Patent Publication Number: US-2022234559-A1

Title: Series-connected brake actuators and automatic brake hold method employing same

Description:
FIELD OF THE INVENTION 
     The present invention relates generally to series-connected brake actuators and an automatic brake hold method employing series-connected brake actuators. 
     BACKGROUND 
     In an era of electric and hybrid electric vehicles, the demands on the vehicle batteries have dramatically increased. Advances in other onboard electrical systems also contribute to the increased demand. Furthermore, critical vehicle systems, such as brake actuators, continue to run on battery power. Thus, a need exists for a brake actuator arrangement that is configured to conserve battery power. 
     SUMMARY 
     A brake system includes a master cylinder configured to generate a hydraulic pressure, a primary brake actuator configured to increase and decrease the hydraulic pressure generated in the master cylinder, a secondary brake actuator connected in series with and downstream of the master cylinder and in series with and upstream of the primary brake actuator, and configured to increase and decrease the hydraulic pressure generated in the master cylinder, and at least one wheel cylinder configured to apply brake torque to a wheel of a vehicle based on the hydraulic pressure generated by the master cylinder and increased or decreased by the primary actuator or the secondary actuator. 
     An automatic brake hold control method includes performing an automatic brake hold control on at least one wheel cylinder by a primary brake actuator, and, after performing the automatic brake hold control on the at least one wheel cylinder by the primary brake actuator, performing the automatic brake hold control on the at least one wheel cylinder by a secondary brake actuator. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  illustrates an overall schematic view of a brake system according to an embodiment. 
         FIGS. 2A and 2B  illustrate a schematic view of the series connected dual brake actuators according to the exemplary embodiment. 
         FIG. 3  illustrates a first aspect of a method of automatic brake hold control according to an exemplary embodiment. 
         FIG. 4  illustrates a second aspect of a method of automatic brake hold control according to an exemplary embodiment. 
         FIG. 5  illustrates a third aspect of a method of automatic brake hold control according to an exemplary embodiment. 
     
    
    
     DETAILED DESCRIPTION 
     Set forth below with reference to the accompanying drawings is a detailed description of embodiments of series connected dual brake actuators and an automatic brake hold method, representing examples of the inventive series connected dual brake actuators and automatic brake hold method. 
       FIG. 1  illustrates an overall schematic view of a vehicle brake system according to an exemplary embodiment. As shown in the figure, the vehicle&#39;s main ECU, which is configured as, for example, a programmed microcomputer operatively connected to various onboard sensors, is operatively connected to the primary brake actuator BRKp and the secondary brake actuator BRKs by, in the embodiment, a Controller Area Network (CAN bus), which is a known vehicle bus standard designed to allow microcontrollers and devices to communicate with each other&#39;s applications. The main ECU can also be operatively connected to, for example, an engine-specific control unit among other components outside the brake system by the CAN bus. Furthermore, the primary brake control unit ECUbp of the primary brake actuator BRKp is powered by the vehicle&#39;s primary battery BATTp, while the secondary brake control unit ECUbs of the secondary brake actuator BRKs is powered by the vehicle&#39;s secondary battery BATTs. 
       FIGS. 2A and 2B  illustrate a schematic view of the series connected dual brake actuators according to the exemplary embodiment. A brake operating member BP (e.g. a brake pedal) is operatively connected to a master cylinder MC and a brake booster VB such that, when the brake operating member BP is depressed, the generated depression force is boosted by the booster VB, so that a master piston provided at the master cylinder MC is pressed, and a same degree of a master cylinder hydraulic pressure is generated at a first chamber and a second chamber which are defined within the master cylinder MC. Under normal operation, the master cylinder hydraulic pressure is applied to the wheel cylinders WCfl, WCfr, WCrl, and WCrr of the corresponding front-left wheel WHfl, front-right wheel WHfr, rear-left wheel WHrl and rear-right wheel WHrr of the vehicle, via primary brake actuator BRKp and secondary brake actuator BRKs, which are described in detail below. 
