicates that the vehicle has stopped (e.g., a digital image is detected without any change for a respective set time interval, e.g., of one second or more), the first data processing block 105 will estimate the vehicle speed to be substantially equal to zero or a value very close to zero, and if the vehicle speed assumes this substantially zero value (in a further embodiment, also for a second set time interval of one second or more), the second data processing block 105 will check for the presence of a second stopped vehicle state.
[0140] It should be noted that the aforementioned estimation consists, for example, of comparing the vehicle speed with a respective threshold value (e.g., number of traffic lights / time), and if the vehicle speed is lower than the respective threshold value, the vehicle speed is estimated to be equal to 0.
[0141] In this case, checking both the first stopped vehicle state and the second stopped vehicle state by the first data processing block 105 means a final determination of the first control signal SC1 of the vehicle brake module 104 by the first data processing block 105.
[0142] In this case, the first control signal SC1 based on checking the vehicle's brake module 104 by the first processing block 105 includes an inhibition signal for the activation of the vehicle's brake module 104, which does not allow the application of a braking action to the vehicle (electric parking brake or service brake, depending on the type of vehicle brake module 104).
[0143] If the first check step 506 and the second check step 507 result in at least either the first stopped vehicle state or the second stopped vehicle state being not checked (the vehicle speed is not zero, or in a further embodiment the vehicle speed is not zero and such a non-zero value is detected at a time interval shorter than the set time interval), the first control signal SC1 comprises an activation signal for the vehicle brake module 104 which can apply a braking action (electric parking brake or service brake depending on the type of vehicle brake module 104) to the vehicle.
[0144] According to a further embodiment, as an alternative to the previous embodiment shown by dashed lines in FIG. 5, the method 500 further includes a step 508 of providing the second information I2 directly to the second data processing block 106 by the second plurality of detection devices 103.
[0145] The second data processing block 106 has been defined and described above.
[0146] In this embodiment, the method 500 further comprises a step 509 of determining, by the second data processing block 106, further second information I2' indicative of an operating state of the vehicle based on said second information I2.
[0147] For example, the second data processing block 106 determines further second information I2' by decoding and aggregating the second information I2 to make them more reliable (e.g., the same information received from multiple sensors), and then the brake controller decides what to do according to the information provided by the VCS in addition to its own information.
[0148] In this embodiment, the method 500 comprises a step 510 of providing, by the second data processing block 106, said second information I2′ to the first data processing block 106.
[0149] In this embodiment, a step 503 of determining a first control signal SC1 of the vehicle's brake module 104 is executed by a first data processing block 105 on the basis of said first information I1 and said second information I2'.
[0150] More specifically, in one embodiment shown by dashed lines in FIG. 5, the determining step 503 includes a respective first checking step 511, by the first data processing block 105, checking if said first information I1 represents a first stopped vehicle state.
[0151] In one embodiment, the first information I1 is checked as being indicative of a first stopped vehicle state when the first stopped vehicle state is maintained for a set first time interval.
[0152] An implementation example of this first checking step 511 is entirely similar to the implementation example of the first checking step 506 described above.
[0153] Further, in this embodiment, again shown by dashed lines in FIG. 5 , the determining step 503 includes a respective second checking step 512 in which the first data processing block 105 checks whether said further second information I2′ represents a second stopped vehicle state.
[0154] In one embodiment, when the second stopped vehicle state is maintained for a set second time interval, further second information I2' is checked as being indicative of the second stopped vehicle state.
[0155] As an example, when one of the second plurality of detection devices 103 (e.g., a digital camera) indicates that the vehicle has stopped (e.g., the digital image has been detected without change during the respective set time interval), the first data processing block 105 will estimate the vehicle speed to be substantially equal to zero or a value very close to zero based on further second information I2' provided by the second data processing block 106, and if the vehicle speed has this substantially zero value (in a further embodiment, also for a second set time interval of 1 second or more), the second data processing block 106 will check for the presence of a second stopped vehicle state.
