Patent Description:
The present application generally relates to electrified vehicles and, more particularly, to control of a user-selectable vehicle deceleration rate to maximize regeneration for electrified propulsion systems.

Documents <CIT>, <CIT> and <CIT> disclose different electrical regeneration and vehicle deceleration control systems for an electrified vehicle. An electrified vehicle comprises a battery system that supplies current to power at least one electric motor. The electric motor(s) could be utilized for propulsion or to start an internal combustion engine of the electrified vehicle. Electrified vehicles often include electrical regeneration systems (e.g., regenerative braking systems), which convert the vehicle's kinetic energy into electrical energy for recharging the battery system and/or for powering vehicle accessory loads. Conventional electrified vehicles have a single regeneration mode, which could be less than optimal (i.e., the battery system may be able to receive a larger amount of electrical energy for recharging). In addition, this regeneration mode increases a deceleration or "coastdown" rate of the electrified vehicle. Because the regeneration mode is almost always enabled, the driver expects the associated vehicle deceleration rate. When the regeneration mode is unavailable, however, the vehicle may experience a different deceleration rate, which may be undesirable to the driver. Accordingly, while such electrified vehicle systems do work well for their intended purpose, there exists an opportunity for improvement in the relevant art.

According to one example aspect of the invention, an electrical regeneration and vehicle deceleration control system for an electrified vehicle having an electrified powertrain comprising an engine and at least one electric motor is presented. In one exemplary implementation, the control system comprises: a user interface and a controller configured to: operate the electrified powertrain in a normal regeneration mode associated with first electrical regeneration and vehicle deceleration rates or a maximum regeneration mode associated with greater second electrical regeneration and vehicle deceleration rates, receive, via the user interface, an input from a driver of the vehicle indicative of a request to enable the maximum regeneration mode, detect a status of the maximum regeneration mode, wherein the status is indicative of an availability of the maximum regeneration mode, and in response to receiving the request and based on the status of the maximum regeneration mode and a current vehicle deceleration rate: (i) operate the electrified powertrain in either the maximum regeneration mode or the normal regeneration mode, (ii) selectively output, via the user interface, a message to the driver indicative of the status of the maximum regeneration mode, and (iii) selectively command a hydraulic brake system of the vehicle to generate brake force based on a driver-expected vehicle deceleration rate associated with the operative regeneration mode.

In some implementations, the controller is further configured to control the electrified powertrain to use an electrical current generated by converting kinetic energy of the electrified powertrain to at least one of (i) recharge a battery system associated with the at least one electric motor and (ii) power an accessory load of the vehicle, wherein the second electrical regeneration rate of the maximum regeneration mode increases an electric range of the vehicle compared to first electrical regeneration rate of the normal regeneration mode. In some implementations, the electrified vehicle is a plug-in hybrid electric vehicle (PHEV).

In some implementations, the controller is configured to autonomously command the hydraulic brake system to apply hydraulic brakes to generate the brake force based on the driver-expected vehicle deceleration rate associated with the operative regeneration mode and without requiring any driver input via a brake pedal of the vehicle. In some implementations, the controller is further configured to autonomously command the hydraulic brake system to utilize a vacuum-independent electric brake booster to generate and provide additional hydraulic brake pressure to the hydraulic brakes to thereby generate the brake force based on the driver-expected vehicle deceleration rate associated with the operative regeneration mode and without requiring any driver input via the brake pedal.

In some implementations, when the status indicates that the maximum regeneration mode is available, the controller is further configured to: determine whether the engine is connected to a transmission of the electrified vehicle, when the engine and the transmission are connected, operate the electrified powertrain such that kinetic energy at the engine and the at least one electric motor is collectively converted into electrical energy at the second regeneration rate, and when the engine and the transmission are disconnected, operate the electrified powertrain such that kinetic energy at the at least one electric motor is converted into electrical energy at the second regeneration rate.

In some implementations, the controller is configured to determine the status of the maximum regeneration mode based on (i) whether a malfunction of the vehicle that would limit the maximum regeneration mode is present, (ii) whether the vehicle malfunction is recoverable, and (iii) when the vehicle malfunction is recoverable, whether the vehicle malfunction has recovered. In some implementations, when the vehicle malfunction is not recoverable and the current vehicle deceleration rate is less than the first vehicle deceleration rate, the controller is further configured to: when the engine is off, start the engine, operate the electrified powertrain in the normal regeneration mode such that kinetic energy at the engine and the at least one electric motor is collectively converted into electrical energy at the first regeneration rate and the current deceleration rate of the vehicle increases, output, via the user interface, a message to the driver indicating that the maximum regeneration mode is unavailable, and selectively command the hydraulic brake system to generate the brake force based on the driver-expected vehicle deceleration rate associated with the operative regeneration mode and without requiring any driver input via a brake pedal of the vehicle.