     The primary brake actuator BRKp includes differential pressure control valves SS 1  and SS 2 , and the secondary brake actuator BRKs includes differential pressure control valves SS 3  and SS 4 . The differential pressure control valves SS 1 , SS 2 , SS 3 , and SS 4  are independently controllable to be in a communication state or a differential pressure control state. In the communication state, brake fluid flows through the conduit in which the differential pressure control valve SS 1 , SS 2 , SS 3 , or SS 4  is disposed without generating a differential pressure. In other words, a degree of the hydraulic pressure at the conduit at an upstream side relative to the differential pressure control valve SS 1 , SS 2 , SS 3 , or SS 4  is the same as the degree of the hydraulic pressure at a downstream side relative to the differential pressure control valve SS 1 , SS 2 , SS 3 , or SS 4 . On the other hand, in the differential pressure generating state, a pressure difference is generated between the hydraulic pressure within the conduit at the upstream side relative to the differential pressure control valve SS 1 , SS 2 , SS 3 , or SS 4  and the hydraulic pressure at the conduit at the downstream side relative to the differential pressure control valve SS 1 , SS 2 , SS 3 , or SS 4 . 
     Furthermore, the primary brake actuator BRKp includes pressure increase control valves SZfl, SZfr, SZrl, and SZrr, and the secondary brake actuator BRKs includes pressure increase control valves SZfls, SZfrs, SZrls, and SZrrs. The pressure increase control valves SZfl, SZfr, SZrl, SZrr, SZfls, SZfrs, SZrls, and SZrrs are two position electromagnetic valves, which are independently controllable between a communication establishing state (i.e. a state where the brake fluid is allowed to flow through the two position electromagnetic valve) and a communication interrupting state (i.e. a state where the flow of the brake fluid is interrupted). In particular, in a case where an electric current supplied to the pressure increase control valve SZfl, SZfr, SZrl, SZrr, SZfls, SZfrs, SZrls, or SZrrs is zero (0), in other words, in a case where the electricity is not supplied to the valve, the communication establishing state is established (i.e., the valve is controlled to be in an opened state). On the other hand, in a case where the electric current is supplied to the pressure increase control valve SZfl, SZfr, SZrl, SZrr, SZfls, SZfrs, SZrls, or SZrrs, in other words, in a case where the valve is energized, the communication interrupting state is established (i.e., the valve is controlled to be in an closed state). In other words, each of the pressure increase control valves SZfl, SZfr, SZrl, SZrr, SZfls, SZfrs, SZrls, and SZrrs is configured as a so-called normally-opened type valve. 
     Additionally, the primary brake actuator BRKp includes pressure decrease control valves SGfl, SGfr, SGrl, and SGrr, and the secondary brake actuator BRKs includes pressure decrease control valves SGfls, SGfrs, SGrls, and SGrrs. The pressure decrease control valves SGfl, SGfr, SGrl, SGrr, SGfls, SGfrs, SGrls, and SGrrs are two position electromagnetic valves, which are independently controllable between a communication establishing state (i.e. a state where the brake fluid is allowed to flow through the two position electromagnetic valve) and a communication interrupting state (i.e. a state where the flow of the brake fluid is interrupted). In particular, in a case where an electric current supplied to the pressure decrease control valve SGfl, SGfr, SGrl, SGrr, SGfls, SGfrs, SGrls, or SGrrs is zero (0), in other words, in a case where the electricity is not supplied to the valve, the communication interrupting state is established (i.e., the valve is controlled to be in a closed state). On the other hand, in a case where the electric current is supplied to the pressure decrease control valve SGfl, SGfr, SGrl, SGrr, SGfls, SGfrs, SGrls, or SGrrs, the communication establishing state is established (i.e., the valve is controlled to be in an opened state). In other words, each of the pressure decrease control valves SGfl, SGfr, SGrl, SGrr, SGfls, SGfrs, SGrls, and SGrrs is configured as a so-called normally-closed type valve. 