[0156] It is worth noting that the aforementioned estimation consists, for example, of comparing the vehicle speed with a respective threshold value (e.g., number of traffic lights / time), and if the vehicle speed is lower than the respective threshold value, the vehicle speed is estimated to be equal to 0.
[0157] In this case, the check by the first data processing block 105 in both the first stopped vehicle state and the second stopped vehicle state means a final determination by the first data processing block 105 of a first control signal SC1 of the vehicle brake module 104, i.e. an inhibition signal for the operation of the vehicle brake module 104 which does not allow the application of a braking effect to the vehicle (electric parking brake or service brake, depending on the type of vehicle brake module 104).
[0158] The first checking step 511 and the second checking step 512 result in that if at least either the first stopped vehicle state or the second stopped vehicle state is not checked (the vehicle speed is not zero, or in a further embodiment, if the vehicle speed is not zero, such a value not being zero is detected at a time interval shorter than the set time interval), the first control signal SC1 includes an activation signal for the vehicle brake module 104 which can apply a braking action (electric parking brake or service brake depending on the type of vehicle brake module 104) to the vehicle.
[0159] According to a further embodiment alternative to any of the aforementioned embodiments shown in FIG. 5 by dashed lines, the method 500 further includes a step 513 of detecting third information I3 representative of the operating state of the vehicle by a third plurality of detection devices 108 belonging to the second vehicle data connection subsystem 107.
[0160] The third plurality of detection devices 108, the second vehicle data connection subsystem 107, and the third information I3 have been defined and described above.
[0161] In this embodiment, step 503 of determining a first control signal SC1 of the vehicle's brake module 104 is performed by a first data processing block 105 based on said first information I1, said further second information I2' and said third information I3.
[0162] More specifically, in one embodiment shown by dashed lines in FIG. 5, the determining step 503 includes a respective first check step 514 in which the first data processing block 105 checks that the first information I1 represents a first stopped vehicle state.
[0163] In one embodiment, the first information I1 is checked as being indicative of a first stopped vehicle state when the first stopped vehicle state is maintained for a set first time interval.
[0164] An implementation of this first checking step 514 is entirely similar to the implementation of the first checking step 506 described above.
[0165] Further, in this embodiment, again shown by dashed lines in FIG. 5 , the determining step 503 includes a respective second checking step 515 by the first data processing block 105 checking that said second information I2 represents a second stopped vehicle state.
[0166] In one embodiment, the second information I2 is checked as being indicative of a second stopped vehicle state when the second stopped vehicle state is maintained for a set second time interval.
[0167] The implementation of this second checking step 515 is entirely similar to the implementation of the second checking step 507 described above.
[0168] In this embodiment, again shown by dashed lines in FIG. 5, the determining step 503 further includes a respective third checking step 516 in which the first data processing block 105 checks whether said second information I2 represents a third stopped vehicle state.
[0169] In one embodiment, the third information I3 is checked as representing a third stopped vehicle state when the third stopped vehicle state is maintained for a set third time interval.
[0170] As an example, if one of the third plurality of detection devices 108 (e.g. a V2V type communication module) indicates that the vehicle has stopped (e.g. a certain distance from the preceding vehicle has been detected), based on the third information I3, the first data processing block 105 will estimate a vehicle speed that is substantially zero or very close to zero, and if the vehicle speed assumes this substantially zero value (in a further embodiment also for a second set time interval, e.g. equal to or greater than 1 second), the first data processing block 105 will check for the presence of a third stopped vehicle state.
[0171] It is worth noting that the aforementioned estimation consists, for example, of comparing the vehicle's speed with the speed of a vehicle in front, and if the vehicle's speed and the speed of the vehicle in front are equal to 0, and if the speed of the vehicle in front is equal to zero, the vehicle's speed is estimated to be equal to 0.
