VEHICLE BRAKE SYSTEM

Disclosed a vehicle brake system in which the structure required when transmitting a wake-up signal in response to a pedal input can be further simplified, the vehicle brake system comprising: a pedal travel sensor (PTS) which senses whether pressure is being applied to the pedal and the amount of pressure being applied; and a wake recognition circuit which is connected to the PTS such that electricity can flow directly in both directions, and which receives a signal from the PTS and wakes up an electronic control unit (ETU), wherein the PTS delivers the output signal to the wake recognition circuit if the output signal is at least a preset value.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority to and the benefit of Korean Patent Application No. 10-2020-0124823, filed on Sep. 25, 2020, Korean Patent Application No. 10-2020-0124826, filed on Sep. 25, 2020, Korean Patent Application No. 10-2020-0124827, filed on Sep. 25, 2020, Korean Patent Application No. 10-2020-0124824, filed on Sep. 25, 2020, and Korean Patent Application No. 10-2021-0040524, filed on Mar. 29, 2021, the disclosures of which are incorporated herein by reference in their entirety.

TECHNICAL FIELD

The present disclosure relates to a vehicle brake system, and more specifically to a vehicle brake system in which the structure required when transmitting a wake-up signal in response to a pedal input can be further simplified.

BACKGROUND ART

The vehicle braking system refers to a system for decelerating or stopping the speed of a driving vehicle. A typical vehicle braking system may be connected to a pedal, and driven based on whether and how much the pedal is pressed.

The conventional vehicle braking system senses whether pressure is being applied to the pedal and the amount of pressure being applied by a pedal travel sensor (PTS), and an electronic control unit (ECU) receives an output signal from the PTS to brake the vehicle.

In addition, the pedal may be connected to a separate circuit that is independent of the PTS and outputs a signal to the ECU requiring a wake-up signal by recognizing the application of the pedal. Accordingly, when the pedal is applied, a wake-up signal may be transmitted to the ECU of the vehicle braking system, and the ECU may be automatically started.

However, this type of vehicle braking system requires a separate wiring for transmission/reception of a wake-up signal between the pedal and the ECU. That is, in addition to the existing circuit, additional installation of wiring between the pedal and the ECU is required. This may increase the overall weight of the vehicle braking system, which further increases the manufacturing cost.

Accordingly, there will be a need to develop a vehicle braking system in which the structure required when transmitting a wake-up signal in response to a pedal input can be further simplified.

Korean Registered Patent No. 10-1904710 discloses a braking control method of a smart booster for a vehicle. Specifically, the braking control method in which minimum power is supplied to an ECU of a vehicle braking system when a pedal is applied is disclosed.

However, in this type of braking control method, since the wake-up signal transmission circuit according to a pedal input is formed independently of the PTS, transmission/reception wiring between the pedal and the ECU is additionally required.

Korean Patent Application Laid-Open No. 10-2016-0032659 discloses a wake-up system of a wake-up packet. Specifically, the wake-up system for generating a wake-up signal by receiving a signal from a pedal is disclosed.

However, this type of wake-up system does not disclose a specific coupling relationship between the pedal and the wake-up system. Furthermore, the coupling relationship between the ECU or PTS of the vehicle braking system and the wake-up system is not disclosed.(Related Art Document 1) Korean Registered Patent No. 10-1904710 (Oct. 15, 2018)(Related Art Document 2) Korean Patent Application Laid-Open No. 10-2016-0032659 (Mar. 24, 2016)

DISCLOSURE

Technical Problem

An object of the present disclosure is to provide a vehicle braking system in which the structure required when transmitting a wake-up signal in response to a pedal input can be further simplified.

Another object of the present disclosure is to provide a vehicle braking system in which standby power can be further reduced.

Still another object of the present disclosure is to provide a vehicle braking system in which the manufacturing cost can be further reduced.