     The primary brake actuator BRKp is a front-rear circuit system, including a brake circuit HP 1 , a brake circuit HP 2 , and a primary brake control unit ECUbp configured as, for example, a programmed microcomputer. The brake circuit HP 1  includes a conduit LA in which differential pressure control valve SS 1  is provided, and through which, under normal brake operation, the master cylinder hydraulic pressure generated by operation of the brake pedal BP is transmitted, via the secondary brake actuator BRKs, to the wheel cylinders WCfl and WCfr. A valve position of the differential pressure control valve SS 1  is controlled to be at an opened state, so that the communication state is established at the differential control valve SS 1  in a case where brake control at wheel cylinders WCfl and WCfr is not executed by the primary brake actuator BRKp. When electricity is supplied to the differential pressure control valve SS 1  by the primary brake control unit ECUbp, the valve position of the differential pressure control valve SS 1  is controlled to be in a closed state, so that the differential pressure generating state is established at the differential pressure control valve SS 1 . A check valve cv 1  is provided in parallel to the differential pressure control valve SS 1  to bypass the differential pressure control valve SS 1  in the event that the hydraulic pressure upstream of the differential pressure control valve SS 1  becomes greater than the hydraulic pressure downstream of the differential pressure control valve SS 1 . 
     The conduit LA branches into conduit LAfl and conduit LAfr downstream of the differential pressure control valve SS 1 . A pressure increase control valve SZfl for controlling a pressure increase of the brake hydraulic pressure supplied to the wheel cylinder WCfl is provided at the conduit LAfl. A pressure increase control valve SZfr for controlling a pressure increase of the brake hydraulic pressure supplied to the wheel cylinder WCfr is provided at the conduit LAfr. Pressure increase control valves SZfl and SZfr are individually energizable by the primary brake control unit ECUbp. Check valves cv 2  and cv 3  are provided in parallel to the pressure increase control valves SZfl and SZfr, respectively, to bypass the respective pressure increase control valve SZfl or SZfr in the event that the hydraulic pressure downstream of the respective pressure increase control valve SZfl or SZfr becomes greater than the hydraulic pressure upstream of the respective pressure increase control valve SZfl or SZfr. 
     A conduit LB used for decreasing the brake hydraulic pressure extends from a regulating reservoir R 1  and branches into conduits LBfl and LBfr. Conduit LBfl connects the regulating reservoir R 1  to a portion of the conduit LAfl extending between the pressure increase control valve SZfl and the wheel cylinder WCfl, and conduit LBfr connects the regulating reservoir R 1  to a portion of the conduit LAfr extending between the pressure increase control valve SZfr and the wheel cylinder WCfr. Pressure decrease control valve SGfl is provided in conduit LBfl, and pressure decrease control valve SGfr is provided in conduit LBfr. Pressure decrease control valves SGfl and SGfr are individually energizable by the primary brake control unit ECUbp. 
     A conduit LC is provided between the regulating reservoir R 1  and the conduit LA, and connects to the conduit LA at or upstream of the split of conduit LA into LAfl and LAfr, and downstream of the differential pressure control valve SS 1 . A conduit LD is provided between the regulating reservoir R 1  and the master cylinder MC (via the secondary brake actuator BRKs). A hydraulic pump OP 1  operatively connected to an electric motor MT 1  is provided at the conduit LC. When the electric motor MT 1  is energized by the primary brake control unit ECUbp to cause the hydraulic pump OP 1  to be driven by the electric motor MT 1 , brake fluid sucked by the hydraulic pump OP 1  from the regulating reservoir R 1 , is discharged to the master cylinder MC (via the secondary brake actuator BRKs) or one or both of the wheel cylinders WCfl and WCfr. 
