DE102017113161B4 - Vehicle brake control system and vehicle - Google Patents

Abstract

Brake control system (102), for a vehicle (100), the brake control system (102) comprising:at least one sensor (134a, 134b, 138, 140) configured to measure the driving state of the vehicle (100);an electronic hardware controller in signal communication with a power supply (204) of the vehicle (100), the power supply (204) being configured to operate in a first operating mode that outputs a first voltage at a first voltage level, and in a second operating mode that produces a second voltage at a second emits voltage level greater than the first voltage level; andan electronic brake system (EBS) controller (200) in signal communication with at least one sensor (134a, 134b, 138, 140) of the controller (102) and at least one brake assembly (130a, 130b, 130c, 130d) configured to Braking at least one wheel of the vehicle (100) in response to an applied voltage, wherein the first voltage level generated after the first operating mode controls a first braking response time of the brake assembly (130a, 130b, 130c, 130d) and the second voltage level generated after the second operating mode controls a controls the second brake response time of the brake assembly (130a, 130b, 130c, 130d) to be smaller than the first brake response time, the EBS controller (200) causing the controller (102) to invoke the second operating mode in response to a driving condition that exceeds a driving condition threshold, characterized in that the EBS controller (200) is configured to output the voltage level increase request signal in response to receiving a deceleration request from an autonomous vehicle.

Description

INTRODUCTION

Various exemplary embodiments relate generally to motor vehicles and, more particularly, to vehicle braking systems in motor vehicles. A brake control system according to the preamble of claim 1 is, for example DE 25 25 123 C2 refer to.

Automotive electrical boost (eBoost) technology uses a brake pedal simulator to interpret the driver's braking command and then uses a motor to move a plunger to distribute brake fluid to one or more brake assemblies (sometimes referred to in the art as brake corners) of the vehicle. Motor vehicles include regulated voltage controls that limit the voltage delivered to the engine during a predefined driving condition. However, the limited voltage may unnecessarily limit the overall performance of the vehicle including, for example, braking performance. Against this background, an object of the present invention is to provide a more efficient brake control system.

SUMMARY

The task is solved by a brake control system according to claim 1. Advantageous developments of the invention can be found in the dependent claims.

At least one exemplary embodiment provides a vehicle including an internal combustion engine configured to generate drive torque that drives at least one wheel of the vehicle. At least one brake assembly is configured to brake the at least one wheel of the vehicle in response to an applied voltage. A power supply is in signal communication with the at least one brake assembly and is configured to operate in a first mode that outputs a first voltage and in a second mode that outputs a second voltage that is greater than the first voltage. A brake control system is in signal communication with the at least one brake assembly and the power supply. The brake control system is configured to output a voltage level increase request signal for triggering the second mode of power supply in response to a detected driving condition of the vehicle that a brake response time of the at least one brake assembly is improved in response to the application of the second voltage.

In addition to one or more of the features described, or as an alternative, further embodiments include braking the vehicle according to a first braking response time when operating in the first mode and braking the vehicle according to a second braking response time that is less than that first brake response time when operating in the second operating mode.

In addition to one or more of the features described, or as an alternative, further embodiments include wherein the at least one brake assembly brakes the at least one wheel according to the first braking response time in response to receiving the first voltage output in the first mode of operation and the at least one wheel according to the second braking response time in Response to receiving the second voltage output slows down in the second operating mode.

In addition to one or more of the characteristics described, or as an alternative, further embodiments include wherein the detected driving condition of the vehicle includes a poor performance condition illustrated by a first wheel speed of the at least one wheel and a high performance condition illustrated by a second wheel speed of the at least one wheel which is greater than the first wheel speed.

In addition to one or more of the features described, or as an alternative, further embodiments include an electronic hardware controller in signal communication with the power and brake control systems. The controller is configured to selectively operate the power supply in the first operating mode and the second operating mode. The controller invokes the second mode in response to receiving the voltage level increase request signal from the brake control system.

In addition to one or more of the features described, or as an alternative, further embodiments include an object detection sensor configured to detect an object detection signal in response to detecting an object near the vehicle.

In addition to one or more of the features described, or as an alternative, further embodiments include wherein the brake control system outputs the voltage level increase request signal in response to the object detection signal and the controller invokes the second mode of operation in response to receiving the voltage level increase request signal.

According to another non-limiting embodiment, a brake control system installed in a vehicle includes at least one sensor configured to measure a driving condition of the vehicle, and an electronic hardware controller in signal communication with a power supply of the vehicle. The power supply is configured to operate in a first mode that outputs a voltage at a first voltage level and a second mode that outputs a voltage at a second voltage level that is greater than the first voltage level. An electronic braking system (EBS) controller is in signal communication with at least one sensor, the controller, and at least one brake assembly configured to brake the at least one wheel of the vehicle in response to an applied voltage. The first voltage value after the first operating mode controls a first braking response time of the brake assembly and the second voltage value after the second operating mode controls a second braking response time of the brake assembly that is smaller than the first braking response time.

In addition to one or more of the features described, or as an alternative, further embodiments include wherein the EBS controller commands the controller to invoke the second mode of operation in response to a driving condition that exceeds a driving condition threshold.

In addition to one or more of the characteristics described here or below, or as an alternative, further embodiments include wherein the driving state is a speed of the vehicle.

In addition to one or more of the features described, or as an alternative, further embodiments include wherein the EBS controller issues the voltage level increase request in response to receiving an autonomous vehicle deceleration request.

In addition to one or more of the features described, or as an alternative, further embodiments include wherein the autonomous vehicle deceleration request includes an object detection signal output via an object detection sensor in response to detecting an object near the vehicle.

In addition to one or more of the features described, or as an alternative, further embodiments include wherein the electronic control module invokes the second mode of operation and provides a maximum allowable voltage level to the at least one brake assembly when the object detection sensor detects the object.