In some implementations, when the vehicle malfunction is recoverable and has recovered, the controller is further configured to: operate the electrified powertrain in the maximum regeneration mode such that kinetic energy at the engine and the at least one electric motor is collectively converted into electrical energy at the second regeneration rate, and output, via the user interface, a message to the driver indicating that the maximum regeneration mode is available. In some implementations, when the vehicle malfunction is recoverable but has not yet recovered, the controller is further configured to: operate the electrified powertrain in the normal regeneration mode such that kinetic energy at the engine and the at least one electric motor is collectively converted into electrical energy at the first regeneration rate, and output, via the user interface, a message to the driver indicating that the maximum regeneration mode is temporarily unavailable.

According to another example aspect of the invention, an electrical regeneration and vehicle deceleration control method for an electrified vehicle having an electrified powertrain comprising an engine and at least one electric motor is presented. In one exemplary implementation, the method comprises: operating, by a controller of the electrified vehicle, the electrified powertrain in a normal regeneration mode associated with first electrical regeneration and vehicle deceleration rates or a maximum regeneration mode associated with greater second electrical regeneration and vehicle deceleration rates, receiving, by the controller and via the user interface, an input from a driver of the vehicle indicative of a request to enable the maximum regeneration mode, detecting, by the controller, a status of the maximum regeneration mode, wherein the status is indicative of an availability of the maximum regeneration mode, and in response to receiving the request and based on the status of the maximum regeneration mode and a current vehicle deceleration rate: (i) operating, by the controller, the electrified powertrain in either the maximum regeneration mode or the normal regeneration mode, (ii) selectively outputting, by the controller and via the user interface, a message to the driver indicative of the status of the maximum regeneration mode, and (iii) selectively commanding, by the controller, a hydraulic brake system of the vehicle to generate brake force based on a driver-expected vehicle deceleration rate associated with the operative regeneration mode.

In some implementations, the method further comprises controlling the electrified powertrain to use an electrical current generated by converting kinetic energy of the electrified powertrain to at least one of (i) recharge a battery system associated with the at least one electric motor and (ii) power an accessory load of the vehicle, wherein the second electrical regeneration rate of the maximum regeneration mode increases an electric range of the vehicle compared to first electrical regeneration rate of the normal regeneration mode. In some implementations, the electrified vehicle is a PHEV.

In some implementations, selectively commanding the hydraulic brake system comprises commanding the hydraulic brake system to apply hydraulic brakes to generate the brake force based on the driver-expected vehicle deceleration rate associated with the operative regeneration mode and without requiring any driver input via a brake pedal of the vehicle. In some implementations, selectively commanding the hydraulic brake system further comprises autonomously commanding the hydraulic brake system to utilize a vacuum-independent electric brake booster to generate and provide additional hydraulic brake pressure to the hydraulic brakes to thereby generate the brake force based on the driver-expected vehicle deceleration rate associated with the operative regeneration mode and without requiring any driver input via the brake pedal.

In some implementations, when the status indicates that the maximum regeneration mode is available, the method further comprises: determining, by the controller, whether the engine is connected to a transmission of the electrified vehicle, when the engine and the transmission are connected, operating, by the controller, the electrified powertrain such that kinetic energy at the engine and the at least one electric motor is collectively converted into electrical energy at the second regeneration rate, and when the engine and the transmission are disconnected, operating, by the controller, the electrified powertrain such that kinetic energy at the at least one electric motor is converted into electrical energy at the second regeneration rate.

In some implementations, determining the status of the maximum regeneration mode is based on (i) whether a malfunction of the vehicle that would limit the maximum regeneration mode is present, (ii) whether the vehicle malfunction is recoverable, and (iii) when the vehicle malfunction is recoverable, whether the vehicle malfunction has recovered. In some implementations, when the vehicle malfunction is not recoverable and the current vehicle deceleration rate is less than the first vehicle deceleration rate, the method further comprises: when the engine is off, starting, by the controller, the engine, operating, by the controller, the electrified powertrain in the normal regeneration mode such that kinetic energy at the engine and the at least one electric motor is collectively converted into electrical energy at the first regeneration rate and the current deceleration rate of the vehicle increases, outputting, by the controller and via the user interface, a message to the driver indicating that the maximum regeneration mode is unavailable, and selectively commanding, by the controller, the hydraulic brake system to generate the brake force based on the driver-expected vehicle deceleration rate associated with the operative regeneration mode and without requiring any driver input via a brake pedal of the vehicle.