[0172] In this case, the checking of the first stopped vehicle state, the second stopped vehicle state and the third stopped vehicle state by the first data processing block 105 means a conclusive determination by the first data processing block 105 of the control signal SC1 of the vehicle module 104, i.e. an inhibition signal of the operation of the vehicle brake module 104, which does not allow any braking action to be applied to the vehicle (electric park or service brake, depending on the type of vehicle brake module 104).
[0173] If the first checking step 514, the second checking step 515 and the third checking step 516 result in at least either the first stopped vehicle state or the second stopped vehicle state or the third stopped vehicle state not being checked (if the vehicle speed is not zero, or in a further embodiment, if the vehicle speed is not zero, such a value is not zero and is detected at a time interval shorter than the set time interval), the first control signal SC1 includes an activation signal for the vehicle brake module 104, which can apply a braking effect to the vehicle (electric parking brake or service brake, depending on the type of vehicle brake module 104).
[0174] According to a further embodiment, as an alternative to the previous embodiment, again shown by dashed lines in FIG. 5 , the method 500 includes a step 517 of detecting third information I3 representative of the operating state of the vehicle by a third plurality of detection devices 108 belonging to the second vehicle data connection subsystem 107.
[0175] The third plurality of detection devices 108, the second vehicle data connection subsystem 107, and the third information I3 have been previously defined and described with reference to other embodiments.
[0176] In this embodiment, the method 500 further comprises a step 518 of providing said third information I3 directly to the second data processing block 106 by a third plurality of detection devices 108 .
[0177] The second data processing block 106 has been described above with reference to other embodiments.
[0178] According to this embodiment, the method 500 further comprises a step 519 of determining, by the second data processing block 106, fourth information I4 representative of the operating state of the vehicle based on said second information I2 and said third information I3.
[0179] Such a processing is obtained, for example, by checking that the second information I2 is within a respective threshold and that the third information I3 is within a respective threshold.
[0180] Furthermore, the method 500 comprises a step 520 of providing, by the second data processing block 106, said fourth information I4 to the first data processing block 105.
[0181] In this embodiment, step 503 of determining a first control signal SC1 of the vehicle's brake module 104 is performed by a first data processing block 105 based on said first information I1 and said fourth information I4 (which depends on said second information I2).
[0182] More specifically, in one embodiment shown by dashed lines in FIG. 5, the determining step 503 includes a respective first checking step 521, by the first data processing block 105, checking if said first information I1 represents a first stopped vehicle state.
[0183] In one embodiment, the first information I1 is checked as being indicative of a first stopped vehicle state when the first stopped vehicle state is maintained for a set first time interval.
[0184] An implementation example of this first checking step 521 is entirely similar to the implementation example of the first checking step 506 described above.
[0185] Furthermore, in this embodiment, as again shown by dashed lines in FIG. 5, the determining step 503 includes a respective second checking step 522 by the first data processing block 105 checking whether said fourth information I4 represents a second stopped vehicle state.
[0186] In one embodiment, the fourth information I4 is checked as being indicative of a second stopped vehicle state when the second stopped vehicle state is maintained for a set second time interval.
[0187] The implementation of this second checking step 515 is entirely similar to the implementation of the second checking step 507 described above.
[0188] According to an example, if one of the second plurality of detection devices 103 (e.g. a digital camera) indicates that the vehicle has stopped (e.g. in the manner described above), and if the third plurality of detection devices 108, e.g. a V2V type communication module, in turn indicates that the vehicle has stopped (e.g. in the manner described above), the first data processing block 105 will estimate (e.g. in the manner described above) a vehicle speed substantially equal to zero or a value very close to zero based on further fourth information I4 provided by the second data processing block 106, and if the vehicle speed takes this substantially zero value (in a further embodiment also for a second set time interval equal to 1 second or more), the second data processing block 106 will check for the presence of a second stopped vehicle state.
[0189] In this case, the checking by the first data processing block 105 of the first stopped vehicle state and the second stopped vehicle state means the final determination by the first data processing block 105 of a first control signal SC1 of the vehicle brake module 104, or an inhibition signal for the operation of the vehicle brake module 104 which does not allow the application of a braking effect to the vehicle (electric parking brake or service brake, depending on the type of vehicle brake module 104).