Technical Solution

In order to achieve the above objects, the vehicle brake system according to an exemplary embodiment of the present disclosure includes a pedal travel sensor (PTS) which senses whether pressure is being applied to the pedal and the amount of pressure being applied; and a wake recognition circuit which is connected to the PTS such that electricity can flow directly in both directions, and which receives a signal from the PTS and wakes up an electronic control unit (ETU), wherein the PTS delivers the output signal to the wake recognition circuit if the output signal is at least a preset value.

In addition, the PTS may transmit the output signal to the wake recognition circuit, maintain the output signal for a preset time and transmit the output signal to the wake recognition circuit.

In addition, the wake recognition circuit may be operated at all times by power.

In addition, the PTS may be directly interconnected with the pedal.

In addition, the PTS may be provided with a press switch for sensing whether pressure is being applied to the pedal and the amount of pressure being applied by coming into contact with the pedal, when the pedal is pressed and rotated.

In addition, the PTS may be connected to the power of the ECU such that electricity can flow directly in both directions so as to receive power at all times.

In addition, the PTS may be connected to a regulator of the ECU such that electricity can flow directly in both directions, and transmit the output signal to the regulator, if the output signal is at least a preset value, and wherein the regulator may wake up by receiving the output signal.

In addition, the PTS may include a printed circuit board (PCB); a magnet whose magnetic strength is changed as the pedal is pressed; a sensor circuit disposed on one surface of the PCT and configured to sense whether pressure is being applied to the pedal and the amount of pressure being applied based on a change in the magnetic strength; and a switch circuit for outputting a signal to the wake recognition circuit, if the change in magnetic strength is at least a preset change amount.

In addition, the switch circuit may be connected to a separate battery independent of the power of the ECU such that electricity can flow directly in both directions so as to receiver power at all times.

In addition, the wake recognition circuit may be built in a central electronic module (CEM) independent of the ECU, and wherein the ECU may supply power to the PTS, when the wake recognition circuit receives the output signal from the PTS.

In addition, the switch circuit may be disposed on the one surface of the PCB.

In addition, the switch circuit may be disposed on the other surface opposite to the one surface of the PCB.

In addition, the PTS may be spaced apart from the pedal.

In addition, the PTS may include a printed circuit board (PCB); a magnet whose magnetic strength is changed as the pedal is pressed; a sensor circuit disposed on one surface of the PCT and configured to sense whether pressure is being applied to the pedal and the amount of pressure being applied based on a change in the magnetic strength; and a switch circuit for outputting a signal to the wake recognition circuit, if the change in magnetic strength is at least a preset change amount.

In addition, the output signal of the PTS may be a pulse width modulation (PWM) signal, and wherein the wake recognition circuit may include a supervisor circuit for monitoring the PWM signal, and transmitting the PWM signal to the wake recognition circuit, when the PWM signal reaches a preset value.

Advantageous Effects

Among the various effects of the present disclosure, effects that can be obtained through the above-described technical solution are as follows.

First, the vehicle braking system includes a pedal travel sensor (PTS) for sensing whether pressure is being applied to the pedal and the amount of pressure being applied, and a wake recognition circuit which is connected to the PTS such that electricity can flow directly in both directions, and receives a signal from the PTS to wake up the electronic control unit (ECU).

Accordingly, a wake-up signal is transmitted to the ECU when the pedal is applied without a separate circuit for recognizing a pedal input such that the ECU can be automatically started. Accordingly, a separate wiring for transmitting and receiving a wake-up signal between the pedal and the ECU is not required. As a result, the overall weight of the vehicle braking system can be reduced, and the structure can be further simplified. Furthermore, the spatial freedom inside the vehicle braking system can also be improved.

In addition, the PTS includes a switch circuit that outputs a signal to the wake recognition circuit when the pedal is applied. The switch circuit is connected to a separate battery independent of the ECU's power supply such that electricity can flow directly in both directions so as to receive power at all times.

