Patent Application
20180257613
The subject invention relates to the art of motor vehicles and, more particularly, to a non-hydraulic feedback system for a vehicle having a simulated brake pedal.
Motor vehicles typically include one or more wheels each having an associated brake. The brake is selectively activated to slow a momentum of the motor vehicle. Conventionally, a driver applies a force to depress a brake pedal that is mechanically linked to a hydraulic pump or master cylinder. The hydraulic pump amplifies the force applied by the driver to deliver a hydraulic fluid to a brake cylinder. The brake cylinder acts upon one or more brake pads or shoes. The brake pads are forced against a braking member, such as a disc or a drum that is associated with each wheel. As such, conventional brake systems provide a mechanical/hydraulic feedback to the driver through the brake pedal. Based on the feedback, the driver may determine that additional force is required, or that brake maintenance may be desirable.
Certain motor vehicles may include a simulated brake pedal in which there is no direct mechanical and/or hydraulic link to a brake actuator. Simulated brake pedals may activate a switch or motor that urges brake pads against braking surfaces. Accordingly, simulated brake pedals provide no feedback to a driver regarding brake operation. As such, drivers may be uncomfortable with vehicles having a simulated brake pedal. Further, without feedback, a driver may wait too long before initiating brake maintenance. Accordingly, it is desirable to provide systems for providing a non-hydraulic feedback to a vehicle having a simulated brake pedal.
In one exemplary embodiment, a vehicle includes a chassis, a power system supported by the chassis, and a plurality of wheels supported by the chassis. At least one of the plurality of wheels is operatively connected to the power system. A plurality of brakes is operatively associated with corresponding ones of the plurality of wheels, and a simulated brake pedal is operatively associated with the plurality of brakes. The simulated brake pedal is hydraulically isolated from the plurality of brakes. A non-hydraulic braking feedback controller is operatively connected to the plurality of brakes and the simulated brake pedal. The non-hydraulic braking feedback controller selectively provides at least one of a tactile, an audible, and a visual feedback to a driver based on an activation of the simulated brake pedal.
In accordance with another exemplary embodiment, a method of providing at least one of a tactile and an audible feedback to a driver of a vehicle having a simulated brake pedal includes detecting an activation of the simulated brake pedal, determining an activation type, and outputting one of a tactile feedback though the simulated brake pedal, an audible feedback, and a visual feedback based on the activation type.
The above features and advantages and other features and advantages of the invention are readily apparent from the following detailed description of the invention when taken in connection with the accompanying drawings.
Other features, advantages and details appear, by way of example only, in the following detailed description of embodiments, the detailed description referring to the drawings in which:
The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. As used herein, the term “module” refers to processing circuitry that may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that executes one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality.
In accordance with an exemplary embodiment of the invention,
Engine 24 and differential assembly 22 are coupled to a frame or other chassis structure 26. Engine 24 is coupled to differential assembly 22 by a transmission 28 and a driveshaft 30. Transmission 28 may be configured to reduce the rotational velocity and increase the torque of the engine 24 output. This modified output is then transmitted to differential assembly 22 via driveshaft 30. Differential assembly 22 transmits the output torque from the driveshaft 30 through a differential gear set (not shown) to a pair of driven wheels, e.g., rear wheels 34 via axles 36.
In one embodiment, each axle 36 extends through an axle tube 54. The axle tube 54 includes a hollow interior (not separately labeled) that extends a length thereof. At one end of the axle tube 54 a bearing 56 is mounted to support an end (also not separately labeled) of axle 36 adjacent the driven wheel 34. A shaft seal 57 is located between the bearing 56 and the driven wheel 34. A rear brake assembly 58 is coupled to the end of axle 36 adjacent bearing 56. Rear brake assembly 58 is configured to selectively slow the rotation of the driven wheel 34 in response to an action by the operator, such as applying a brake pedal 60 or activating a parking brake 61. Of course, it should be understood that brake pedal 60 and parking brake 61 could be combined into a single actuator. Rear brake assembly 58 may be any known braking system used with vehicles, such as a caliper/rotor assembly. In the exemplary embodiment, rear brake assembly 58 may be connected to an electrically activated hydraulic system 63. In accordance with an aspect of an exemplary embodiment, hydraulic system 63 is mechanically and hydraulically isolated from the brake pedal 60 and parking brake 61. Hydraulic system 63 may be electrically driven by a separate electrical motor (not shown).