In some implementations, when the vehicle malfunction is recoverable and has recovered, the method further comprises: operating, by the controller, the electrified powertrain in the maximum regeneration mode such that kinetic energy at the engine and the at least one electric motor is collectively converted into electrical energy at the second regeneration rate, and outputting, by the controller and via the user interface, a message to the driver indicating that the maximum regeneration mode is available. In some implementations, when the vehicle malfunction is recoverable but has not yet recovered, the controller is further configured to: operating, by the controller, the electrified powertrain in the normal regeneration mode such that kinetic energy at the engine and the at least one electric motor is collectively converted into electrical energy at the first regeneration rate, and outputting, by the controller and via the user interface, a message to the driver indicating that the maximum regeneration mode is temporarily unavailable.

Further areas of applicability of the teachings of the present invention will become apparent from the detailed description, claims and the drawings provided hereinafter, wherein like reference numerals refer to like features throughout the several views of the drawings. It should be understood that the detailed description, including disclosed embodiments and drawings referenced therein, are merely exemplary in nature intended for purposes of illustration only and are not intended to limit the scope of the present invention, its application or uses. Thus, variations that do not depart from the gist of the present invention are intended to be within the scope of the present invention, as defined by the appended claims.

As previously discussed, conventional electrical regeneration systems on electrified vehicles suffer from only having a single regeneration rate, which could be less than optimal, and also do not provide a driver of the vehicle with an expected deceleration rate or feel when the electrical regeneration system is malfunctioning or is otherwise unavailable, such as due to other vehicle malfunction(s) that would prevent or otherwise limit or inhibit operation of the electrical regeneration system. Accordingly, improved electrical regeneration and vehicle deceleration control systems and methods are presented. These systems and methods provide a driver-selectable increased or "maximum" regeneration mode that converts vehicle kinetic energy into electrical energy at a higher rate than a default or "normal" regeneration mode. In turn, this also provides for a higher vehicle deceleration rate, which would be expected by the driver of the vehicle whenever this maximum regeneration mode is selected. When the maximum regeneration mode is unavailable, driver notifications could be provided via a user interface regarding the status of the maximum regeneration mode and other action could be taken, such as controlling the electrified powertrain and/or autonomously applying a hydraulic brake system to provide a driver-expected vehicle deceleration rate, and without the driver ever having to apply a brake pedal of the vehicle. Potential benefits include increased electric range of the electrified vehicle and improved driver experience because the driver will always experience the vehicle deceleration rate that he/she expects.

Referring now to <FIG>, a functional block diagram of an electrified vehicle <NUM> having an example electrical regeneration and vehicle deceleration control system according to the principles of the present invention is illustrated. In one exemplary implementation, the electrified vehicle <NUM> is a plug-in hybrid electric vehicle (PHEV), but it will be appreciated that the electrified vehicle <NUM> could be any suitable electrified vehicle. The electrified vehicle <NUM> comprises an electrified powertrain <NUM> comprising an internal combustion engine <NUM> and one or more electric motor(s) <NUM> powered by a battery system <NUM> and that collectively generate drive torque that is transferred by a transmission <NUM> to a driveline <NUM> of the electrified vehicle <NUM> for propulsion. The electrified powertrain <NUM> is controlled by a controller <NUM> such that it generates enough drive torque to meet a torque request, which could be provided by a driver via one or more driver input devices <NUM>, such as an accelerator pedal <NUM> having an associated accelerator pedal position sensor <NUM>. It will be appreciated that the controller <NUM> could comprise a system of multiple controllers/processors, such as an engine controller and a hybrid controller. The driver input device(s) <NUM> could further include a brake pedal <NUM> having an associated brake pedal position sensor <NUM>, and a user interface <NUM> (e.g., a touch display of an infotainment unit) for displaying information to and receiving input from the driver. An electrical regeneration system <NUM>, which could at least partially integrated as part of the electrified powertrain <NUM>, comprises one or more generators or other energy capture/conversion devices that convert vehicle kinetic energy to electrical energy (e.g., electrical current), which could then be used to recharge the battery system <NUM> and/or power other accessory load(s) <NUM> of the electrified vehicle <NUM> (e.g., pumps, compressors, fans, etc.).