The wake recognition circuit is built in a central electronic module (CEM) independent of the ECU, and receives a wake-up signal from the PTS and sends it to the ECU. The ECU receives the wake-up signal from the CEM and supplies power to the PTS.

Therefore, when the vehicle is in an OFF state, that is, in a parking state, the wake-up operation may be performed by a separate battery, and ECU power is not required. Accordingly, the standby power of the ECU can be further reduced. Furthermore, the efficiency of the ECU can be further improved.

In addition, the switch circuit senses whether pressure is applied to the pedal based on the magnetic strength of a magnet provided in the existing PTS. That is, the switch circuit senses whether pressure is being applied to the pedal by using a magnet provided in the existing PTS.

Accordingly, the cost required for structural replacement of the existing PTS can be further reduced. Furthermore, the manufacturing cost of the vehicle braking system can be further reduced.

MODES OF THE INVENTION

Hereinafter, the vehicle braking system1according to an exemplary embodiment of the present disclosure will be described in more detail with reference to the drawings.

In the following description, in order to clarify the characteristics of the present disclosure, the descriptions of some components may be omitted.

In the present specification, the same reference numerals are assigned to the same components even in different exemplary embodiments, and the overlapping descriptions thereof will be omitted.

The accompanying drawings are only for easy understanding of the exemplary embodiments disclosed in the present specification, and the technical ideas disclosed in the present specification are not limited by the accompanying drawings.

The singular expression includes the plural expression unless the context clearly dictates otherwise.

Hereinafter, the vehicle braking system1according to an exemplary embodiment of the present disclosure will be described with reference toFIGS.1to5.

The vehicle braking system1refers to a system for decelerating or stopping the speed of the vehicle2in motion. The vehicle braking system1is connected to a pedal10and is driven based on whether pressure is applied to the pedal10and the amount of pressure being applied.

In addition, the vehicle braking system1may be automatically started by generating a wake-up signal when the pedal10is applied.

The vehicle braking system1according to the present exemplary embodiment includes a pedal10, a pedal travel sensor (PTS)20, an electronic control unit (ECU)30, a wake recognition circuit40and a battery50.

The pedal10is applied by the user and serves to generate a driving signal to the vehicle braking system1.

The pedal10controls the driving and stopping of the vehicle braking system1according to whether it is applied. In addition, the braking force of the vehicle2may be determined according to the degree of application of the pedal10.

The PTS senses whether the pedal10is applied and the degree of application.

The pedal travel sensor (PTS)20senses whether pressure is being applied to the pedal and the amount of pressure being applied, and transmits an output result based on the sensing result to the wake recognition circuit40to be described below.

The PTS20may be classified into an external type or a built-in type depending on whether the PTS20is directly coupled to the pedal10. In the exemplary embodiment illustrated inFIG.1, the PTS20is formed as an external PTS20that is directly coupled to the pedal10.

However, the PTS20transmits the output signal to the wake recognition circuit40if the output signal is at least a preset value, and does not transmit it to the wake recognition circuit40if the output signal is less than a preset value. The detailed description thereof will be provided below.

A plurality of PTSs20may be provided. In an exemplary embodiment, the PTS20may be provided with a total of two, including a PDT channel and a PDF channel.

The PTS20includes a circuit for receiving power from the ECU30and a circuit for transmitting an output signal according to the sensing result to the ECU30.

The electronic control unit (ECU)30is in charge of controlling the driving state of the vehicle braking system1.

The ECU30is electrically connected to the PTS20. The ECU30includes a circuit for supplying power to the PTS20and a circuit for receiving an output signal according to the sensing result of the PTS20.

In the illustrated exemplary embodiment, the ECU30includes a first PTS controller310and a second PTS controller320.

The first PTS controller310and the second PTS controller320are respectively connected to different PTSs20such that electricity can flow in both directions. In an exemplary embodiment, the first PTS controller310and the second PTS controller320may be connected to each other with the PTS20formed of different channels such that electricity can flow in both directions.