[0190] If the first check step 521 and the second check step 522 result in at least either the first stopped vehicle state or the second stopped vehicle state being not checked (the vehicle speed is not zero, or in a further embodiment the vehicle speed is not zero and such a value is not zero is detected at a time interval shorter than the set time interval), the first control signal SC1 comprises an activation signal for the vehicle brake module 104 which can apply a braking action to the vehicle (electric parking brake or service brake depending on the type of vehicle brake module 104).
[0191] According to a further embodiment, in combination with any one of the above as indicated by dashed lines in FIG. 5, the method 500 further comprises the steps of: - a step 523 of identifying a safe or dangerous state of the vehicle by the first data processing block 105 based on said first information I1 and said second information I2; - providing 524, by the first data processing block 105, to the service brake module 109, a second control signal SC2 in order to reduce and / or eliminate the residual torque generated by the brake system on each brake disc mounted on each moving member of the vehicle, if a safe state of the vehicle has been identified; - If a dangerous condition of the vehicle is identified, a step 524' of providing a third control signal SC3 to the service brake module 109 by the first data processing block 105 in order to reduce the distance between the brake pads mounted on each movable member of the vehicle and each brake disc.
[0192] The safe state of the vehicle and the second control signal SC2, the unsafe state of the vehicle and the third control signal SC3 have been defined and explained above.
[0193] According to one embodiment, a safe or unsafe state of the vehicle is identified by the first data processing block 105 based on said first information I1 and further second information I2' provided by the second data processing block 106 (described above).
[0194] According to a further embodiment, in combination with the previous embodiment, a safe or unsafe state of the vehicle is identified by the first data processing block 105 based on the first information I1, the second information I2 and third information I3 representative of the vehicle's operating state detected by a third plurality of detection devices 108 belonging to the vehicle's second data connection subsystem 107 (described above).
[0195] According to a further embodiment, a safe or unsafe state of the vehicle is identified by the first data processing block 105 based on said first information I1 and fourth information I4 representative of the operating state of the vehicle (mentioned above) determined by the second data processing block 106 based on said first information I1 and said second information I2 and said third information I3.
[0196] In this regard, an example of determining a safe state of a vehicle according to an embodiment of the present invention is provided below.
[0197] On the basis of said first information I1, a first data processing block 105 determines information RF representative of a brake request, RF=f(I1).
[0198] Based on said first information I1 and said second information I2, the first data processing block 105 determines a vehicle motion state VM, VM=f(I1, I2).
[0199] It should be noted that the operating state of the vehicle can be determined based on the first information I1 and the further second information I2' (if a second data processing block 106 is present), or based on the first information I1 and the fourth information I4 (if a second data processing block 106 is present).
[0200] On the basis of said second information I2 and said third information I3, the first data processing block 105 determines information IF representative of the need to apply the brakes: IF=f(I1, I2, I3).
[0201] A first data processing block 105 is provided with a value CS=f(RF, VM, IF) of a safety state of the vehicle on the basis of the braking request RF, the operating state VM of the vehicle and information IF representative of the braking necessity.
[0202] If the vehicle safe state value is identified as true, the first data processing block 105 provides a second control signal SC2 to the service brake module 190.
[0203] According to a further embodiment, in combination with any one of the previous embodiments, when a stopped or non-stop (moving) vehicle state is identified, or when a safe or dangerous state is identified, or when further states of the vehicle and / or the environment and / or the road surface and / or the infrastructure are identified, the method 500 further comprises a step 525 of providing one or more further control signals SCN to the service brake module 109 by the first information block 105 in order to perform further operations on the brake system or on the vehicle in general, e.g. cleaning the brake discs from rust and water, improving the load distribution of the working components (wheels), etc.