According to a further embodiment, a method for controlling at least one brake assembly of a vehicle includes generating drive torque that drives at least one wheel of the vehicle and selectively operating a power supply in a first operating mode and in a second operating mode. The first operating mode outputs a first voltage during a first driving state of the vehicle and the second operating mode outputs a second voltage greater than the first voltage during a second driving state of the vehicle. The method further includes detecting, via a brake control system, the second driving state of the vehicle and outputting a voltage level increase request signal for triggering the second mode of power supply in response to detecting the second driving state. The second voltage in the second operating mode improves the braking response time of the at least one brake assembly.

In addition to one or more of the features described, or as an alternative, further embodiments include braking the vehicle according to a first braking response time when operating in the first mode and braking the vehicle according to a second braking response time that is less than the first brake response time when operated in the second mode.

In addition to one or more of the features described, or as an alternative, further embodiments include braking at least one wheel via at least one brake assembly according to the first braking response time in response to receiving the first voltage output in the first mode and the at least one wheel via at least one brake assembly according to the second Braking response time in response to receiving the second voltage output in the second operating mode.

In addition to one or more of the described characteristics or as an alternative, further embodiments include detecting the first driving state based on the first wheel speed and detecting the second driving state based on a second wheel speed that is greater than the first wheel speed.

In addition to one or more of the features described, or as an alternative, further embodiments include invoking the second mode of operation to output the second voltage level in response to receiving a deceleration request from the autonomous vehicle.

In addition to one or more of the features described, or as an alternative, further embodiments include wherein the autonomous vehicle deceleration request includes an object detection signal output via an object detection sensor in response to detecting an object near the vehicle.

In addition to one or more of the features described, or as an alternative, further embodiments include wherein invoking the second mode of operation includes delivering a maximum allowable voltage level to the at least one brake assembly in response to sensing the object.

The above features and advantages as well as other features and functions of the present disclosure will be readily apparent from the following detailed description taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF DRAWINGS

• 1 veranschaulicht die Bremsansprechzeit eines Fahrzeugs basierend auf Spannungen, die an eine Bremsbaugruppe angelegt werden; und
• 2 veranschaulicht ein Fahrzeug mit einem ein Bremssteuersystem mit geregelter Spannungssteuerung gemäß einer nicht einschränkenden Ausführungsform.

Other features, advantages and details appear by way of example only in the following detailed description of the embodiments, which detailed description refers to the drawings, in which:

• 1 illustrates a vehicle's brake response time based on voltages applied to a brake assembly; and
• 2 illustrates a vehicle having a regulated voltage control brake control system according to a non-limiting embodiment.

DETAILED DESCRIPTION

The following description is merely exemplary in nature and is not intended to limit the present disclosure in its applications or uses. It should be noted that throughout the drawings the same reference numbers refer to the same or corresponding parts and features. As used herein, the term "module" refers to a processing circuit that includes an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated or grouped), and a memory containing one or more software or firmware programs may include combinational logic circuitry and/or other suitable components that provide the described functionality.

Various non-limiting embodiments described herein provide a vehicle that includes one or more brake assemblies configured to brake a corresponding wheel of the vehicle in response to an applied voltage. The vehicle further includes a brake control system with an electronic boost (eBoost) regulated voltage system that may be operated by fluid pressure, current, or a combination of both. For example, the brake assemblies may include hydromechanical components that apply braking torque in response to fluid pressure driven by a voltage-dependent motor. The brake assembly includes a motor that has a plunger for displacing brake fluid to the hydromechanical components moves. A voltage level applied to the motor controls a response time in which the motor pushes fluid to each brake assembly.

The brake assemblies may also be implemented in a brake-by-wire system, wherein the brake assemblies include electromechanical components that apply braking torque in response to a current level. In a similar manner, the voltage applied to the brake assemblies controls the brake response time and the current strength for driving current dependent components (e.g. e-brake calipers) of the brake assembly. A power supply or voltage supply is in signal communication with one or more brake assemblies. The power supply is configured to operate in a first mode that outputs a first voltage and a second mode that outputs a second voltage greater than the first voltage. A brake control system is in signal communication with the brake assemblies and the power supply. The brake control system is configured to determine a driving state of the vehicle and is configured to output a brake boost request signal for initiating the second mode of power supply in response to detecting the driving state, wherein a braking response time of the brake assembly is improved upon application of the second voltage.

The eBoost controlled voltage system can be operated to improve brake response time and in turn improve braking distance and drivability, which typically requires optimal braking performance. The eBoost controlled voltage system can also improve the autonomous braking deceleration time, which increases the trade-off between low and high speed collision mitigation along with trade-offs between false object detection and deceleration response, for example. B. the vehicle system takes additional time to interpret the object detection if the delay time is improved.

1 is an example of a line graph describing an average eBoost voltage system response to an initial voltage delivered to the motor. It should be noted that “bar” is defined according to the unit “Pascal” (SI unit) of the system of physical units, namely: 1 bar is equal to 100,000 Pascal (Pa) or 100 Kilopascal (kPa). The curve illustrates a brake response time (T _s ) on a first vertical axis, an initial voltage (Vi) applied to a brake assembly on a horizontal axis, and a voltage drop (ΔV) of the brake assembly on a second vertical axis.

The first waveform curve 10 and the second waveform curve 20 illustrate the time to develop brake assembly pressures at different voltages. The first curve 10 illustrates a time period for reaching a first setpoint (e.g. 100 bar) and the second curve 20 illustrates a time period for reaching a second setpoint (e.g. 62.2 bar). As shown, brake assembly pressure is generated more quickly at higher voltages, improving brake response time. 1 also illustrates a maximum voltage drop curve 30, a first average voltage drop curve 40 indicating an average voltage drop relative to the second setpoint (e.g. 62.2 bar), and a second average voltage drop curve 50 indicating an average voltage drop relative to the first setpoint (e.g. 100 bar).