     The brake circuit HP 2  is similar to the brake circuit HP 1  except that it supplies brake fluid to the wheel cylinders WCrl and WCrr. The differential pressure control valve SS 2 , pressure increase control valves SZrl and SZrr, pressure decrease control valves SGrl and SGrr, check valves cv 4 , cv 5 , and cv 6 , regulating reservoir R 2 , hydraulic pump OP 2 , and conduits LE, LErl, LErr, LF, LFrl, LFrr, LG, and LH of the brake circuit HP 2  are arranged and function in a manner corresponding to that of the differential pressure control valve SS 1 , pressure increase control valves SZfl and SZfr, pressure decrease control valves SGfl and SGfr, check valves cv 1 , cv 2 , cv 3 , regulating reservoir R 1 , hydraulic pump OP 1 , and conduits LA, LAfl, LAfr, LB, LBfl, LBfr, LC, and LD of the brake circuit HP 1 . 
     The secondary brake actuator BRKs is a front-rear circuit system, including a brake circuit HP 3 , a brake circuit HP 4 , and a secondary brake control unit ECUbs configured as, for example, a programmed microcomputer. The brake circuit HP 3  includes a conduit LI in which differential pressure control valve SS 3  is provided, and through which, under normal brake operation, the master cylinder hydraulic pressure generated by operation of the brake pedal BP is transmitted to the brake circuit HP 1  of the primary brake actuator BRKp. A valve position of the differential pressure control valve SS 3  is controlled to be at an opened state, so that the communication state is established at the differential control valve SS 3  in a case where brake control at wheel cylinders WCfl and WCfr is not executed by the secondary brake actuator BRKs. When electricity is supplied to the differential pressure control valve SS 3  by the secondary brake control unit ECUbs, the valve position of the differential pressure control valve SS 3  is controlled to be in a closed state, so that the differential pressure generating state is established at the differential pressure control valve SS 3 . A check valve cv 7  is provided in parallel to the differential pressure control valve SS 3  to bypass the differential pressure control valve SS 3  in the event that the hydraulic pressure upstream of the differential pressure control valve SS 3  becomes greater than the hydraulic pressure downstream of the differential pressure control valve SS 3 . 
     Downstream of the differential control valve SS 3 , the conduit LI branches into conduits LIfls and LIfrs, which re-merge upstream of circuit HP 1 . Pressure increase control valves SZfls and SZfrs for controlling a pressure increase of the brake hydraulic pressure supplied to brake circuit HP 1  are provided at the conduits LIfl and LIfr. Because they are provided in parallel, pressure increase control valves SZfls and SZfrs are energized in tandem by the secondary brake control unit ECUbs. Check valves cv 8  and cv 9  are provided in parallel to the pressure increase control valves SZfls and SZfrs, respectively, to bypass the respective pressure increase control valve SZfls or SZfrs in the event that the hydraulic pressure downstream of the respective pressure increase control valve SZfls or SZfrs becomes greater than the hydraulic pressure upstream of the respective pressure increase control valve SZfls or SZfrs. 
     A conduit LJ used for decreasing the brake hydraulic pressure extends from a regulating reservoir R 3  and branches into conduits LJfl and LJfr. Conduit LJfl connects the regulating reservoir R 3  to a portion of the conduit LIfl extending between the pressure increase control valve SZfls and the re-merger of conduits LIfl and LIfr, and conduit LJfr connects the regulating reservoir R 3  to a portion of the conduit LIfr extending between the pressure increase control valve SZfrs and the re-merger of conduits LIfl and LIfr. Pressure decrease control valve SGfls is provided in conduit LJfl, and pressure decrease control valve SGfrs is provided in conduit LJfr. Because they are provided in parallel, pressure decrease control valves SGfls and SGfrs are energized in tandem by the secondary brake control unit ECUbs. 
     A conduit LK is provided between the regulating reservoir R 3  and the conduit LI, and connects to the conduit LI at or upstream of the split of the conduit LI into LIfl and LIfr, and downstream of the differential pressure control valve SS 3 . A conduit LL is provided between the regulating reservoir R 3  and the master cylinder MC. A hydraulic pump OP 3  operatively connected to an electric motor MT 2  is provided at the conduit LK. When the electric motor MT 2  is energized by the secondary brake control unit ECUbs to cause the hydraulic pump OP 3  to be driven by the electric motor MT 2 , brake fluid sucked by the hydraulic pump OP 3  from the regulating reservoir R 3 , is discharged to the master cylinder MC or the brake circuit HP 1  of the primary brake actuator BRKp. 