[0204] Examples of further conditions of the vehicle and / or the environment and / or the road surface and / or the detectable infrastructure, as well as further conditions of the braking system or of the respective operations that can be performed on the vehicle in general, are as mentioned above:
[0205] It is noteworthy that the objectives of the present invention are fully achieved.
[0206] Indeed, the method and associated system according to the invention advantageously make it possible to replicate first information I1 detected by a detection device distributed in the braking system with second information I2 detected by a detection device present in the vehicle in a first driving assistance subsystem 102 associated with the vehicle or an ADAS (Advanced Driver Assistance System) subsystem.
[0207] Furthermore, the aforementioned information may further be replicated by a third information I3 that may be detected by a detection device belonging to the second vehicle data connection subsystem 107, thus advantageously increasing the safety level of the system and thus the vehicle.
[0208] Furthermore, through the use of detection devices belonging to the first subsystem 102 (ADAS) and / or the use of information available from the second vehicle data connection subsystem 107, the structure and configuration of the EPB type parking brake module can advantageously be simplified and safety increased in the event of failure of conventionally used sensors.
[0209] For example, a vehicle equipped with an ADAS type subsystem can utilize measurements performed by a detector of the subsystem, such as input information of a brake module (e.g. EPA type, i.e. replicating information from a detector distributed in the vehicle's braking system, e.g. speed sensors of the four wheels of the vehicle).
[0210] In this case, the detection devices that may be used by the brake module (e.g., EPB) are multiple and external to the vehicle's braking system to further distinguish between signal sources and advantageously increase safety in the event that one or more detection devices fail.
[0211] Similarly, a vehicle equipped with a data connectivity subsystem can use information related to the vehicle's state as further input information for the braking module (e.g., EPB) to replicate the information of sensing devices distributed in the braking system and that belonging to the ADAS subsystem.
[0212] Furthermore, the method and related system according to the invention can also combine first information detected by detection devices distributed in the braking system with second information detected by detection devices belonging to the first subsystem 102 (ADAS), and third information I3 detected by detection devices belonging to the second data connection subsystem 107 of the vehicle to advantageously actively control the total residual torque of the vehicle and reduce it in appropriate conditions (e.g. in safe conditions), thus reducing mechanical losses due to the residual torque of the brakes and increasing the overall efficiency of the vehicle.
[0213] In fact, in conventional braking systems, one of the main factors causing vehicle-level inefficiencies and therefore increased consumption and PM emissions is the phenomenon of drag torque generated by residual friction between the brake pads and discs in unimplemented braking conditions. However, in the case of modern braking systems of the electronic brake-by-wire (BBW) type, it is possible to control the gap between the brake pads and discs to reduce and / or eliminate the residual torque, but on the other hand, a wider gap means longer response times when braking.
[0214] The method and system according to the invention indeed enable such active control (reduction) of the residual torque in a safe state of the vehicle, i.e. when the vehicle is far away from a possible / probable braking event, identified by a combination of first information I1 detected by detection devices distributed in the vehicle braking system, second information I2 detected by detection devices belonging to the first subsystem 102 (ADAS) and third information I3 detected by detection devices belonging to the second vehicle data connection subsystem 107 (e.g. GPS position and maps, programmed routes, information from another vehicle - V2V - or other infrastructure V2X).
[0215] Finally, it is worth noting that the method and the associated system of the present invention can also be used to reduce residual torque in conventional braking systems or electro-hydraulic braking systems equipped with ESP with adaptive functions or logic, i.e. with the possibility of controlling the gap between the brake pads and the brake disc.
[0216] In the case of such a system, it is possible, for example, to reduce the acting residual torque away from a state identified exclusively as "safe", i.e. away from a possible / likely braking event, by controlling the gap between the brake pads and the disc, by the ABS / ESP electronic control unit, by controlling the implementation of only logical or adaptive functions and, as described above, by processing the first information I1, the second information I2 and the third information I3.