Conventional vehicle regulated voltage systems typically limit the voltage output of the vehicle power supply based on criteria such as fuel efficiency. However, at least one embodiment described herein provides an electronic brake control module (EBCM) that can detect certain driving conditions of the vehicle (e.g., high performance driving and/or dynamic braking conditions) and cause the regulated voltage controller to output an increased voltage level. which can be delivered to the brake assemblies to improve brake response time.

In 2 Now, a vehicle 100 including a brake control system 102 configured to brake the vehicle 100 via electronic control is illustrated according to a non-limiting embodiment. The vehicle 100 is powered according to a powertrain system that includes an engine 104, a transmission 108, and a transfer case 110. The engine 104 includes, for example, an internal combustion engine 104 configured to generate drive torque that drives the front wheels 112 and the rear wheels 114 using various components of the vehicle drivetrain. Various types of internal combustion engines 104 may be used in the vehicle 100 including, but not limited to, a diesel engine, a gasoline engine, and a hybrid engine that combines an internal combustion engine with, for example, an electric motor.

The vehicle powertrain may be understood to include the various powertrain components other than the engine 104. According to a non-limiting embodiment, drive torque is transmitted to the transmission 108 via a rotatable crankshaft (not shown). Thus, the torque delivered to the transmission 108 may be adjusted in a variety of ways including, for example, by control operation of the engine 104, as will be understood by those skilled in the art. In at least one embodiment, a driveshaft 116 supplies drive torque to a rear differential 118, and a front driveshaft 122 supplies drive torque to a front differential 124. Accordingly, the rear differential 118 balances drive torque delivered to the rear wheels 114 via the left/right rear axles 120a and 120b , while the front differential 124 balances drive torque delivered to the front wheels 112 via the left/right front axles 126a and 126b.

The brake control system 102 includes a pedal assembly 128, brake assemblies 130a, 130b, 130c and 130d, one or more actuator units 132a, 132b, 132c and 132d, one or more wheel sensors 134a, 134b and an electronic brake system (EBS) controller 200. The EBS -Control 200 includes an electronic processor and memory. Memory stores one or more instructions executable by the processor.

The pedal assembly 128 is in signal communication with the EBS controller 200 and includes a brake pedal 136, one or more pedal travel sensors 138, and one or more pedal force sensors 140.

The EBS controller 200 is configured to detect brake pedal travel and/or braking force applied to the brake pedal 136 based on respective signal outputs from the pedal travel sensor 138 and the pedal force sensor 140. The pedal assembly 128 may be any combination of hardware and software that allows a component of the brake control system 102 to behave like a component that is not part of the fault-tolerant brake control system 102. For example, the pedal assembly 128 may be a pedal emulator that behaves like a mechanical pedal of a hydraulic brake assembly. In at least one embodiment, the pedal assembly 128 may be operated solely through electronic circuitry and software, omitting various mechanical and/or hydraulic components in conventional pedal assemblies.

Brake pedal travel and/or braking force applied to brake pedal 136 may be determined based on respective signal outputs from pedal travel sensor 138 and pedal force sensor 140, as desired by one skilled in the art. According to an exemplary embodiment, the pedal force sensor 140 is implemented as a force/pressure transducer or other suitable force sensor is configured or set to accurately detect, measure, or otherwise determine an applied pressure or force transmitted to the brake pedal 136. The pedal travel sensor 138 may be implemented as a pedal position and configured or set as a range sensor for accurately detecting, measuring, or otherwise determining the relative position and direction of movement of the brake pedal 136 along a specified range of motion when the brake pedal 136 is moved.

The measurements or measured values by the pedal force sensor 140 and the pedal travel sensor 138 can be used in combination with one or more braking algorithms stored in a memory of an electronic control. The data from pedal force sensor 140 and/or pedal travel sensor 138 may also be used to calculate, select and/or otherwise determine a corresponding braking request or braking event in response to the captured and recorded measurements or measured value outputs from the wheel sensors 134a, 134b. Based on the determined braking request or braking process, the EBS control can perform 200 different braking algorithms, speed calculations, distance-to-brake calculations, etc.

The wheel sensors 134a, 134b can provide various types of vehicle data including, but not limited to, speed, acceleration, deceleration and vehicle angle relative to the ground and wheel slip. In at least one embodiment, the vehicle brake control system 102 may include one or more object detection sensors 129 at various locations on the vehicle 100. The object detection sensors 129 are configured to detect the movement and/or existence of various objects surrounding the vehicle, including, but not limited to, surrounding vehicles, pedestrians, traffic signs, and roadway hazards. The EBS controller 200 may determine a request and/or request to decelerate and/or stop the vehicle based on the data from the pedal unit 116, the wheel sensors 134a, 134b, and/or the object detection sensor 129. The communicates in response to determining the braking scenario EBS controller 200 provides a brake command signal 133a, 133b, 133c and 133d to one or more brake assemblies 130a, 130b, 130c and 130d to slow or stop the vehicle 100. The brake assemblies 130a, 130b, 130c and 130d may be hydromechanical, for example, as described herein Include components that apply braking torque in response to fluid pressure driven by a voltage dependent motor.

In at least one embodiment, the EBS controller 200 provides a low voltage data signal (e.g., a digital brake command signal 133a, 133b, 133c, and 133d) to an electrical component (e.g., a motor and/or an actuator) or an Power supply circuit via a data connection. In at least one embodiment, one or more brake command signals 133a, 133b, 133c and 133d are transmitted over one or more command signal transmission channels or lines to trigger operation of a driver that controls the actuator unit 132a, 132b, 132c and 132d (e.g. motor, electrically controlled brake caliper, etc.) drives the brake assembly 130a, 130b, 130c and 130d. The actuator unit 132a, 132b, 132c and 132d may include various control electronics capable of converting high power from a power supply 204 into a high power drive signal that drives the actuator unit 132a, 132b, 132c and 132d (e.g. motor, electric brake caliper etc.). The signal transmission channels may include a message-based communication bus such as a control network (CAN) bus.