The first PTS controller310and the second PTS controller320receive output signals sensed from the connected PTS20, respectively, and supply power to the connected PTS20.

In the illustrated exemplary embodiment, the circuits transmitted from the PTS20to the ECU30are connected to the wake recognition circuit40, respectively, such that electricity can flow in both directions.

The wake recognition circuit40is a recognition circuit for generating a wake-up signal to the ECU30.

The wake recognition circuit40is connected to the PTS20such that electricity can directly flow in both directions. In addition, the wake recognition circuit40receives an output signal of the PTS20and outputs it to the outside.

Accordingly, a wake-up signal is transmitted to the ECU30when the pedal10is applied without a separate circuit for recognizing the application of the pedal10such so that the ECU30may be automatically started. Accordingly, a separate wiring for transmission and reception of a wake-up signal between the pedal10and the ECU30is not required. As a result, the overall weight of the vehicle braking system1may be reduced and the structure may be further simplified. Furthermore, the spatial freedom inside the vehicle braking system1may also be improved.

In the illustrated exemplary embodiment, the wake recognition circuit40is formed inside the ECU30. However, the wake recognition circuit40is not limited to the above exemplary embodiment, and may be formed in various structures connected to the PTS20such that electricity can directly flow in both directions.

In the illustrated exemplary embodiment, the wake recognition circuit40is connected to a circuit for transmitting an output signal of the PTS20to the first PTS control unit310, and a circuit for transmitting it to the second PTS control unit320, respectively.

However, the structure of the wake recognition circuit40is not limited to the illustrated exemplary embodiment, and may be formed in various structures capable of being connected to the PTS20such that electricity can directly flow in both directions. For example, the wake recognition circuit40may be connected to any one of a circuit for transmitting an output signal of the PTS20to the first PTS control unit310and a circuit for transmitting it to the second PTS control unit320.

Hereinafter, the output of the wake recognition circuit40according to the output result of the PTS20will be described with reference toFIG.2.

FIGS.2(a) and2(b)illustrate the outputs of the PTS20and the wake recognition circuit40according to analog and digital signals, respectively.

As described above, when the output signal of the PTS20is at least a preset value, the wake recognition circuit40receives the output signal and outputs it to the outside. This may be implemented by, for example, an edge trigger circuit provided between the PTS20and the wake recognition circuit40.

When the output signal of the PTS20reaches a preset value, the output signal is maintained for a preset time and transmitted to the wake recognition circuit40. This is to prevent a chattering phenomenon caused by a frequent wake-up signal.

Hereinafter, an exemplary embodiment of the external PTS20will be described with reference toFIG.3.

In the exemplary embodiment illustrated inFIG.3, the PTS20is provided with a press switch that contacts the pedal10when the pedal10is pressed and rotates to sense whether pressure is being applied the pedal10and the amount of pressure being applied to the pedal.

The PTS20is connected to the battery50for supplying power to the ECU30such that electricity can directly flow in both directions, and receives power from the battery50at all times.

The ECU30includes a regulator330.

The regulator330is directly connected to the PTS20such that electricity can flow in both directions, and receives a wake-up signal from the PTS20to output power. Specifically, when the output signal of the PTS20is at least a preset value, the PTS20receives a wake-up signal to output power.

In addition, the power output from the regulator330is supplied to the PTS20.

Hereinafter, another exemplary embodiment of the external PTS20will be described with reference toFIGS.4to5.

In the exemplary embodiment illustrated inFIGS.4to5, the PTS20includes a sensor circuit210, a switch circuit220, a printed circuit board (PCB)230, a magnet240and a magnetic flux concentration plate250.

The sensor circuit210senses whether pressure is being applied to the pedal and the amount of pressure being applied through the magnet240to be described below. The magnet240is coupled to one end of the pedal10, rotates together with the pedal10when pressure is applied to the pedal10, and causes a change in magnetic strength. Accordingly, the sensor circuit210may sense whether pressure is being applied to the pedal and the amount of pressure being applied from the change in the magnetic strength of the magnet240.