The electrical regeneration system <NUM> is connected to some combination of the engine <NUM>, the electric motor(s) <NUM>, and the driveline <NUM> or component(s) of a hydraulic brake system <NUM> in order to convert the vehicle's kinetic energy. The hydraulic brake system <NUM> generates brake force that is applied to the driveline <NUM> (axle(s), wheel(s)/tire(s), etc.) to decrease a speed of the electrified vehicle <NUM>. The hydraulic brake system <NUM> comprises hydraulic brakes <NUM>, which build hydraulic brake pressure therein in response to driver depression of the brake pedal <NUM> or autonomously in response to control signal(s) from the controller <NUM>. This hydraulic brake pressure is then used to apply the hydraulic brakes <NUM> to the driveline <NUM>, thereby creating friction that decreases the speed of the electrified vehicle <NUM>. The hydraulic brake system <NUM> also includes a vacuum-independent electric brake booster <NUM>. The electric brake booster <NUM> is vacuum-independent in that it is operable independently of engine vacuum and is therefore capable of operating at any engine operating conditions. The electric brake booster <NUM> generates additional hydraulic brake pressure for the hydraulic brakes <NUM>, thereby enabling the hydraulic brakes <NUM> to provide a greater brake force at the driveline <NUM>. The electric brake booster <NUM> could be critical for the techniques of the present invention as there could be cases where the hydraulic brakes <NUM> could not on their own provide sufficient brake force to achieve the driver-expected vehicle deceleration rate. In addition, the electric brake booster <NUM> is much faster or more responsive (e.g., four times faster) than conventional electronic stability control (ESC) systems that could alternatively be used to provide additional braking capabilities. The electrified vehicle <NUM> could also include one or more other sensors <NUM> for sensing various vehicle/powertrain operating parameters, such as a vehicle speed sensor and speed/temperature/pressure/state (e.g., state of charge, or SOC) sensors of components of the electrified powertrain <NUM> (the engine <NUM>, the electric motor(s) <NUM>, the battery system <NUM>, etc.).

The controller <NUM> is also configured to perform at least a portion of the electrical regeneration and vehicle deceleration control techniques of the present invention. This includes operating the vehicle <NUM> or the electrified powertrain <NUM> in a default or "normal" regeneration mode or, in response to a driver input, in an increases or "maximum" regeneration mode. It will be appreciated that the phrase "maximum regeneration mode" as used herein could refer to any regeneration mode that generates additional electrical energy and causes a greater vehicle deceleration rate than the normal regeneration mode. It will also be appreciated that there could be multiple different increased regeneration modes having different levels of electrical energy generation and causing different rates of vehicle deceleration, and a highest or most aggressive one of these could be termed the maximum regeneration mode. The maximum regeneration mode, in generating additional electrical energy compared to the normal regeneration mode, could be utilized for, among other things, increased recharging of the battery system <NUM>, which could thereby extend the electric range of the electrified vehicle <NUM>. The distribution or split between kinetic energy converted from the engine <NUM> compared to the electric motor(s) <NUM> could be intelligently determined in real-time based on, for example, the measured speeds/temperatures/pressures/states by sensor(s) <NUM> of the components of the electrified powertrain <NUM>.

As the maximum regeneration mode is driver-selectable, the driver could enable this mode by, for example only, providing an input via the user interface <NUM> (e.g., a touch input of a button or icon). In doing so, the driver is aware of his/her selection and would expect a vehicle deceleration rate consistent with the maximum regeneration mode. In some scenarios, however, this maximum regeneration mode may be unavailable. Thus, the controller <NUM> determines the status of the maximum regeneration mode. There could be a variety of vehicle malfunctions that could be present that could inhibit or otherwise limit the operation of the maximum regeneration mode, including, but not limited to, controller/processor malfunctions, memory malfunctions, and component malfunctions (the electrified powertrain <NUM>, the electrical regeneration system <NUM>, the hydraulic brake system <NUM>, etc.). This detected "status" of the maximum regeneration mode is thus indicative of the current availability of the maximum regeneration mode. Some vehicle malfunctions, however, are recoverable. For example, a diagnostic could be performed to detect that a vehicle malfunction is no longer present or some curative or adjustment routine could be expected to recover the vehicle malfunction. Thus, the status of the maximum regeneration mode could change depending on whether or not the vehicle malfunction is recoverable.