     The brake circuit HP 4  is similar to the brake circuit HP 3  except that it supplies brake fluid to the brake circuit HP 2  of the primary brake actuator BRKp. The differential pressure control valve SS 4 , pressure increase control valves SZrls and SZrrs, pressure decrease control valves SGrls and SGrrs, chech valves cv 10 , cv 11 , and cv 12 , regulating reservoir R 4 , hydraulic pump OP 4 , and conduits LM, LMrl, LMrr, LN, LNrl, LNrr, LO and LP of the brake circuit HP 4  are arranged and function in a manner corresponding to that of the differential pressure control valve SS 3 , pressure increase control valves SZfls and SZfrs, pressure decrease control valves SGfls and SGfrs, check valves cv 7 , cv 8 , and cv 9 , regulating reservoir R 3 , hydraulic pump OP 3 , and conduits LI, LIfl, LIfr, LJ, LJfl, LJfr, LK, and LL of the brake circuit HP 3 . 
     In the embodiment, the secondary brake actuator BRKs has the same physical structure as the primary brake actuator BRKp. This permits an economy of scale in which both brake actuators BRKp and BRKs of the brake system can be manufactured together, thereby reducing costs. However, in an alternative embodiment, the secondary brake actuator can have a different structure in which the conduits corresponding to conduits LI, LJ, LM, and LN do not branch, and with only a single pressure increase control valve and pressure decrease control valve per brake circuit. 
     The main ECU is operatively connected to the primary brake control unit ECUbp to cause the primary brake actuator BRKp to individually adjust hydraulic pressure in the wheel cylinders WHfl, WHfr, WHrl, and WHrr during, for example, an anti-skid control (ABS control), a traction control (TCS control) or an electronic stability control (ESC control) in a known manner by providing appropriate electric current to the differential pressure control valves SS 1  and SS 2 , pressure increase control valves SZfl, SZfr, SZrl, and SZrr, pressure decrease control valves SGfl, SGfr, SGrl, and SGrr, and motor MT 1  for driving the hydraulic pumps OP 1  and OP 2 . Furthermore, the main ECU is operatively connected to both the primary brake control unit ECUbp and the secondary brake control unit ECUbs to cause the primary brake actuator BRKp and the secondary brake actuator BRKs to perform automatic brake hold, as discussed in detail below. 
     Additionally, while one of the primary or secondary actuator BRKp or BRKs is being used, the other can run a self-diagnostic. And if one of the primary or secondary actuator BRKp or BRKs fails, the other actuator can be used for emergency braking of the vehicle, if needed. Additionally, the primary or secondary actuator BRKp or BRKs can be used in place of an Electronic Parking Brake (EPB), or as a backup parking brake function in the event of failure of an EPB. Furthermore, the secondary actuator BRKs could perform a rudimentary form of ABS control in which the hydraulic pressures of the front wheels as a pair or the rear wheels as a pair are reduced, for example, if the primary actuator BRKp becomes disabled. 
     The main ECU monitors the need for automatic brake hold control by monitoring the vehicle movement. When the vehicle brakes to a stop, and the driver releases the brake pedal, the main ECU determines that the vehicle is to be automatically held to keep the vehicle at a stop. When the driver takes action to resume motion (e.g., pressing the accelerator pedal), the brake torque is released so that full control is restored to the driver. 
     When the primary brake actuator BRKp commences automatic brake hold control, the differential pressure control valves SS 1  and SS 2  are put in the differential pressure control state and the hydraulic pumps OP 1  and OP 2  (and motor MT 1 ) actuated until the appropriate wheel cylinder hydraulic pressures are reached in each wheel cylinder WCfl, WCfr, WCrl, and WCrr, at which point the corresponding pressure increase control valve SZfl, SZfr, SZrl or SZrr is energized to hold the wheel cylinder hydraulic pressures. 