The switch circuit220outputs a signal to the wake recognition circuit40when the change in magnetic strength of the magnet240is at least a preset change amount. In this case, the switch circuit220measures a change in magnetic strength of the same magnet240as the sensor circuit210. Accordingly, the cost required for structural replacement of the existing PTS20may be further reduced. Furthermore, the manufacturing cost of the vehicle braking system1may be further reduced.

In addition, the vehicle braking system1further includes a separate battery50independent of the power source of the ECU30. The switch circuit220is connected to a separate battery50such that electricity can flow in both directions, and receives constant power therefrom.

A wake-up signal generation process of the ECU30when the pedal10is applied is as follows.

(1) When the pedal10is pressed in the ignition OFF state of the vehicle2, the pedal10is rotated and the magnet240of the switch circuit220is rotated together. As the magnet240rotates, the magnetic strength in the switch circuit220changes. (2) The switch circuit220recognizes a change in magnetic strength of the magnet240and outputs a signal to the ECU30. (3) Accordingly, a wake-up signal is generated in the ECU30, and the ECU30supplies power to the PTS20. (4) The PTS20supplied with power transmits operation and output signals to the ECU30.

Hereinafter, various exemplary embodiments of the PTS20will be described in more detail with reference toFIG.5.

In the illustrated exemplary embodiment, the sensor circuit210and the switch circuit220of the PTS20are disposed on a PCB230.

The printed circuit board (PCB)230forms the basis of the sensor circuit210and the switch circuit220. Positions of the sensor circuit210and the switch unit may be formed in various ways.

In the exemplary embodiment illustrated inFIG.5a, the sensor circuit210and the switch circuit220may be disposed side by side on one surface of the PCB230. In the exemplary embodiment illustrated inFIG.5b, the sensor circuit210and the switch circuit220are disposed on one surface and the other surface of the PCB230, respectively. That is, the sensor circuit210and the switch circuit220are disposed to face each other with the PCB230interposed therebetween.

The magnet240is disposed to be spaced apart from each other with the sensor circuit210and the switch unit circuit220and an air layer interposed therebetween.

The magnet240is installed at one end of the pedal10, and rotates together with the pedal10when the pedal10is pressed and rotated. As the magnet240rotates, a change in magnetic strength is induced, and the sensor circuit210and the switch circuit220recognize the change in magnetic strength and output a signal to the ECU30or the wake recognition circuit40.

In the illustrated exemplary embodiment, a magnetic flux concentration plate250is provided between the sensor circuit210and the switch circuit220and the magnet240.

The magnetic flux concentration plate250serves to increase the precision of sensing by concentrating the magnetization direction of the magnet240to a specific area.

Accordingly, the sensor circuit210and the switch circuit220may recognize a change in magnetic strength without changing the size and shape of the existing magnet240.

In an exemplary embodiment, the magnetic flux concentration plate250may be formed of a metal material.

As described above, the vehicle braking system1according to an exemplary embodiment of the present disclosure has been described. Hereinafter, the vehicle braking system1according to another exemplary embodiment of the present disclosure will be described with reference toFIGS.6to7.

The function and structure of the vehicle braking system1according to the present exemplary embodiment corresponds to the vehicle braking system1according to the above-described exemplary embodiment. However, the vehicle braking system1according to the present exemplary embodiment is different from the vehicle braking system1according to the above-described exemplary embodiment in some components.

Specifically, the vehicle braking system1according to the present exemplary embodiment is different from the vehicle braking system according to the above-described exemplary embodiment in that the wake recognition circuit40is built in a central electronic module (CEM)60independent of the ECU30.

Hereinafter, the vehicle braking system1according to the present exemplary embodiment will be described with a focus on differences from the vehicle braking system1according to the above-described exemplary embodiment.