In at least one embodiment, the EBS controller 200 includes programmable memory (not shown) and a microprocessor (not shown). In this way, the EBS controller 200 is able to quickly execute the necessary control logic to implement and control the actuator units 132a, 132b, 132c and 132d by using a brake pedal transition logic method or algorithm programmed or stored in memory .

The memory of the EBS controller 200 may be preloaded or preprogrammed with one or more braking torque lookup tables (LUTs) (i.e., braking torque data tables reachable by the microprocessor when implementing or executing a braking algorithm). In at least one embodiment, the braking torque LUT stores recorded force measurements or reports from pedal force sensor 140 and includes an associated commanded braking request for each of the detected force measurements as determined by pedal force sensor 140. In a similar manner, the EBS controller 200 stores a pedal position LUT that corresponds to the measurements or reports of the pedal travel sensor 138 and contains a commanded braking request for the detected position of the pedal travel sensor 138.

In at least one embodiment, the EBS controller 200 may also include various power circuits configured to convert a constant high power input signal output (e.g., unswitched high power input current) from the power supply 204 into a high power drive signal configured for driving various components of the brake assemblies 130a, 130b, 130c and 130d. Power parts include, but are not limited to, H-bridges, application-specific integrated circuits (ASICs), control network (CAN) transceivers, or temperature or current sensors. In at least one embodiment, the actuator units 132a, 132b, 132c, 132d include a pulse width modulation (PWM) circuit coupled to an amplifier circuit for converting the constant high power signal into a high frequency switched high power signal. The high frequency switched electrical signal may have a frequency in the range of about 15 kilohertz to about 65 kHz and a current value of about 0 amps to about 200 amps. The constant high power input signals from power supply 204 can range from about 0 amps to about 200 amps.

The EBS controller 200 may output drive signals to one or more of the brake assemblies 130a, 130b, 130c, and 130d for driving various brake components (e.g., motors, brake calipers, etc.). For example, the drive signals output via the EBS controller 200 may drive a motor in the brake assemblies 130a, 130b, 130c, and 130d, which in turn controls fluid to produce brake pressure that controls the brake caliper. As the EBS controller 200 receives a greater voltage from the power supply 204, the time to output the drive signals and the time for the brake assembly to respond to an input voltage that is reduced is reduced. Conversely, the brake assembly motor can drive the fluid more quickly to apply brake pressure. In this way the braking response time is improved. The power circuits may include a PWM module and an amplifier circuit configured to convert the output of the power supply into a high frequency, high current switched signal.

In at least one embodiment, the power circuitry used to drive the various components of the brake assemblies 130a, 130b, 130c, and 130d are integrated into the brake assemblies themselves, as opposed to the EBS controller 200. In this embodiment, the brake assemblies 130a, 130b, 130c and 130d receives the necessary energy to drive the various braking components (e.g. motor, caliper, etc.) directly from the power supply 204 as opposed to the EBS controller 200.

The vehicle may further include a power module (PCM) 202 configured to regulate power supply 204. Although a separate PCM 202 is shown, it should be understood that the PCM 202 can be integrated into the EBS controller 200. The power supply 204 includes, for example, a generator, a high voltage auxiliary battery (not shown), etc. The power supply 204 is configured to operate in various operating modes that output different levels of power (e.g., different voltage) for powering the vehicle 100. For example, the ECM 202 may operate the power supply 204 in a first mode to generate a first voltage and in a second mode to generate a second voltage greater than the first voltage.

The ECM 202 is in signal communication with the EBS control 200. The EBS controller 200 may monitor various drive events such as sporty driving and/or active braking requests of the autonomous vehicle and request the ECM 202 to increase the battery voltage to the maximum allowable level. In response to determining a particular driving condition event (e.g., sport driving (HPD), pre-collision braking (CIB) such as braking requests indicated by the object detection sensor 29, etc.), the EBS controller 200 may send a voltage boost request signal to the ECM 202 output, which causes the power supply 204 to start the second mode of operation for generating the high voltage level. In response to receiving the voltage boost request signal, the ECM 202 starts the second mode of operation and controls the power supply 204 (e.g., the generator) to increase the output voltage to its highest possible level. The increased voltage is then requested by the EBS controller 200, which in turn is used to generate the drive signals for the brake assemblies 130a, 130b, 130c and 130d. The increased voltage of the power supply 204 reduces the time for the EBS controller 200 to output the drive signals and, conversely, the motor is able to drive the fluid to apply brake pressure more quickly. In this way the braking response time is improved. This improved brake response time is similarly realized when the power circuits are integrated directly into the brake assemblies 130a-130d.

The EBS controller 200 is configured to determine one or more drive events (eBoost drive events) that satisfy a condition for entering the second mode of the power supply to output the increased voltage. In at least one embodiment, the EBS controller 200 receives various vehicle data from one or more sensors of the vehicle, applies the vehicle data to one or more algorithms that determine the eBoost driving events. Examples of the algorithm used by the EBS controller 200 (e.g., stored in the EBS controller's memory and executed by a local hardware processor) are described below.

• Minimum-System-Spannungsanforderung (nur eBoost), Globale Aktivierungsbedingungen Leistungsmodus

The brake control system 102 is configured to request an increase in the regulated vehicle voltage when during an eBoost propulsion event, e.g. B. dynamic braking or sporty driving is operated. A first example of an eBoost control algorithm executed by the braking system 102 is provided below:

• Minimum System Voltage Requirement (eBoost only), Global Activation Conditions Performance Mode

The minimum system voltage requirement (eBoost only), system shall operate in performance mode.

Vehicle system voltage

In all cases, unless otherwise specified in another individual requirement for this feature, the vehicle system voltage shall be approximately 9 to approximately 16 V.