Referring now to <FIG> and with continued reference to <FIG>, a flow diagram of an example electrical regeneration and vehicle deceleration control method <NUM> for an electrified vehicle (e.g., electrified vehicle <NUM>) according to the principles of the present invention is presented. At <NUM>, the controller <NUM> determines whether the electrified vehicle <NUM> is currently experiencing a deceleration or "coastdown" event. This could be, for example, in response to no depression (or less than a threshold of depression) of the accelerator pedal <NUM> (e.g., as measured by sensor <NUM>) and no depression (or less than a threshold of depression) of the brake pedal <NUM> (e.g., as measured by sensor <NUM>). Vehicle speed (e.g., from sensor(s) <NUM>) could also be taken into account. In some cases, this could trigger a deceleration fuel-shutoff (DFSO) event where fueling to the engine <NUM> is temporarily suspended, but it will also be appreciated that the engine <NUM> could continue running (e.g., to provide additional kinetic energy for conversion to electrical energy and in turn more vehicle deceleration). When the vehicle deceleration/coastdown is not occurring, neither the normal nor the maximum regeneration modes are enabled and no vehicle deceleration control occurs at <NUM> and the method <NUM> ends or returns. When vehicle deceleration/coastdown is occurring, however, the method <NUM> proceeds to <NUM>. At <NUM>, the controller <NUM> determines whether the request to enable the maximum regeneration mode has been received from the driver (e.g., via user interface <NUM>). When the maximum regeneration mode request has not been received, the controller <NUM> operates the electrified powertrain <NUM> in the normal regeneration mode at <NUM> and the method <NUM> ends or returns.

When the maximum regeneration mode has been received, the method <NUM> proceeds to <NUM>. Based on the status of the maximum regeneration mode and a current deceleration of the electrified vehicle <NUM> (e.g., based on measurements from sensor(s) <NUM>, such as a vehicle speed sensor), the controller <NUM> is then configured to perform a variety of different operations. At <NUM>, the controller <NUM> determines whether vehicle malfunction(s) are present that would prevent or otherwise limit or inhibit the operation of the maximum regeneration mode. This is also described herein as part of the controller <NUM> determining the status of the maximum regeneration mode indicative of its availability. When no vehicle malfunction(s) are present, the controller <NUM> at <NUM> determines whether the engine <NUM> and the transmission <NUM> are connected (e.g., via a fluid coupling or a torque converter). When disconnected, the controller <NUM> at <NUM> controls the electrified powertrain <NUM> such that only the electric motor(s) <NUM> provide the kinetic energy that is converted by the electrical regeneration system <NUM> to electrical energy to achieve the higher (second) regeneration rate and the higher (second) vehicle deceleration rate and the method <NUM> ends or returns. When connected, the controller <NUM> at <NUM> controls the electrified powertrain <NUM> such that the engine <NUM> and the electric motor(s) <NUM> collectively provide (e.g., in some optimally split manner) the kinetic energy that is converted by the electrical regeneration system <NUM> to electrical energy at similar levels/rates as described with respect to <NUM> and the method <NUM> ends or returns.

At <NUM>, when vehicle malfunction(s) are detected, the controller <NUM> determines whether the vehicle malfunction(s) are recoverable. When the vehicle malfunction(s) are not recoverable and the current vehicle deceleration rate is less than the vehicle deceleration rate associated with the normal regeneration mode, the method <NUM> proceeds to <NUM>. At <NUM>, the controller <NUM> is configured to perform the following steps: (i) when the engine <NUM> is off (e.g., due to a previous DFSO event), start the engine <NUM> (e.g., because it is desirable for the electrified powertrain <NUM> to provide as much kinetic energy conversion and vehicle deceleration as possible), (ii) output a message to the driver (e.g., via the user interface <NUM>) indicating that the maximum regeneration mode is unavailable. In addition, the controller <NUM> is also configured to autonomously apply the hydraulic brake system <NUM> to provide any additional required vehicle deceleration to achieve the driver-expected vehicle deceleration rate associated with the normal regeneration mode. In some cases, this will involve the electric brake booster <NUM> providing the hydraulic brakes <NUM> with fast additional hydraulic brake pressure because the hydraulic brakes <NUM> are incapable of providing enough brake force to achieve the driver-expected vehicle deceleration rate. The method <NUM> then ends or returns.