The vehicle braking system1according to the present exemplary embodiment includes a pedal10, a PTS20, an ECU30, a wake recognition circuit40, a battery50and a CEM60. Among the above components, the pedal10and the battery50of the present exemplary embodiment have the same structures, functions and combination structures as those of the above-described exemplary embodiment.

However, the PTS20, the ECU30, the wake recognition circuit40and the CEM60are different from the vehicle braking system1according to the above-described exemplary embodiment in some components.

The wake recognition circuit40is built in a central electronic module (CEM)60independent of the ECU30. Accordingly, the switch circuit220of the PTS20is connected to the CEM60such that electricity can flow in both directions, rather than the ECU30, and outputs a signal to the CEM60.

In the present exemplary embodiment, a wake-up signal generation process when the pedal10is applied is as follows.

(1) When the pedal10is pressed in the ignition OFF state of the vehicle2, the pedal10is rotated and the magnet240of the switch circuit220is rotated together. As the magnet240rotates, the magnetic strength in the switch circuit220changes. (2) The switch circuit220recognizes a change in magnetic strength of the magnet240, and outputs a signal to the CEM60. (3) When the CEM60receives a wake-up signal, the ECU30supplies power to the PTS20. (4) The PTS20supplied with power transmits operation and output signals to the ECU30.

In summary, after the wake recognition circuit40in the CEM60receives an output signal from the PTS20, power is supplied from the ECU30to the PTS20.

Accordingly, when the ignition of the vehicle2is in the OFF state, that is, in the parking state, the wake-up operation may be performed by a separate battery50, and power to the ECU30is not required. Accordingly, the standby power of the ECU30may be further reduced. Furthermore, the efficiency of the ECU30may be further improved.

As described above, the vehicle braking system1according to another exemplary embodiment of the present disclosure has been described. Hereinafter, the vehicle braking system1according to still another exemplary embodiment of the present disclosure will be described with reference toFIGS.8to11.

The function and structure of the vehicle braking system1according to the present exemplary embodiment correspond to those of the vehicle braking system1according to the above-described exemplary embodiment. However, the vehicle braking system1according to the present exemplary embodiment is different from the vehicle braking system1according to the above-described exemplary embodiment in some components.

Specifically, the vehicle braking system1according to the present exemplary embodiment is difference from the vehicle braking system1according to the above-described exemplary embodiment in that the PTS20and the pedal10are spaced apart from each other, that is, it is formed as a built-in type.

Hereinafter, the vehicle braking system1according to the present exemplary embodiment will be described with a focus on differences from the vehicle braking system1according to the above-described exemplary embodiment.

The vehicle braking system1according to the present exemplary embodiment includes a pedal10, a PTS20, an ECU30and awake recognition circuit40. Among the above components, the pedal10of the present exemplary embodiment has the same structure, function and combination structure as that of the above-described exemplary embodiment.

However, the PTS20, the ECU30and the wake recognition circuit40are different from the vehicle braking system1according to the above-described exemplary embodiment in some components.

The PTS20according to the present exemplary embodiment is spaced apart from the pedal10. That is, it is formed as a built-in type.

In the exemplary embodiment illustrated inFIG.9, the PTS20includes a sensor circuit210, a switch circuit220and a magnet240. The switch circuit220detects a change in magnetic strength of the magnet240, and outputs a signal to the wake recognition circuit40when the magnetic strength of the magnet240is at least a preset magnetic strength.

In the above exemplary embodiment, the ECU30further includes an internal power circuit340and a micro controller unit (MCU)350, in addition to the first PTS controller310and the second PTS controller320.

In the above exemplary embodiment, a wake-up signal generation process when the pedal10is applied is as follows.