Feature Enable/Disable

The braking system shall serve two independent calibrations to individually activate two different MSVR voltage increase flags: K_MSVR_Int_DynBrak_Enabled and K_MSVR_Int_PerfDrive_Enabled Minimum system voltage requirement (eBoost only), operation Serial data inputs (input to (output by EBCM/EBS control) power source Frame rate signal Type Area conversion Internal Brake axle torque intended by the driver Internal Vehicle speed Internal Vehicle braking Internal ABS active BLN Internal ESC active BLN Internal Prefill active BLN Internal CIB brakes active BLN Internal Track detection BLN power source Frame rate signal Type Area conversion H.S TBD 100 msec or send on change Brake boost MSVR voltage increase request (voltage level increase signal) BLN EBS control outputs

Serial data outputs (output by EBCM/EBS controller) operation

The braking system shall set Brake Boost MSVR Voltage Increase Request = False during initialization.

The braking system should always set Brake Boost MSVR Voltage Increase Request = “False” when K_MSVR_Int_DynBrak_Enabled = “False” AND K_MSVR_Int_PerfDriveEnabled = “False”.

• Merker MSVR-Spannungserhöhung für dynamisches Bremsen = „Wahr“:
  1. a) Merker MSVR-Spannungserhöhung für Leistungsfahrt = „Wahr“

The braking system shall set Brake Boost MSVR Voltage Increase Request = True if ANY of the following applies:

• MSVR voltage increase flag for dynamic braking = “True”:
  1. a) Flag MSVR voltage increase for performance driving = “True”

1. a) Merker MSVR-Spannungserhöhung für dynamisches Bremsen = „Falsch“
2. b) Merker MVSR-Spannungserhöhung für Leistungsfahrt = „Falsch“

The braking system shall set the Brake Boost MSVR Voltage Increase Request = False when ALL of the following criteria apply:

1. a) Flag MSVR voltage increase for dynamic braking = “False”
2. b) Marker MVSR voltage increase for performance driving = “False”

Dynamic braking (OBD exception)

The braking system should always set the MVSR voltage increase flag for dynamic braking = “False” if K_MSVR_Int_DynBrak_Enabled = “False”.

1. a) Vom Fahrer vorgesehenes Bremsachsenmoment > K_MSVR_Int_DynBrak_DIBAT_Min
2. b) ABS aktiv = „Wahr“
3. c) ESC aktiv = „Wahr“
4. d) Vorfüllung aktiv = „Wahr“
5. e) CIB-Bremsen aktiv = „Wahr“

The braking system should set the MVSR dynamic braking voltage increase flag = “True” if K_MSVR_Int_DynBrak_Enabled = “True” AND ANY of the following criteria apply:

1. a) Brake axle torque intended by the driver > K_MSVR_Int_DynBrak_DIBAT_Min
2. b) ABS active = “True”
3. c) ESC active = “True”
4. d) Prefill active = “True”
5. e) CIB brakes active = “True”

1. a) Vom Fahrer vorgesehenes Bremsachsmoment < K_MSVR_Int_DynBrak_DIBAT_Min
2. b) ABS aktiv = „Falsch“
3. c) ESC aktiv = „Falsch“
4. d) Vorfüllung aktiv = „Falsch“
5. e) CIB-Bremsen aktiv = „Falsch“

The braking system should set the MVSR voltage increase flag for dynamic braking = “False” if ALL of the following criteria apply to K_MSVR_Int_DynBrak_Inactive_Time:

1. a) Brake axle torque intended by the driver < K_MSVR_Int_DynBrak_DIBAT_Min
2. b) ABS active = “Wrong”
3. c) ESC active = “False”
4. d) Prefill active = “Wrong”
5. e) CIB brakes active = “Wrong”

Performance drive (OBD exception)

The braking system shall set the MSVR High Performance Drive Mode Counter = 0 AND the MSVR High Performance Drive Mode Timer = 0 upon initialization.

The braking system shall ALWAYS set the MSVR High Performance Drive Mode Counter = 0 AND the MSVR High Performance Drive Mode Timer = 0 when K_MSVR_Int_PerfDrive_Enabled = “False”.

1. a) Vom Fahrer vorgesehenes Bremsachsmoment < K_MSVR_Int_PerfDrive_DIBAT_Min
2. b) ABS aktiv = „Falsch“
3. c) Fahrzeugabbremsung < K_MSVR_Int_PerfDrive_Decel_Min {0,7G}
4. d) Fahrzeuggeschwindigkeit < K_MSVR_Int_PerfDrive_Speed_Min {90 km/h}

The braking system shall start the MSVR High Performance Drive Mode Timer when ANY of the following apply:

1. a) Brake axle torque intended by the driver < K_MSVR_Int_PerfDrive_DIBAT_Min
2. b) ABS active = “Wrong”
3. c) Vehicle braking < K_MSVR_Int_PerfDrive_Decel_Min {0.7G}
4. d) Vehicle speed < K_MSVR_Int_PerfDrive_Speed_Min {90 km/h}

• a) Vom Fahrer vorgesehenes Bremsachsmoment > K_MSVR_Int_PerfDrive_DIBAT_Min
• b) ABS aktiv = „Wahr“
• c) Abbremsung des Fahrzeugs > K_MSVR_Int_PerfDrive_Decel_Min
• d) Fahrzeuggeschwindigkeit > K_MSVR_Int_PerfDrive_Speed_Min {90 km/ h} Das Bremssystem soll den HPD-Merker = „Falsch“ setzen, wenn ALLE der folgenden Kriterien zutreffen:
• a) Vom Fahrer vorgesehenes Bremsachsmoment < K_MSVR_Int_PerfDrive_DIBAT_Min
• b) ABS aktiv = „Falsch“
• c) Abbremsung des Fahrzeugs < K_MSVR_Int_PerfDrive_Decel_Min {0.7G}
• d) Fahrzeuggeschwindigkeit < K_MSVR_Int_PerfDrive_Speed_Min {90 km/h} ODER HPD-Merker = „Wahr“

The braking system should set the HPD flag = “True” if ALL of the following criteria apply:

