Abstract:
In an emergency stop situation, the regenerative braking system is used to assist in rapid deceleration, by combining regenerative braking with conventional friction brakes. Sensors can also be used to trigger the braking systems, even before the driver is able to react. These sensors might include external cameras, ABS activation detection, radar and ultrasound.

Description:
INCORPORATION BY REFERENCE TO ANY PRIORITY APPLICATIONS 
       [0001]    This application is a continuation of U.S. application Ser. No. 14/869,239, filed Sep. 29, 2015. Any and all applications for which a foreign or domestic priority claim is identified in the Application Data Sheet as filed with the present application are hereby incorporated by reference under 37 CFR 1.57. 
     
    
     FIELD OF THE DISCLOSURE 
       [0002]    The present disclosure relates generally to the field of vehicle systems, and more specifically to systems and methods for vehicle braking systems. 
       BACKGROUND 
       [0003]    Many types of vehicles currently employ regenerative braking systems in combination with conventional friction braking systems. Electric trains have used such systems for many years, and the more recent advent of hybrid and electric automobiles, trucks and buses has expanded the use of these dual braking systems. Even certain race cars are equipped with dual braking systems, most notably the kinetic energy recovery systems used in Formula One. 
       SUMMARY 
       [0004]    The present application is directed to methods for automatically activating simultaneously a friction braking system and a regenerative braking system of a vehicle. In an exemplary method, a position and movement of one or more objects can be detected in the surroundings of a vehicle. An operation of a brake pedal of the vehicle can be detected. A risk of collision of the vehicle with the one or more objects based upon the position and the movement of the one or more objects can be calculated. The calculated risk of collision can represent a probability that a collision of the vehicle with the one or more objects is unavoidable without an immediate intervention of the friction braking system and the regenerative braking system. In response to the brake pedal being operated with an operating speed exceeding a predetermined operating speed, or the calculated risk of collision exceeding a predetermined risk of collision, the friction braking system and the regenerative braking system of the vehicle can be automatically and simultaneously activated. 
         [0005]    According to additional exemplary embodiments, the present application can be directed to methods for automatically activating simultaneously a friction braking system and a regenerative braking system of a vehicle. In an exemplary method, a position and movement of one or more objects can be detected in the surroundings of a vehicle. An operation of a brake pedal of the vehicle can be detected. A risk of collision of the vehicle with the one or more objects based upon analyzing 2-dimensional or 3-dimensional vectors representing the velocity and direction of the vehicle and the one or more objects can be calculated. The calculated risk of collision can represent a probability that, based on the vector analysis, the vehicle and the one or more objects will reach a point in space at approximately the same time without an immediate intervention of the friction braking system and the regenerative braking system. In response to the brake pedal being operated with an operating speed exceeding a predetermined operating speed, or the calculated risk of collision exceeding a predetermined risk of collision, the friction braking system and the regenerative braking system of the vehicle can be automatically and simultaneously activated. 
         [0006]    According to further exemplary embodiments, the present application can be directed to systems for automatically activating simultaneously a friction braking system and a regenerative braking system of a vehicle. An exemplary system can comprise a first sensor on the vehicle to detect a position and movement of one or more objects in surroundings of a vehicle. A second sensor on the vehicle can detect operation of a brake pedal of the vehicle. The system can further comprise a regenerative braking system and a friction braking system of the vehicle. Additionally, the system can comprise a system controller on the vehicle communicatively coupled to the first sensor, the second sensor, the regenerative braking system and the friction braking system. The system controller can be configured to calculate a risk of collision of the vehicle with the one or more objects based upon the position and the movement of the one or more objects. In response to the brake pedal being operated with an operating speed exceeding a predetermined operating speed, or the calculated risk of collision exceeding a predetermined risk of collision, the system controller can automatically activate simultaneously the friction braking system and the regenerative braking system of the vehicle. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0007]      FIG. 1  is a schematic diagram of a system for automatically activating simultaneously a friction braking system and a regenerative braking system of a vehicle according to various embodiments. 
           [0008]      FIG. 2  is a graphical 1-dimensional representation of a vehicle and one or more objects on a collision course according to various embodiments. 
           [0009]      FIG. 3  is a graphical 2-dimensional representation of a vehicle and one or more objects on a collision course according to various embodiments. 
           [0010]      FIG. 4  is a graphical 3-dimensional representation of a vehicle and one or more objects on a collision course according to various embodiments. 