When the vehicle malfunction(s) are recoverable at <NUM>, the method <NUM> proceeds to <NUM> where the controller <NUM> determines whether the vehicle malfunction(s) have recovered. When the vehicle malfunction(s) have recovered, the method <NUM> proceeds to <NUM>. At <NUM>, the controller <NUM> is configured to operate the electrified powertrain <NUM> in the normal regeneration mode as previously described herein also configured to output a message to the driver of the electrified vehicle <NUM> (e.g., via the user interface <NUM>) that the maximum regeneration mode is temporarily unavailable, which provides the driver with adequate notification that the vehicle deceleration rate associated with the normal regeneration mode should be expected. It should be noted that this driver message indicates that the maximum regeneration mode is temporarily unavailable, because the vehicle malfunction(s) could subsequently recover and then the maximum regeneration mode could be available and enabled. After <NUM>, the method <NUM> could end/return or return directly to <NUM> and wait to see if the vehicle malfunction(s) recover. When the vehicle malfunction(s) have recovered, the method <NUM> proceeds from <NUM> to <NUM>. At <NUM>, the controller <NUM> is configured to operate the electrified powertrain <NUM> in the maximum regeneration mode (similar to as described above with respect to maximum regeneration mode operation, depending on whether the engine <NUM> and the transmission <NUM> are connected or not), and the controller <NUM> is also configured to output a message to the driver of the electrified vehicle <NUM> (e.g., via the user interface <NUM>) indicating that the maximum regeneration mode is available and currently operational. Similar to the other message described above, this message could provide the driver with adequate notification as to what level of vehicle deceleration to expect (e.g., because the malfunction could have been previously and temporarily unavailable before the vehicle malfunction(s) recovered). The method <NUM> then ends or returns.

It will be appreciated that the term "controller" as used herein refers to any suitable control device or set of multiple control devices that is/are configured to perform at least a portion of the techniques of the present invention. Non-limiting examples include an application-specific integrated circuit (ASIC), one or more processors and a non-transitory memory having instructions stored thereon that, when executed by the one or more processors, cause the controller to perform a set of operations corresponding to at least a portion of the techniques of the present invention. The one or more processors could be either a single processor or two or more processors operating in a parallel or distributed architecture.

Claim 1:
An electrical regeneration and vehicle deceleration control system for an electrified vehicle (<NUM>) having an electrified powertrain (<NUM>) comprising an engine (<NUM>) and at least one electric motor (<NUM>), the control system comprising:
a user interface (<NUM>); and
a controller (<NUM>) configured to, when the vehicle (<NUM>) is experiencing a deceleration or coastdown event as measured by one or more vehicle sensors (<NUM>,<NUM>,<NUM>):
operate the electrified powertrain (<NUM>) in a normal regeneration mode associated with first electrical regeneration and vehicle deceleration rates or a maximum regeneration mode associated with greater second electrical regeneration and vehicle deceleration rates;
receive, via the user interface (<NUM>), an input from a driver of the vehicle (<NUM>) indicative of a request to enable the maximum regeneration mode;
detect a status of the maximum regeneration mode, wherein the status is indicative of an availability of the maximum regeneration mode; and
in response to receiving the request and based on the status of the maximum regeneration mode and a current vehicle deceleration rate:
(i) operate the electrified powertrain (<NUM>) in either the maximum regeneration mode or the normal regeneration mode;
(ii) selectively output, via the user interface (<NUM>), a message to the driver indicative of the status of the maximum regeneration mode; and
(iii) selectively command a hydraulic brake system (<NUM>) of the vehicle (<NUM>) to generate brake force based on a driver-expected vehicle deceleration rate associated with the operative regeneration mode;
wherein the controller (<NUM>) is configured to autonomously command the hydraulic brake system (<NUM>) to apply hydraulic brakes (<NUM>) to generate the brake force based on the driver-expected vehicle deceleration rate associated with the operative regeneration mode and without requiring any driver input via a brake pedal (<NUM>) of the vehicle (<NUM>), and
wherein the controller (<NUM>) is further configured to autonomously command the hydraulic brake system (<NUM>) to utilize a vacuum-independent electric brake booster (<NUM>) to generate and provide additional hydraulic brake pressure to the hydraulic brakes (<NUM>) to thereby generate the brake force based on the driver-expected vehicle deceleration rate associated with the operative regeneration mode and without requiring any driver input via the brake pedal (<NUM>).