[0217] Those skilled in the art may make modifications and adaptations to the above methods and related systems, or may substitute other functionally equivalent elements to meet foreseeable needs without departing from the scope of the appended claims. All features described above as belonging to one possible embodiment may be implemented without reference to the other embodiments described.
Claims
1. - detecting (501) by a first plurality of detection devices (101) distributed in a braking system of a vehicle, first information (I1) indicative of an operating state of said vehicle; detecting (502) second information (I2) indicative of an operational state of the vehicle by a second plurality of detection devices (103) belonging to a first driving assistance subsystem (102) associated with the vehicle; determining (503) by a first data processing block (105) a first control signal (SC1) for a brake module (104) of the vehicle based on said first information (I1) and said second information (I2); controlling (504) the brake module (104) of the vehicle based on the determined first control signal (SC1) by the first data processing block (105); 20. A method (500) for controlling a braking system of a vehicle, comprising:
2. 2. The method (500) according to claim 1, comprising a step (505) of providing (105) said second information (I2) directly by said first plurality of detection devices (101) to said first data processing block (105).
3. The determining step (503) a respective first check step (506) of checking, by said first data processing block (105), whether said first information (I1) indicates a first stationary vehicle state; a second checking step (507) of checking, by the first data processing block (105), whether the second information (I2) indicates a second stationary vehicle state; The method (500) of claim 2, comprising:
4. providing (508) said second information (I2) directly to a second data processing block (106) by said second plurality of detection devices (103); determining (509) by said second data processing block (106) based on said second information (I2) further second information (I2′) indicative of an operating state of said vehicle; a step (503) of determining, based on the first information (I1) and on the further second information (I2'), executed by the first data processing block (105), the first control signal (SC1) of the brake module (104) of the vehicle; The method (500) of claim 1, comprising:
5. The determining step (503) may further include: a first check step (511) for checking whether the first information (I1) is a first stopped vehicle state by the first data processing block (105); a respective second checking step (512) of checking, by said first data processing block (105), whether said further second information (I2') indicates a second stationary vehicle state; The method (500) of claim 4, comprising:
6. detecting (513) by a third plurality of detection devices (108) belonging to a second data connection subsystem (107) of the vehicle, third information (I3) indicative of an operating state of the vehicle; a step (503) of determining, based on the first information (I1), the further second information (I2') and the third information (I3), the step being executed by the first data processing block 105, the first control signal (SC1) of the brake module (104) of the vehicle; The method (500) of claim 1, further comprising:
7. The determining step (503) further comprises: a respective first check step (514) of checking, by said first data processing block (105), whether said first information (I1) indicates a first stationary vehicle state; a respective second checking step (515) of checking, by said first data processing block (105), whether said second information (I2) indicates a second stationary vehicle state; a third check step (516) by the first data processing block (105) for checking whether the third information (I3) indicates a third stationary vehicle state; The method (500) of claim 6, comprising:
8. detecting (517) by a third plurality of detection devices (108) belonging to a second data connection subsystem (107) of the vehicle, third information (I3) indicative of an operating state of the vehicle; providing (518) said third information (I3) by said third plurality of detection devices (108) to a second data processing block (106); determining (519) by said second data processing block (106) fourth information (I4) indicative of an operating state of said vehicle based on said second information (I2) and said third information (I3); providing (520) said fourth information (I4) to said first data processing block (105) by said second data processing block (106); a step (503) of determining, executed by the first data processing block (105), based on the first information (I1) and the fourth information (I4), the first control signal (SC1) of the brake module (104) of the vehicle; The method (500) of claim 1, further comprising:
9. The determining step (503) further comprises: a check step (521) by the first data processing block (105) for checking whether the first information (I1) indicates a first stationary vehicle state; a respective second checking step (522) of checking, by said first data processing block (105), whether said fourth information (I4) indicates a second stationary vehicle state; The method (500) of claim 8, comprising:
10. - a step (523) of identifying, by the first data processing block (105) on the basis of the first information (I1) and the second information (I2), a safe or dangerous state of the vehicle; providing (524), by the first data processing block (105), a second control signal (SC2) to a service brake module (109) in order to reduce and / or eliminate the residual torque generated by the braking system on each brake disc mounted on each moving member of the vehicle if a safe state of the vehicle is identified; providing (524') by the first data processing block (105) a third control signal (SC3) to the service brake module (109) for reducing the distance between the brake pads and the brake discs mounted on the respective moving members of the vehicle if a dangerous condition of the vehicle is identified; The method (500) according to any one of claims 1 to 9, comprising:
11. The method (500) according to claim 10, wherein a safe or unsafe state of the vehicle is identified by the first data processing block (105) on the basis of the first information (I1) and further second information (I2') provided by a second data processing block (106).