           [0011]      FIG. 5  is a schematic diagram of a system for automatically activating simultaneously a friction braking system and a regenerative braking system of a vehicle according to various embodiments. 
           [0012]      FIG. 6  is a flow diagram of an exemplary method for automatically activating simultaneously a friction braking system and a regenerative braking system of a vehicle according to various embodiments. 
           [0013]      FIG. 7  is a flow diagram of an exemplary method for automatically activating simultaneously a friction braking system and a regenerative braking system of a vehicle according to various embodiments. 
       
    
    
     DETAILED DESCRIPTION 
       [0014]    Regenerative braking systems use a mechanism to convert a portion of the kinetic energy of a moving vehicle into a usable form of energy. In contrast, kinetic energy is lost as heat in friction braking systems. Most regenerative braking systems use an electric motor as a generator to convert the kinetic energy into electric energy that can be recovered to the power grid (for electric trains), consumed immediately by other electric components on the vehicle, or stored in batteries or capacitors. Other systems can use a flywheel to store the recovered energy. 
         [0015]    Regenerative braking systems are actuated when the vehicle operator presses the brake pedal. Systems within the vehicle determine the amount of frictional braking and the amount of regenerative braking that will be used at any given time. 
         [0016]    The present disclosure is directed to systems and methods for automatically activating simultaneously a friction braking system and a regenerative braking system of a vehicle. Vehicles equipped with both friction and regenerative braking systems can have a high level of braking capacity when considering the maximum amount of braking each system can provide. However, on-board computer systems typically allow only a portion of the maximum regenerative braking capacity to be used for a variety of safety and other concerns. One situation which can be well defined where total or near total regenerative braking can be used is when the vehicle is about to be involved in a collision with another vehicle or a fixed object, and full use of the regenerative braking system along with the friction braking system can bring the vehicle to a stop before the collision occurs. Without the full use of the regenerative braking system, it may not be possible to avoid the collision in many circumstances. Current vehicle systems cannot provide the on-board computer systems with the information necessary to ascertain that a collision is imminent if some action is not taken and the engage the full or near full capacity of the regenerative braking system regardless of the brake pedal input provided by a vehicle operator. 
         [0017]    The situational and location information needed by the vehicle systems to determine when full regenerative braking can be used can be provided by one or more sensors.  FIGS. 1 and 2  schematically illustrates various embodiments of a system  100  for automatically activating simultaneously a friction braking system  130  and a regenerative braking system  125  of a vehicle  205  in a collision situation with one or more objects  210  in surroundings of the vehicle  205 . The one or more objects  210  can be moving or fixed. The vehicle  205  can be equipped with one or more vehicle proximity sensors  105  to locate and characterize movement of one or more objects  210  in the surroundings of the vehicle  205 . The proximity sensors  105  can comprise one or more of a video sensor, a radar sensor, a lidar sensor, a sonar sensor, an ultrasound sensor, a microwave sensor, a light sensor, a sound sensor, or any other suitable sensor as is known in the art. The vehicle  205  can also be equipped with one or more brake pedal actuation sensors  110  that can be capable of sensing brake actuation by the vehicle operator as well as the level of actuation (e.g., how hard the operator is pressing the brake pedal). In addition, the vehicle  205  can be equipped with other sensors (not shown) to sense conditions of the vehicle itself and vehicle subsystems such as but not limited to a speed sensor, a wheel rotation sensor, a steering position sensor, an antilock braking system sensor, engine sensors, electrical system sensors, fuel distribution system sensors; and the like. 
         [0018]    The vehicle proximity sensor  105  and the vehicle brake pedal sensor  110  can be communicatively coupled to a system controller  115  and a memory  120 . Additionally, the system controller  115  and the memory  120  can be communicatively coupled to one another. The system controller  115  can receive input from the vehicle proximity sensor  105  and the vehicle brake pedal sensor  110  and control operation of the regenerative braking system  125  and the friction braking system  130  of the vehicle  205 . The regenerative braking system  125  and the friction braking system  130  can be communicatively coupled to the system controller  115  and the memory  120 . The system controller  115 , according to various embodiments, can comprise a specialized chip, such as an application-specific integrated circuit (ASIC) chip, programmed with logic as described herein to operate the elements of the system  100 . The programmed logic can comprise instructions for automatically activating simultaneously the friction braking system  130  and the regenerative braking system  125  of the vehicle  205  in a collision situation with one or more objects  210  in surroundings of the vehicle  205  in response to one or more inputs. 