• a) Brake axle torque intended by the driver > K_MSVR_Int_PerfDrive_DIBAT_Min
• b) ABS active = “True”
• c) Braking of the vehicle > K_MSVR_Int_PerfDrive_Decel_Min
• d) Vehicle speed > K_MSVR_Int_PerfDrive_Speed_Min {90 km/h} The braking system should set the HPD flag = “False” if ALL of the following criteria apply:
• a) Brake axle torque intended by the driver < K_MSVR_Int_PerfDrive_DIBAT_Min
• b) ABS active = “Wrong”
• c) Braking of the vehicle < K_MSVR_Int_PerfDrive_Decel_Min {0.7G}
• d) Vehicle speed < K_MSVR_Int_PerfDrive_Speed_Min {90 km/h} OR HPD flag = “True”

The braking system shall INCREASE the MSVR High Performance Drive Mode Counter AND set the MSVR High Performance Drive Mode Timer = 0 when the HPD Flag CHANGES from False to True.

The braking system shall DECREASE the MSVR High Performance Drive Mode Counter AND set the MSVR High Performance Drive Mode Timer = 0 when MSVR High Performance Drive Mode Timer > K_MSVR_Int_PerfDrive_Timer_Reset_Time.

The braking system shall set the MSVR high performance drive mode counter = 0 when the MSVR high performance drive mode counter is < 0.

The braking system shall set the MSVR high performance drive mode counter = K_MSVR_Int_PerfDrive_Counter_Max when the MSVR high performance drive mode counter > K_MSVR_Int_PerfDrive_Counter_Max.

1. a) MSVR-Hochleistungs-Fahrmodus-Zähler = K_MSVR_Int_PerfDrive_Counter_Max
2. b) Spurerfassung = „Wahr“

The braking system should set the MSVR High Performance Drive Voltage Increase flag = True if ANY of the following criteria apply:

1. a) MSVR High Performance Drive Mode Counter = K_MSVR_Int_PerfDrive_Counter_Max
2. b) Tracking = “True”

1. a) MSVR-Hochleistungs-Fahrmodus-Zähler = 0
2. b) Spurerfassung = „Falsch“

The braking system should set the MSVR voltage increase flag for high performance driving = “False” if ALL of the following criteria apply:

1. a) MSVR high performance driving mode counter = 0
2. b) Lane detection = “Incorrect”

Minimum system voltage requirement (eBoost only) operating calibrations are equal to false if the following are true: Cal. # Calibration name Area resolution Initial state (default) units tolerance K_MSVR_Int_DynBrak_Enabled K_MSVR_Int_PerfDrive_Enabled K_MSVR_Int_DynBrak_DIBAT_Min 70 bar K_MSVR_Int_DynBrak_Inactive_Time 2 seconds K_MSVR_Int_PerfDrive_DIBAT_Min K_MSVR_Int_PerfDrive_Decel_Min 0.7g K_MSVR_Int_PerfDrive_Speed_Min 70 km/h K_MSVR_Int_PerfDrive_Timer_Reset_ Time 10 mins K_MSVR_Int_PerfDrive_Counter_Max 2

A second example of an eBoost control algorithm executed by braking system 102 is provided below:

Performance mode

The minimum system voltage requirement (eBoost only) system is intended to operate in performance mode.

Vehicle system voltage

In all cases, unless otherwise specified in another individual requirement for this feature, the vehicle system voltage shall be approximately 9V to approximately 16V.

Feature Enable/Disable

• K_MVR_Int_DynBrak_Enabled; und K_MVR_Int_PerfDrive_Enabled.
• Minimum-System-Spannungsanforderungs (nur eBoost)-Betrieb
• Serielle Dateneingaben

Stromquelle Rahmen Rate Signal Typ Bereich Umwandlung Intern Vom Fahrer vorgesehenes Bremsachsmoment und Gültigkeit - Dies könnte Vom Fahrer vorgesehener Bremsdruck basierend auf dem Lieferantenalgorithmus sein. Kalibrierungen ausgedrückt in Druck. Intern Fahrzeuggeschwindigkeit Intern Fahrzeugabbremsung Intern ABS aktiv BLN Intern ESC aktiv BLN Intern Vorfüllung aktiv BLN Intern CIB-Bremsen aktiv BLN Intern Spurerfassung BLN Serielle Datenausgaben Stromquelle Rahmen Rate Signal Typ Bereich Umwandlung HS $0D1 10 Bremsmodul-Minimum-Spannungsanforderung UNM 0 - 19,375 V E = N * 0,625 HS $0D1 10 Bremsmodul-Minimum-Spannungsanforderungslaufender Zähler UNM 0-3 E=N The braking system should have two independent calibrations for individually activating two different MVR voltage increase flags:

• K_MVR_Int_DynBrak_Enabled; and K_MVR_Int_PerfDrive_Enabled.
• Minimum system voltage requirement (eBoost only) operation
• Serial data entries

power source Frame rate signal Type Area conversion Internal Driver Intended Brake Axle Torque and Validity - This could be Driver Intended Brake pressure based on the supplier algorithm. Calibrations expressed in pressure. Internal Vehicle speed Internal Vehicle braking Internal ABS active BLN Internal ESC active BLN Internal Prefill active BLN Internal CIB brakes active BLN Internal Tracking BLN Serial data outputs power source Frame rate signal Type Area conversion H.S $0D1 10 Brake module minimum voltage requirement UNM 0 - 19.375V E = N * 0.625 H.S $0D1 10 Brake module minimum voltage request running counter UNM 0-3 E=N

Operation

The brake system should set the brake module minimum voltage requirement = “K_MVR_Normal_Voltage” during initialization.

The brake system should always set the brake module minimum voltage requirement = “K_MVR_Normal_Voltage” if K_MVR_Int_DynBrak_Enabled = “False” AND K_MVR_Int_PerfDriveEnabled = “False”.