     Similarly, when the secondary brake actuator BRKs commences automatic brake hold control, the differential pressure control valves SS 3  and SS 4  are put in the differential pressure control state and the hydraulic pumps OP 3  and OP 4  (and motor MT 2 ) actuated until the appropriate wheel cylinder hydraulic pressures are reached in each wheel cylinder pair WCfl/WCfr and WCrl/WCrr, at which point the corresponding pressure increase control valve pair (SZfls/SZfrs or SZrls/SZrrs) is energized to hold the wheel cylinder hydraulic pressures. 
     As discussed above, it is advantageous to distribute usage of the primary battery BATTp and the secondary battery BATTs. Accordingly, in an exemplary embodiment, when automatic brake hold control is to be performed, the main ECU determines which brake actuator most recently performed automatic brake hold control, and selects the other brake actuator to commence the automatic brake hold control. Furthermore, a switching of the automatic brake hold can be implemented by the main ECU in which, after a predetermined time (for example, 2 or 3 minutes) during which one of the actuators is used for automatic brake hold control, the other actuator is used for the automatic brake hold control. 
       FIGS. 3-5  illustrate an exemplary control method according to the foregoing. A normal braking mode in which, for example, the brake pressure is determined by the brake pedal force/master cylinder hydraulic pressure is entered in Step S 2  after normal vehicle startup (Step S 1 ) or after automatic brake hold has been stopped by the primary actuator in Step S 9  or the secondary actuator in Step S 15 , which are discussed below. If an instruction to commence automatic brake hold (Step S 3 ) is not received, normal braking hold is maintained; otherwise, a countdown timer (for a predetermined time of, for example, 2 or 3 minutes) is started (Step S 4 ), and it is determined whether or not the last automatic brake hold control was performed by the primary brake actuator (Step S 5 ). If the last automatic brake hold control was not performed by the primary brake actuator, automatic brake hold by the primary actuator is commenced (Step S 6 ). Otherwise, automatic brake hold by the secondary actuator is commenced (Step S 7 ) 
     After commencement of automatic brake hold by the primary actuator (Step S 6 , or Step S 18  discussed below), it is determined whether an instruction to stop automatic brake hold is received (Step S 8 ), or whether the countdown timer has determined that the predetermined time has elapsed (Step S 10 ). If it is determined that an instruction to stop automatic brake hold is received (Step S 8 ), automatic brake hold by the primary actuator is stopped (Step S 9 ) and normal brake mode is resumed (Step S 2 ). If the countdown timer has determined that the predetermined time has elapsed (Step S 10 ), the countdown timer is restarted (Step S 11 ), automatic brake hold by the secondary actuator is commenced (Step S 12 ), and automatic brake hold by the primary actuator is stopped (Step S 13 ). 
     After commencement of automatic brake hold by the secondary actuator (Step S 7  or Step S 12 ), it is determined whether an instruction to stop automatic brake hold is received (Step S 14 ), or whether the countdown timer has determined that the predetermined time has elapsed (Step S 16 ). If it is determined that an instruction to stop automatic brake hold is received (Step S 14 ), automatic brake hold by the secondary actuator is stopped (Step S 15 ), and normal brake mode is resumed (Step S 2 ). If the countdown timer has determined that the predetermined time has elapsed (Step S 16 ), the countdown timer is restarted (Step S 17 ), automatic brake hold by the primary actuator is commenced (Step S 18 ), and automatic brake hold by the secondary actuator is stopped (Step S 19 ). 
     The detailed description above describes embodiments of series connected dual brake actuators and an automatic brake hold method. The invention is not limited, however, to the precise embodiments and variations described. Various changes, modifications and equivalents can be effected by one skilled in the art without departing from the spirit and scope of the invention as defined in the accompanying claims. It is expressly intended that all such changes, modifications and equivalents which fall within the scope of the claims are embraced by the claims.