         [0019]      FIG. 2  along with  FIG. 1  illustrate operation of various embodiments of the system  100  for the most basic 1-dimensional situation in which two objects can be on a collision course. As the moving vehicle  205  travels along a roadway  215  at a velocity of V 1  and position P 1 , the vehicle proximity sensor  105  can sense that the one or more objects  210  are also on the roadway  215  at position P 2  and moving at a velocity of V 2 . The vehicle proximity sensor  105  can communicate this information to the system controller  115 . The vehicle brake pedal sensor  110  can also sense whether the vehicle operator has actuated the brake pedal and the extent of the actuation and communicate this information to the system controller  115 . The system controller  115  can use the communicated information (e.g., V 1 , P 1 , V 2 , P 2 , vehicle brake pedal sensor  110  data, and any other applicable sensed data) to calculate a risk of collision (occurring at a terminal position P T ) between the vehicle  205  and the one or more objects  210 . That is, the system controller  115  can determine the closest proximity of the vehicle  205  and the one or more objects  210  given the current sensed data. The calculated risk of collision can be the probability that a collision between the vehicle  205  and the one or more objects  210  is unavoidable without an immediate intervention of the friction braking system  130  and the regenerative braking system  125 . The system controller  115  can also evaluate a current operating speed of the vehicle  205  and determined whether the friction braking system  130  alone is adequate to slow or stop the vehicle  205  and avoid the collision by calculating a rate of deceleration of the vehicle  205  when using only the friction braking system  130 . The system controller  115  can also determine a rate of deceleration when using both the friction braking system  130  and the regenerative braking system  125 . If the calculated risk of collision exceeds a predetermined level or the operating speed exceeds a predetermined level in which a collision cannot be avoided using the friction braking system  130  alone, the system controller  115  can automatically and simultaneously activate both the friction braking system  130  and the regenerative braking system  125  of the vehicle  205 . When so activated, the system controller  115  can call upon any amount of braking capacity up to the full braking capacity of the friction braking system  130  and the regenerative braking system  125  independently. For example, the system controller  115  can determine that the necessary braking capacity to avoid the collision is  100  percent of the friction braking system and  60  percent of the regenerative braking system  125 , and then actuate that level of braking. In various embodiments, the amount of braking force obtained from the friction braking system  130  and the regenerative braking system  125  can be independent of the amount of force applied to the brake pedal by the vehicle operator. 
         [0020]      FIG. 3  illustrates operation of various embodiments of the system  100  that can approximate the movement of ground-based vehicles such as automobiles, buses, trucks, trains, and the like moving within a 2-dimensional space (not taking into account the 3-dimensionality introduced by overpasses). In the 2-dimensional case, velocity and initial position alone are not adequate to calculate the risk of collision; a vector analysis can now be required. In  FIG. 3 , the vehicle  205  is initially at position P 1  at coordinates (x 1 , y 1 ) and moving according to vector V 1  that is oriented at an angle θ 1  with respect to the x-axis. The one or more objects  210  is initially at position P 2  at coordinates (x 2 , y 2 ) and moving according to vector V 2  that is oriented at an angle θ 2  with respect to the x-axis. A vector analysis can be used to determine whether there is a terminal position P T  at coordinates (x 3 , y 3 ) at which the vehicle  205  and the one or more objects  210  will collide, as well as to determine whether to automatically and simultaneously activate the friction braking system  130  and the regenerative braking system  125  as described previously. 
         [0021]    Turning now to  FIG. 4 , the operation of various embodiments of the system  100  for airborne vehicles  205  such as airplanes, helicopters, gliders, blimps, balloons, and drones that operate in a 3-dimensional space can be approximated. The 3-dimensional aspect of the movement of these vehicles  205  can also necessitate a vector analysis. As illustrated in  FIG. 4  according to various embodiments, the vehicle  205  is initially at position P 1  at coordinates (x 1 , y 1 , z 1 ) and moving according to vector V 1 . The one or more objects  210  is initially at position P 2  at coordinates (x 2 , y 2 , z 2 ) and moving according to vector V 2  (the angle of orientation of the vectors V 1  and V 2  with respect to the x-, y- and z-axis is not shown in  FIG. 4  for simplicity). A vector analysis can be used to determine whether there is a terminal position P T  at coordinates (x 3 , y 3 , z 3 ) at which the vehicle  205  and the one or more objects  210  will collide, as well as to determine whether to automatically and simultaneously activate the friction braking system  130  and the regenerative braking system  125  as described previously. 