1. a) MVR-Spannungserhöhung für den dynamischen Bremsmerker = „Wahr“
2. b) MVR-Spannungserhöhung für den Hochleistungsfahrt-Merker = „Wahr“

The braking system shall set Brake Module Minimum Voltage Requirement = “K_MVR_Increase_Voltage” if ANY of the following criteria apply:

1. a) MVR voltage increase for the dynamic brake flag = “True”
2. b) MVR voltage increase for the high-performance travel flag = “True”

1. a) Merker MVR-Spannungserhöhung für dynamisches Bremsen = „Falsch“
2. b) Merker MVR-Spannungserhöhung für die Hochleistungsfahrt = „Falsch“

The brake system should set the brake module minimum voltage requirement = “K_MVR_Normal_Voltage” if ALL of the following criteria apply:

1. a) Marker MVR voltage increase for dynamic braking = “False”
2. b) Marker MVR voltage increase for high-performance driving = “False”

Dynamic braking (OBD exception)

The braking system should always set the MVR voltage increase flag for dynamic braking = “False” if K_MVR_Int_DynBrak_Enabled = “False”.

1. a) Vom Fahrer vorgesehenes Bremsachsmoment ist gültig UND > K_MVR_Int_DynBrak_DIBAT_Min
2. b) ABS aktiv = „Wahr“
3. c) ESC aktiv = „Wahr“
4. d) Vorfüllung aktiv = „Wahr“
5. e) CIB-Bremsen aktiv = „Wahr“

The braking system should set the MVR voltage increase flag for dynamic braking = “True” if K_MVR_Int_DynBrak_Enabled = “True” AND ANY of the following criteria apply:

1. a) The brake axle torque intended by the driver is valid AND > K_MVR_Int_DynBrak_DIBAT_Min
2. b) ABS active = “True”
3. c) ESC active = “True”
4. d) Prefill active = “True”
5. e) CIB brakes active = “True”

1. a) Vom Fahrer vorgesehenes Bremsachsmoment < K_MVR_Int_DynBrak_DIBAT_Min, ODER unzulässig ist
2. b) ABS aktiv = „Falsch“
3. c) ESC aktiv = „Falsch“
4. d) Vorfüllung aktiv = „Falsch“
5. e) CIB-Bremsen aktiv = „Falsch“

The braking system should set the MVR voltage increase flag for dynamic braking = "False" if ALL of the following criteria for K_MVR_Int_DynBrak_Inactive_Time apply if:

1. a) Brake axle torque intended by the driver < K_MVR_Int_DynBrak_DIBAT_Min, OR is not permitted
2. b) ABS active = “Wrong”
3. c) ESC active = “False”
4. d) Prefill active = “Wrong”
5. e) CIB brakes active = “Wrong”

High performance driving (OBD exception)

The braking system shall set the MVR High Performance Drive Mode Counter = 0 AND the MVR High Performance Drive Mode Timer = 0 upon initialization.

The braking system shall ALWAYS set the MVR High Performance Drive Mode Counter = 0 AND the MVR High Performance Drive Mode Timer = 0 when K_MVR_Int_PerfDrive_Enabled = “False”.

1. a) Vom Fahrer vorgesehenes Bremsachsmoment ist unzulässig
2. b) Vom Fahrer vorgesehenes Bremsachsmoment < K_MVR_Int_PerfDrive_DIBAT_Min
3. c) ABS aktiv = „Falsch“
4. d) Fahrzeugabbremsung < K_MVR_Int_PerfDrive_Decel_Min {0,7G}
5. e) Fahrzeuggeschwindigkeit < K_MVR_Int_PerfDrive_Speed_Min {90 km/ h}

The braking system shall start the MVR High Performance Drive Mode Timer when ANY of the following criteria apply:

1. a) Brake axle torque intended by the driver is not permitted
2. b) Brake axle torque intended by the driver < K_MVR_Int_PerfDrive_DIBAT_Min
3. c) ABS active = “Wrong”
4. d) Vehicle braking < K_MVR_Int_PerfDrive_Decel_Min {0.7G}
5. e) Vehicle speed < K_MVR_Int_PerfDrive_Speed_Min {90 km/h}

1. a) Vom Fahrer vorgesehenes Bremsachsmoment UND > K_MVR_Int_PerfDrive_DIBAT_Min
2. b) ABS aktiv = „Wahr“
3. c) Abbremsen des Fahrzeugs > K_MVR_Int_PerfDrive_Decel_Min
4. d) Fahrzeuggeschwindigkeit > K_MVR_Int_PerfDrive_Speed_Min {90 km/ h}

The braking system should set the HPD flag = “True” if ALL of the following criteria apply:

1. a) Brake axle torque intended by the driver AND > K_MVR_Int_PerfDrive_DIBAT_Min
2. b) ABS active = “True”
3. c) Braking the vehicle > K_MVR_Int_PerfDrive_Decel_Min
4. d) Vehicle speed > K_MVR_Int_PerfDrive_Speed_Min {90 km/h}

1. a) Vom Fahrer vorgesehenes Bremsachsmoment < K_MVR_Int_PerfDrive_DIBAT_Min
2. b) ABS aktiv = „Falsch“
3. c) Fahrzeugabbremsung < K_MVR_Int_PerfDrive_Decel_Min {0,7G}
4. d) Fahrzeuggeschwindigkeit < K_MVR_Int_PerfDrive_Speed_Min (90 km/ h) ODER HPD-Merker = „Wahr“

The braking system should set the HPD flag = “False” if ALL of the following criteria apply:

1. a) Brake axle torque intended by the driver < K_MVR_Int_PerfDrive_DIBAT_Min
2. b) ABS active = “Wrong”
3. c) Vehicle braking < K_MVR_Int_PerfDrive_Decel_Min {0.7G}
4. d) Vehicle speed < K_MVR_Int_PerfDrive_Speed_Min (90 km/h) OR HPD flag = “True”

The braking system shall INCREASE the MVR High Performance Drive Mode Counter AND set the MVR High Performance Drive Mode Timer = 0 when the HPD Flag CHANGES from False to True.

