Description:[001] This disclosure relates generally to hydraulic brake system and more particularly to method and system for dynamically charging an accumulator of a hydraulic brake system.

BACKGROUND
[002] Hydraulic brake systems generally employ a brake pump to circulate hydraulic fluid to the brakes of the vehicle. In the event of a brake pump failure, the hydraulic brake system may fail to provide the required hydraulic fluid to the brakes and the vehicle may not stop leading to accidents. An accumulator may be provided in hydraulic braking system for storing hydraulic fluid and releasing the stored hydraulic fluid in case of a brake pump failure. Accordingly, the accumulator may act as a fail-safe mechanism to ensure that the brakes are applied even if the brake pump fails.
[003] In order for the accumulator to act as a fail-safe mechanism, it needs to be kept charged by keeping enough hydraulic fluid in the accumulator. In general, a fully charged accumulator may allow a number of brake applications in case of the brake pump failure. Conventional charging techniques of the accumulator involve manual intervention of the driver. This implies that in case pressure of hydraulic fluid in the accumulator becomes less than required pressure, the driver is required to charge the accumulator manually. One of the methodology of charging the accumulator involves the driver to press the brake pedal for 5 seconds duration three times when the vehicle’s ignition is ON and the vehicle is stationary. In case the driver fails to perform the charging methodology perfectly, the accumulator will not get charged. Thus, in case of subsequent brake pump failure, the accumulator may not have sufficient hydraulic fluid to supply to the brakes to compensate for lack of supply of hydraulic fluid from the brake pump. Therefore, manual charging of the accumulator may lead to delay in charging of the accumulator and hence may lead to critical consequences in case of subsequent brake failure incidents and if the accumulator is not charged.
[004] Accordingly, in order to ensure for the accumulator to act as a fail-safe mechanism, there is a requirement to dynamically charge the accumulator of the hydraulic braking system.
SUMMARY OF THE INVENTION
[005] In one embodiment, a method of dynamically charging an accumulator of a hydraulic brake system is disclosed. The method may include determining, by a pressure sensor, a fluid pressure in the accumulator. The method may further include activating, by a controller and upon determining the fluid pressure in the accumulator below a predefined threshold level, one or more flow valves to direct a hydraulic fluid from a brake pump to the accumulator by bypassing a hydro booster of the hydraulic brake system in order to charge the accumulator.
[006] In another embodiment, a system for dynamically charging an accumulator of a hydraulic brake system is disclosed. The system may include a pressure sensor configured to determine a fluid pressure in the accumulator. The system may further include a controller configured to activate one or more flow valves to direct a hydraulic fluid from a brake pump directly to the accumulator by bypassing a hydro booster of the hydraulic brake system in order to charge the accumulator upon determining the fluid pressure in the accumulator below a predefined threshold level.
[007] In another embodiment, a vehicle is disclosed. The vehicle may include a hydraulic brake system. The hydraulic brake system may include an accumulator, a pressure sensor configured to determine a fluid pressure in the accumulator. The vehicle may further include a controller configured to activate one or more flow valves to direct a hydraulic fluid from a brake pump directly to the accumulator by bypassing a hydro booster of the hydraulic brake system in order to charge the accumulator upon determining the fluid pressure in the accumulator below a predefined threshold level.
[008] It is to be understood that both the foregoing general description and the following detailed descriptions are exemplary and explanatory only and are not restrictive of the invention, as claimed.
BRIEF DESCRIPTION OF THE DRAWING
[009] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
[010] FIG. 1 illustrates a system for dynamically charging an accumulator of a hydraulic brake system in a vehicle, in accordance with an embodiment of the present disclosure.
[011] FIG. 2 is a flowchart of a methodology to dynamically charge an accumulator of the hydraulic brake system in a vehicle, in accordance with an embodiment of the present disclosure.
DETAILED DESCRIPTION OF THE DRAWINGS
[012] The foregoing description has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other devices, systems, assemblies, and mechanisms for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its device or system, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
[013] The terms “including”, “comprises”, “comprising”, “comprising of” or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
[014] Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to FIGs. 1-2. As summarized above, in one broad aspect, the present invention provides a method and system for dynamically charging an accumulator of a hydraulic brake system.
[015] It is to be noted that accumulator in a hydraulic system may act as a fail-safe device by storing and releasing pressurized fluid, in the event of failure of brake pump. Accordingly, the accumulator serves as a crucial component in hydraulic brake systems, ensuring uninterrupted braking operation in case of the brake pump failure. Thus, keeping the accumulator charged at all times with minimal manual intervention is critical.
[016] Accordingly, the present disclosure provides a method and system for dynamically charging an accumulator of a hydraulic brake system. The proposed system aims to address existing limitations in the current system by introducing an automatic charging mechanism for the accumulator, eliminating the need for manual, such as driver, intervention. Overall, these enhancements contribute to the efficiency, safety, and autonomy of the hydraulic system, making it more robust, safe, and user-friendly. It is to be noted that the system may be employed in any vehicle including but is not limited to a passenger vehicle, a utility vehicle, a commercial vehicle, and any other transportable machinery. For the sake of clarity, vehicle is not shown.