         [0022]      FIG. 5  illustrates a system  500  according to certain embodiments that incorporates a camera  505 , a buffer storage  510  and a clock  515  to the system  100  of  FIG. 1 . The camera  505  can produce a video stream (either continuously or intermittently). A portion of the video stream can be temporarily retained in the buffer storage  510 . The portion of the video stream retained in the buffer storage  510  can be defined by a period of time. For example, the buffer storage  510  can retain the most recent 10 minutes of the video stream. As is apparent to one skilled in the art, the period of time can be any length of time greater than or less than 10 minutes and can be limited only by the amount (e.g., measured in gigabytes) of buffer storage available. The vehicle proximity sensor  105  can be in communication with the system controller  115 . When the vehicle proximity sensor  105  senses a situation as described previously in which the system controller  115  automatically and simultaneously activates the friction braking system  130  and the regenerative braking system  125 , the vehicle proximity sensor  105  can communicate with the system controller  115 , which in turn communicates with the buffer storage  510 . A portion of the video stream related to the braking activation can be stored in the memory  120 . The clock  515  can be a real time clock for providing time stamp data for the video stream and the data received from the vehicle proximity sensor  105  and the vehicle brake pedal sensor  110 . 
         [0023]    Once the vehicle proximity sensor  105  communicates that the one or more objects  210  are in the surroundings of the vehicle  205 , a portion of the video stream retained in the buffer storage  510  can be directed to the memory  120 . The retained portion of the video stream  110  can be defined to start at a first predefined time and end at a second predefined time. The start time can be selected to be a predetermined amount of time prior to the time at which the vehicle proximity sensor  105  sensed the one or more objects  210 . For example the start time can be selected to be 30 seconds prior to the time the one or more objects  210  were sensed. Thus, the retained portion of the video stream can capture the circumstances leading up to the potential collision and can record the circumstances leading to the potential collision and the circumstances after the collision is avoided. The end time can be any desired period of time after the time the one or more objects  210  were sensed. 
         [0024]    In addition, the memory  120  or system controller  115  can store various nonvideo data including but not limited to one or more time stamps for first and second predefined times and the time the one or more objects  210  were sensed, identifier of the sensor  105 ,  110  providing data to the system controller  115 , identifier of the vehicle  205 , identifier of the vehicle operator, vehicle service history, status of other vehicle sensors that sense conditions of the vehicle  205  itself and vehicle subsystems such as engine, electrical, and fuel distribution, and the like. 
         [0025]    The system controller  115 , according to some exemplary embodiments, is a non-generic computing device comprising non-generic computing components. The system controller  115  can comprise dedicated hardware processors to determine, transmit, and receive video and non-video data elements. In further exemplary embodiments, the system controller  115  comprises a specialized device having circuitry and specialized hardware processors, and is artificially intelligent, including machine learning. Numerous determination steps by the system controller  115  as described herein can be made to video and non-video data by an automatic machine determination without human involvement, including being based on a previous outcome or feedback (e.g., automatic feedback loop) provided by the networked architecture, processing and/or execution as described herein. 
         [0026]      FIG. 6  is a flowchart of an exemplary method  600  for automatically activating simultaneously a friction braking system  130  and a regenerative braking system  125  of a vehicle  205 . At step  605 , as illustrated in  FIG. 6  and  FIGS. 1 and 2 , a position and movement of one or more objects  210  can be detected in the surroundings of a vehicle  205 . An operation of a brake pedal of the vehicle  205  can be detected at step  610 . A risk of collision of the vehicle  205  with the one or more objects  210  based upon the position and the movement of the one or more objects  210  can be calculated at step  615 . The calculated risk of collision can represent a probability that a collision of the vehicle  205  with the one or more objects  210  is unavoidable without an immediate intervention of the friction braking system  130  and the regenerative braking system  125 . At step  620 , in response to the brake pedal being operated with an operating speed exceeding a predetermined operating speed, or the calculated risk of collision exceeding a predetermined risk of collision, the friction braking system  130  and the regenerative braking system  125  of the vehicle  205  can be automatically and simultaneously activated. 