The vehicle 20 further includes a second set wheels, e.g. front wheels 64 arranged adjacent the engine 24. In one embodiment, the second set of wheels 64 may also be configured to receive output from the engine 24. This is sometimes referred to as a four-wheel or an all-wheel drive configuration. In this embodiment, the vehicle 20 may include a transfer case 65 that divides the output from the transmission 28 between the front and rear wheels 34, 64. Transfer case 65 transmits a portion of the output to a front differential assembly 66, which may include additional components (not shown) that transmit the output to driven wheels 34 through axles 68. Similar to the rear wheels 34, the front wheels 64 include a front brake assembly 70. Front brake assembly 70 is configured to selectively slow the rotation of the front wheels 64 in response to an action by the operator. In the exemplary embodiment, brakes 70 are also coupled to and actuated by the hydraulic system 63. As will be detailed more fully below, front and rear brake assemblies 70 and 58 are coupled to a non-hydraulic braking feedback controller 74 that may provide one or more of a tactile and an audible feedback to a driver depressing brake pedal 60 or parking brake 61.
In accordance with an aspect of an exemplary embodiment illustrated in
As shown on
For example, in an ABS mode, non-hydraulic braking feedback controller 74 may adjust an amplitude and frequency of a tactile response, an audible response, and/or a visual indicator based on pressure applied to brake pedal 60, vehicle mode, and/or various sensors that may be associated with wheels 34 and 64, hydraulic system 63, ABS components, and the like. Higher pressure may result in a tactile and/or audible feedback having a higher amplitude and frequency. However, if also in a touring vehicle mode, the amplitude and frequency may be reduced relative to, for example, a sport mode, comfort mode, or a tow/haul mode. Non-hydraulic braking feedback controller 74 may dynamically adjust the amplitude and/or frequency of the feedback as pressure and/or wheel slippage changes. Similarly, when braking through a curve, non-hydraulic braking feedback controller 74 may execute a performance mode to dynamically adjust an amplitude and frequency of feedback provided to a driver based on inputs from one or more of rear and front wheels 34 and 64 as well as the position of mode selector switch 88 and/or various sensors that may be associated with wheels 34 and 64, hydraulic system 63, ABS components, and the like.
Non-hydraulic braking feedback controller 74 may also operate in a State of Health/Diagnostic/Day-to-Day driving mode in which feedback is provided to the driver based on one or more brake health conditions as sensed through brake pad sensors, pressure sensors, and the like, as well as other features. Other features could include parking brake position, hill hold assist mode activation/deactivation, and the like. Feedback could take the form of tactile, visual and/or audible feedback.
At this point, it should be understood that the exemplary embodiments describe a system for providing feedback to a driver operating a simulated brake pedal. Non-hydraulic feedback is provided based on driver inputs through the brake pedal and a selective vehicle operating mode. Further, the feedback may be based on various on-board sensors associated with the front and rear wheels, the brakes, and other components of the brake system. The feedback may be tactile, audible and/or visual. Feedback may be provided through the brake pedal, a haptic seat, a haptic steering wheel, speakers, and/or vehicle displays. Further, the amplitude and/or frequency of the feedback could be dynamically varied based on changes in driver inputs and vehicle conditions. Still further, feedback may be provided as a single perceptible experience, or combinations of perceptible experiences. Additionally, it should be understood that the sensors employed in providing inputs to the non-hydraulic braking feedback controller may vary depending upon vehicle type, make, model, and options.
While the invention has been described with reference to exemplary embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiments disclosed, but that the invention will include all embodiments falling within the scope of the application.
This application claims priority to U.S. Provisional Application No. 62/217,848, which was filed on Sep. 12, 2015. The entire contents of U.S. Provisional Application No. 62/217,848 are incorporated herein by reference.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/US2016/050981 | 9/9/2016 | WO | 00 |
| Number | Date | Country | |
|---|---|---|---|
| 62217848 | Sep 2015 | US |