(1) Power is always input to the internal power circuit340and the switch circuit220of the ECU30. (2) Accordingly, the switch circuit220is always driven. (3) When the pedal10is pressed while the vehicle2is in the ignition OFF state, the pedal10is rotated and the magnet240of the PTS20is rotated together. As the magnet240rotates, the magnetic strength in the switch circuit220changes. (4) Through this, the switch circuit220recognizes a change in magnetic strength of the magnet240. (5) The switch circuit220outputs a signal to the wake recognition circuit40based thereon. (6) The wake recognition circuit40transmits a wake-up signal to the internal power supply circuit340of the ECU30. The internal power circuit340of the ECU30supplies power to the sensor circuit210of the MCU350and the PTS20after receiving the wake-up signal. The sensor circuit210supplied with power transmits operation and output signals to the ECU30.

FIG.10illustrates a change in magnetic strength according to the amount of pressure being applied to the pedal10. Herein, it is assumed that the magnetic strength of the magnet240when the pedal10is pressed is a wake-up point. When the magnetic strength of the magnet240reaches the wake-up point, the switch circuit220detects this and outputs a signal to the wake recognition circuit40.

As described above, the wake recognition circuit40receives a signal and generates a wake-up signal in the ECU30. In summary, when the magnetic strength of the magnet240increases above the wake-up point as the pedal10is pressed, the switch circuit220generates a wake-up signal to the ECU30.

In the exemplary embodiment illustrated inFIG.11, the PTS20includes a sensor circuit210and a magnet240. The sensor circuit210senses whether pressure is being applied to the pedal and the amount of pressure being applied based on the change in magnetic strength of the magnet240. In addition, the sensor circuit210uses a pulse width modulation (PWM) signal as an output signal.

In the above exemplary embodiment, the wake recognition circuit40is connected to a low-dropout regulator (LDO)410and a supervisor circuit420for maintaining a constant circuit voltage. The supervisor circuit420is connected to the sensor circuit210such that electricity can flow in both directions so as to receive an output signal according to the sensing result of the sensor circuit210. The supervisor circuit420monitors the output signal, and transmits it to the wake recognition circuit40when the output signal reaches a preset value.

In the above exemplary embodiment, a wake-up signal generation process when the pedal10is applied is as follows.

(1) Power is always input to the internal power circuit340, the sensor circuit210and the supervisor circuit420of the ECU30. (2) In this case, the power input to the sensor circuit210and the supervisor circuit420is input while maintaining a constant voltage by the LDO410. (3) Accordingly, the sensor circuit210is always driven. (4) When the pedal10is pressed while the vehicle2is in the ignition OFF state, the pedal10is rotated and the magnet240of the sensor circuit210is rotated together. (5) The sensor circuit210outputs a signal to the supervisor circuit420based on the magnetic strength of the magnet240, and the output signal is increased. (6) In this case, the supervisor circuit420recognizes an increase in the output signal of the sensor circuit210. (7) The supervisor circuit420outputs a signal to the wake recognition circuit40based thereon. (8) The wake recognition circuit40transmits a wake-up signal to the internal power circuit340of the ECU30. The internal power circuit340supplies power to the MCU350and the sensor circuit210after receiving the wake-up signal. The sensor circuit210supplied with power transmits operation and output signals to the supervisor circuit420and the ECU30.

Although the above has been described with reference to the preferred exemplary embodiments of the present disclosure, the present disclosure is not limited to the configuration of the above-described exemplary embodiments.

In addition, the present disclosure can be variously modified and changed by those of ordinary skill in the art to which the present disclosure pertains without departing from the spirit and scope of the present disclosure as set forth in the claims below.

Furthermore, the exemplary embodiments may be configured by selectively combining all or part of each exemplary embodiment such that various modifications can be made.1: Vehicle braking system10: Pedal20: Pedal travel sensor (PTS)210: Sensor circuit220: Switch circuit230: Printed circuit board (PCB)240: Magnet250: Magnetic flux density plate30: Electronic control unit (ECU)310: First PTS controller320: Second PTS controller330: Regulator340: Internal power circuit350: Micro controller unit (MCU)40: Wake recognition circuit410: Low-dropout regulator (LDO)420: Supervisor circuit50: Battery60: Central electronic module (CEM)2: Vehicle