         [0027]      FIG. 7  is a flowchart of an exemplary method  700  for automatically activating simultaneously a friction braking system  130  and a regenerative braking system  125  of a vehicle  205 . At step  705 , as illustrated in  FIG. 7  and  FIGS. 1 through 4 , a position and movement of one or more objects  210  can be detected in the surroundings of a vehicle  205 . An operation of a brake pedal of the vehicle  205  can be detected at step  710 . A risk of collision of the vehicle  205  with the one or more objects  210  based upon analyzing 2-dimensional or 3-dimensional vectors representing the velocity and direction of the vehicle  205  and the one or more objects  210  can be calculated at step  715 . The calculated risk of collision can represent a probability that, based on the vector analysis, the vehicle  205  and the one or more objects  210  will reach a point in space at approximately the same time without an immediate intervention of the friction braking system  130  and the regenerative braking system  125 . At step  720 , in response to the brake pedal being operated with an operating speed exceeding a predetermined operating speed, or the calculated risk of collision exceeding a predetermined risk of collision, the friction braking system  130  and the regenerative braking system  125  of the vehicle  205  can be automatically and simultaneously activated. 
         [0028]    Some of the above-described functions can be composed of instructions that are stored on storage media (e.g., computer-readable media). The instructions can be retrieved and executed by the processor. Some examples of storage media are memory devices, tapes, disks, and the like. The instructions are operational when executed by the processor to direct the processor to operate in accord with the technology. Those skilled in the art are familiar with instructions, processor(s), and storage media. 
         [0029]    It is noteworthy that any hardware platform suitable for performing the processing described herein is suitable for use with the technology. The terms “computer-readable storage medium” and “computer-readable storage media” as used herein refer to any medium or media that participate in providing instructions to a CPU for execution. Such media can take many forms, including, but not limited to, nonvolatile media, volatile media and transmission media. Non-volatile media include, for example, optical or magnetic disks, such as a fixed disk. Volatile media include dynamic memory, such as system RAM. Transmission media include coaxial cables, copper wire and fiber optics, among others, including the wires that comprise one embodiment of a bus. Transmission media can also take the form of acoustic or light waves, such as those generated during radio frequency (RF) and infrared (IR) data communications. Common forms of computer-readable media include, for example, a floppy disk, a flexible disk, a hard disk, magnetic tape, any other magnetic media, a CDROM disk, digital video disk (DVD), any other optical media, any other physical media with patterns of marks or holes, a RAM, a PROM, an EPROM, an EEPROM, a FLASHEPROM, any other memory chip or data exchange adapter, a carrier wave, or any other media from which a computer can read. 
         [0030]    Various forms of computer-readable media can be involved in carrying one or more sequences of one or more instructions to a CPU for execution. A bus carries the data to system RAM, from which a CPU retrieves and executes the instructions. The instructions received by system RAM can optionally be stored on a fixed disk either before or after execution by a CPU. 
         [0031]    While the present disclosure has been described in connection with a series of preferred embodiments, these descriptions are not intended to limit the scope of the disclosure to the particular forms set forth herein. The above description is illustrative and not restrictive. Many variations of the embodiments will become apparent to those of skill in the art upon review of this disclosure. The scope of this disclosure should, therefore, be determined not with reference to the above description, but instead should be determined with reference to the appended claims along with their full scope of equivalents. The present descriptions are intended to cover such alternatives, modifications, and equivalents as can be included within the spirit and scope of the disclosure as defined by the appended claims and otherwise appreciated by one of ordinary skill in the art. In several respects, embodiments of the present disclosure can act to close the loopholes in the current industry practices in which good business practices and logic are lacking because it is not feasible to implement with current resources and tools. 
         [0032]    Spatially relative terms such as “under”, “below”, “lower”, “over”, “upper”, and the like, are used for ease of description to explain the positioning of one element relative to a second element. These terms are intended to encompass different orientations of the device in addition to different orientations than those depicted in the figures. Further, terms such as “first”, “second”, and the like, are also used to describe various elements, regions, sections, etc. and are also not intended to be limiting. Like terms refer to like elements throughout the description. [0032] As used herein, the terms “having”, “containing”, “including”, “comprising”, and the like are open ended terms that indicate the presence of stated elements or features, but do not preclude additional elements or features. The articles “a”, “an” and “the” are intended to include the plural as well as the singular, unless the context clearly indicates otherwise.