The braking system shall DECREASE the MVR high performance drive mode counter AND set the MVR high performance drive mode timer = 0 when the MVR high performance drive mode timer > K_MVR_Int_PerfDrive_Timer_Reset_Time.

The braking system shall set the MVR high performance driving mode counter = 0 when the MVR high performance driving mode counter is < 0.

The braking system shall set the MVR high performance driving mode counter = K_MVR_Int_PerfDrive_Counter_Max when the MVR high performance driving mode counter > K_MVR_Int_PerfDrive_Counter_Max.

1. a) MVR-Hochleistungs-Fahrmodus-Zähler = K_MVR_Int_PerfDrive_Counter_Max.
2. b) Spurerfassung = „Wahr“

The braking system should set the MVR High Performance Drive Voltage Increase flag = True if ANY of the following criteria apply:

1. a) MVR high performance driving mode counter = K_MVR_Int_PerfDrive_Counter_Max.
2. b) Tracking = “True”

1. a) MVR-Hochleistungs-Fahrmodus-Zähler = 0
2. b) Spurerfassung = „Falsch“

The braking system should set the MVR voltage increase flag for high-performance driving = “False” if ALL of the following apply:

1. a) MVR high performance driving mode counter = 0
2. b) Lane detection = “Incorrect”

Minimum system voltage requirement (eBoost only), fault detection and response

The brake system should always set the brake module minimum voltage requirement = “K_MVR_Normal_Voltage” when the eBoost system status = “No Boost”.

Minimum system voltage requirement.

The brake module minimum voltage requirement has a QM-ASIL rating. Minimum system voltage requirement (eBoost only) operation, calibrations are equal to incorrect when the following parameters apply: Cal. # Calibration name Area resolution Initial state (default) Units 1 K_MVR_Int_DynBrak_Enabled True/False NV True NV 2 K_MVR_Int_PerfDrive_Enabled True/False NV True NV 3 K_MVR_Normal_Voltage 0 -19.375 0.625 11,875 volt 4 K_MVR_Increase_Voltage 0 -19.375 0.625 14,375 volt 5 K_MVR_Int_DynBrak_DIBAT_Min 0 - 255 1 70 bar 6 K_MVR_Int_DynBrak_Inactive_Time 0-25.5 0.1 2 Sec 7 K_M VR_Int_PerfDrive_DIBAT_Min 0 - 255 1 70 bar 8th K_MVR_Int_PerfDrive_Decel_Min 0 - 25.5 0.1 7 m/s2 9 K_MVR_Int_PerfDrive_Speed_Min 0 - 255 1 70 km/h 10 K_MVR_Int_PerfDrive_Timer_Reset_ Time 0-25.5 0.1 10 min 11 K_MVR_Int_PerfDrive_Counter_Max 0-10 1 2 Counter reading

A brake control system described herein includes an eBoost controlled voltage system that can be operated to improve brake response time, which in turn improves braking distance and drivability. The eBoost controlled voltage system can also improve the autonomous braking deceleration time, which improves the trade-off of low and high speed collision mitigation trade-offs between false object detection and deceleration response, e.g. the vehicle system has additional time to interpret the object detection when the deceleration time is improved.

As used herein, the term "module" or "unit" refers to an application specific integrated circuit (ASIC), a field programmable grid array (FPGA), an electronic circuit, an electronic computer processor (shared or dedicated or group), and a memory executing one or more software or firmware programs, a hardware microcontroller, a combinational logic circuit, and/or other suitable components that provide the described functionality. When implemented in software, a module in memory may be configured as a non-transitory computer-readable storage medium that is readable by processing circuitry and stores instructions executed by the processing circuitry to perform a method.

While the various non-limiting embodiments have been described with reference to exemplary embodiments, those skilled in the art will understand that various changes may be made and the individual portions may be replaced with corresponding other portions without departing from the scope of the disclosure. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the disclosure without departing from its essential scope. Therefore, it is intended that the invention not be limited to the specific embodiments disclosed, but also include all embodiments that fall within the scope of the application.

Claims (3)

Brake control system (102) for a vehicle (100), the brake control system (102) comprising: at least one sensor (134a, 134b, 138, 140) configured to measure the driving condition of the vehicle (100); an electronic hardware controller in signal communication with a power supply (204) of the vehicle (100), the power supply (204) being configured to operate in a first operating mode that outputs a first voltage at a first voltage level and in a second operating mode that outputs a emits second voltage at a second voltage level greater than the first voltage level; and an electronic brake system (EBS) controller (200) in signal communication with at least one sensor (134a, 134b, 138, 140) of the controller (102) and at least one brake assembly (130a, 130b, 130c, 130d) configured for braking at least one wheel of the vehicle (100) in response to an applied voltage, wherein the first voltage level generated after the first operating mode controls a first braking response time of the brake assembly (130a, 130b, 130c, 130d) and the second voltage level generated after the second operating mode controls a second brake response time of the brake assembly (130a, 130b, 130c, 130d) smaller than the first brake response time, wherein the EBS controller (200) causes the controller (102) to invoke the second operating mode in response to a driving condition that exceeds a driving condition threshold , characterized in that the EBS controller (200) is configured to output the voltage level increase request signal in response to receiving a deceleration request from an autonomous vehicle. Brake control system (102). Claim 2 , where the driving state is a speed of the vehicle (100). Vehicle (100), comprising: at least one wheel; at least one brake assembly (130a, 130b, 130c, 130d) configured to brake the at least one wheel of the vehicle (100) in response to an applied voltage; a power supply (204) in signal communication with at least one brake assembly (130a, 130b, 130c, 130d), the power supply (204) being configured to operate in a first operating mode that outputs a first voltage and in a second operating mode that provides a second emits voltage that is greater than the first voltage; and a brake control system (102) according to any one of the preceding claims in signal communication with the at least one brake assembly (130a, 130b, 130c, 130d) and the power supply (204).

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