[017] Referring now to FIG. 1, a system 100 for dynamically charging an accumulator 102 of a hydraulic brake system 101 in a vehicle is illustrated, in accordance with an embodiment of the present disclosure. The system 100 may include an electronic control unit (ECU) 106, a pressure sensor 124, a first flow valve 112A and a second flow valve 112B communicably and operatively coupled to the hydraulic brake system 101. The hydraulic brake system 101 may include an accumulator 102, a hydro booster 104, a master cylinder 105, a brake pump 110, a hydraulic fluid reservoir 109, a modulator valve 114, front brakes 116 and rear brakes 118 connected to each other via various flow lines.
[018] In an embodiment, the ECU 106 may be used to control various aspects of vehicle’s operation such as, but not limited to, brake control, traction control, and anti-lock braking system (ABS) control, etc. By way of an example, the ECU 106 may be implemented as an embedded system in automotive electronics that may control one or more of the electrical systems or subsystems in the vehicle. In an embodiment, the ECU 106 includes a controller 107 and a memory 108. In an embodiment, the functions of the controller 107 may interchangeably be performed by a processor (not shown). The memory 108 may store instructions that, when executed by the controller 107, cause the controller 107 to perform various operations in order to dynamically charge an accumulator of a hydraulic brake system 101 in a vehicle (not shown). The memory 108 may be a non-volatile memory or a volatile memory. Examples of non-volatile memory may include but are not limited to a flash memory, a Read Only Memory (ROM), a Programmable ROM (PROM), Erasable PROM (EPROM), and Electrically EPROM (EEPROM) memory. Examples of volatile memory may include but are not limited to Dynamic Random Access Memory (DRAM), and Static Random-Access memory (SRAM).
[019] The ECU 106 may be communicatively connected to the pressure sensor 124 and the first and the second flow valves 112A, 112B via vehicle communication bus, operating on wireless protocols, including, but not limited to A²B (Automotive Audio Bus), AFDX, ARINC 429, Byteflight, CAN (Controller Area Network) , D2B – (Domestic Digital Bus), FlexRay, IDB-1394, IEBus, I²C, ISO 9141-1/-2, J1708 and J1587, J1850, J1939 and ISO 11783 – an adaptation of CAN for commercial (J1939) and agricultural (ISO 11783) vehicles, Keyword Protocol 2000 (KWP2000), LIN (Local Interconnect Network), MOST (Media Oriented Systems Transport), IEC 61375, SMARTwireX, SPI, and/or VAN – (Vehicle Area Network), and the like.
[020] In an exemplary scenario, a driver may engage the brake pedal 120, when the vehicle ignition is ON, to decelerate or stop the vehicle. Accordingly, the ECU 106 may actuate the brake pump 110 to cause the brake pump 110 to pump the hydraulic fluid from the hydraulic fluid reservoir 109 and direct it to the hydro booster 104. In an embodiment, the hydro booster 104 amplifies the force applied to the brake pedal 120 by the driver. The amplified force may be propagated to the master cylinder 105. Based on the amplified force the master cylinder 105 may then transmit brake fluid to the modulator valve 114 which may then transmit the brake fluid to the front brakes 116 and the rear brakes 118 to decelerate or stop the vehicle.
[021] In case of failure or malfunctioning of the brake pump 110, even when there is a braking action by the driver by engaging the brake pedal 120, the brake pump 110 may fail to operate. In such a case, the ECU 106 may determine failure in the brake pump 110 based on an unexpected decrease of flow of the hydraulic fluid from the brake pump 110 or based on sudden drops or fluctuations in revolutions per minute (RPM) of the brake pump 110 outside a normal range of the RPM. Due to the failure, the brake fluid may not be directed from the master cylinder 105 and the front brakes 116 and the rear brakes 118 may not operate and hence fail to decelerate or stop the vehicle even when the brake pedal 120 is engaged. In order to prevent such a scenario, the accumulator 102 may be provided to act as a fail-safe mechanism. The accumulator 102, when in charged state, may store hydraulic fluid that may be transmitted to the hydro booster 104 in case of failure of the of the brake pump 110. As mentioned above, the hydro booster 104 may amplify the force applied by the brake pedal 120. Further, the amplified force may be provided to the master cylinder 105. The master cylinder 105 may then transmit the brake fluid due to the amplified force of the hydraulic fluid to the modulator valve 114 which may then be transmitted to the front brakes 116 and the rear brakes 118 to decelerate or stop the vehicle.
[022] However, in case a pressure in the accumulator 102 is below a predefined threshold level, and the accumulator 102 is not charged, the accumulator 102 may fail to act as fail-safe mechanism. That is, in case the accumulator 102 is not charged, it may not have enough hydraulic fluid to transmit to the hydro booster 104 and compensate for the failure of the brake pump 110. Hence, little or no deceleration may be achieved if the brake pump 110 malfunctions and the accumulator 102 is not charged. Therefore, it may be crucial to keep the accumulator 102 charged at all times.