12. The method (500) according to claim 10 or 11, wherein a safe or dangerous state of the vehicle is identified by the first information block (105) based on the first information (I1), the second information (I2) and third information (I3) indicative of an operating state of the vehicle detected by a third plurality of detection devices (108) belonging to a second data connection subsystem (107) of the vehicle.
13. The method (500) according to claim 12, wherein a safe or unsafe state of the vehicle is identified by the first data processing block (105) on the basis of the first information (I1) and the fourth information (I4) indicative of an operating state of the vehicle determined by a second data processing block (106) on the basis of the second information (I2) and the third information (I3).
14. The method (500) according to any one of claims 10 to 13, further comprising the step of providing (525) one or more further control signals (SCN) to the service brake module (109) by means of the first information block (105) for performing further actions on the brake system or on the vehicle in general if a stationary or moving vehicle state is identified, if a safe or unsafe state is identified, if a further state of the vehicle, if a further state of the environment, if a further state of the road surface, if a further state of the infrastructure is identified.
15. The method (500) according to any one of the preceding claims, wherein the first control signal (SC1) of the vehicle's brake module (104) comprises a signal inhibiting activation of the vehicle's brake module (104).
16. The method (500) according to any one of the preceding claims, wherein the first control signal (SC1) of the vehicle's brake module (104) comprises an activation signal of the vehicle's brake module (104).
17. a first plurality of detection devices (101) distributed in a braking system of the vehicle, configured to detect first information (I1) indicative of an operating state of the vehicle; a first driving assistance subsystem (102) associated with the vehicle, the first driving assistance subsystem (102) comprising a second plurality of detection devices (103) configured to detect second information (I2) indicative of an operational state of the vehicle; A brake module (104) of the vehicle; a first data processing block (105) operatively associated with the first plurality of detection devices (101), the first driving assistance subsystem (102), and the brake module (104) of the vehicle; The system (100) configured to carry out the method according to any one of claims 1 to 16, An electronic control system (100) for a brake system of a vehicle, comprising:
18. The system (100) of claim 17, wherein the brake module (104) of the vehicle comprises an electric parking brake.
19. The system (100) of claim 17, wherein the brake module (104) of the vehicle comprises an electric service brake.
20. A system (100) according to any one of claims 17 to 19, wherein each device of the first plurality of detection devices (101) belongs to the group consisting of a rotational speed sensor of a vehicle wheel, a position sensor of a brake pedal of the vehicle, a position sensor of an accelerator pedal of the vehicle, a force or pressure sensor connected to the brake pedal and / or the accelerator pedal or to a brake caliper or to a respective actuator of the brake caliper or to another component of the braking system.
21. The system (100) according to any one of claims 17 to 20, wherein each device of the second plurality of detection devices (103) belongs to the group consisting of digital cameras, infrared digital cameras, satellite navigation systems such as GPS, long-range radar modules, short / medium-range radar modules, LIDAR type remote sensing modules, ultrasonic detection modules.
22. The system (100) according to any one of claims 17 to 21, further comprising a third plurality of detection devices (108) of a second data connection subsystem (107) of the vehicle, each device of the third plurality of detection devices (108) belonging to the group consisting of satellite navigation such as GPS, a V2V type communication module, and a V2I type communication module.