[023] In accordance with the embodiments of the present disclosure, the ECU 106 may determine fluid pressure in the accumulator 102, in response to detection of an ignition ON of the vehicle. Further, the ECU 106 may enable dynamic charging of the accumulator 102 in case fluid pressure in the accumulator 102 is determined below the predefined threshold level. The ECU 106 may determine the fluid pressure in the accumulator 102 as measured by the pressure sensor 124, in response to detection of an ignition ON of the vehicle. In an embodiment, examples of the pressure sensor 124 may include, but is not limited to, piezoresistive pressure sensors, capacitive pressure sensors, strain gauge pressure sensors, resonant wire pressure sensors, optical pressure sensors, surface acoustic wave (SAW) pressure sensors, microelectromechanical systems (MEMS) pressure sensors, piston-type pressure sensors, etc.
[024] Further, the ECU 106 may initiate charging of the accumulator 102, in case, the vehicle ignition is ON, the fluid pressure in the accumulator 102 is determined below the predefined threshold level, and the brake pedal 120 of the vehicle is determined in a disengaged state. As can be seen in FIG. 1, the first flow valve 112A is provided between the brake pump 110 and the hydro booster 104. The second flow valve 112B is provided between the accumulator 102 and the hydro booster 104. In an embodiment, the accumulator 102 may be charged by activating the first flow valve 112A and the second flow valve 112B by the ECU 106 to direct hydraulic fluid from the brake pump 110 directly to the accumulator 102 and by bypassing the hydro booster 104 of the hydraulic brake system 101.
[025] In an embodiment, the first and the second flow valves 112A, 112B are three way valves that may be fluidly connected to each other and the accumulator 102, the hydro booster 104 and the brake pump 110. The first flow valve 112A includes three ports A1, A2, and A3 and connects to the brake pump 110, the hydro booster 104 and the second valve 112B. The second valve 112B includes three ports B1, B2 and B3 and connects to the accumulator 102, the hydro booster 104 and the first valve 112A.
[026] In order to charge the accumulator 102, the ECU 106 may actuate the first valve 112A to close port A3 and open ports A1 and A2 such that a first flow line 122 between the brake pump 110 and the second flow valve 112B is open. Simultaneously, the ECU 106 may actuate the second flow value 112B to close port B3 and open ports B1 and B2 to open a second flow line 128 between the second flow valve 112B and the accumulator 102. Further, a third flow line 126 is opened between the first valve 112A and the second flow valve 112B. Accordingly, the brake pump 110 may pump the hydraulic fluid from the reservoir 109 to the accumulator 102 through the first flow line 122, the first valve 112A, the third flow line 126, the second valve 112B and the second flow line 128 by bypassing the hydro booster 104. Accordingly, the hydraulic fluid may flow through the first flow line 122, the third flow line 126 and the second flow line 128 when charging the accumulator 102.
[027] In an embodiment, the ECU 106 may initiate charging of the accumulator 102 in response to detection of a stationary state of the vehicle and determination of a disengaged state of the brake pedal 120 of the vehicle. Upon determining the fluid pressure in the accumulator below the predefined pressure and the detection of the ignition ON, and in order to keep the vehicle stationary during the charging of the accumulator 102, the ECU 106 may de-activate a drive mode of the vehicle. In an implementation, the drive mode may be deactivated when the vehicle is determined to be in an ignition OFF state for at least a first predefined time prior to the detection of the ignition ON. Therefore, the ECU 106 may de-activate the drive mode of the vehicle to initiate the charging of the accumulator 102 only when the vehicle’s ignition has been turned OFF for a first predefined time period before turning the ignition ON. Further, the ECU 106 may keep the drive mode deactivated until the fluid pressure in the accumulator 102 is about equal to the predefined threshold level while charging the accumulator 102. Accordingly, the drive mode of the vehicle may not be deactivated if the ignition was off for a short time for example when waiting at a red-light signal. The reason a minimum time period of ignition is off is taken as a condition to deactivate drive mode is that the vehicle may be kept turned off for a short time, for example, when the vehicle is in a bumper-to-bumper traffic. The prevention of deactivation of drive mode in such a condition prevents stalling of the vehicle in traffic.
[028] The deactivation of the drive mode may be performed for example, by sending a deactivation signal to the engine management system (EMS) ECU (not shown) of the vehicle. In an example, the deactivation of the drive mode may be performed when the vehicle is turned on and the pressure in the accumulator 102 is determined below a predefined threshold level. Further, the drive mode may be de-activated only when the vehicle is determined to be in an ignition OFF state for at least a first predefined time prior to the detection of the ignition ON and may be kept deactivated until the pressure in the accumulator 102 is fully charged, such as charged above the predefined threshold level. Accordingly, the accumulator 102 may be fully charged before the start of the vehicle travel. The deactivation of the drive mode only when the ignition was off for more than the first predefined time ensures that the deactivation is performed only when the vehicle can afford to be stationary for minutes together, when the charging is happening. For example, the deactivation based on the ignition off period may be performed when the vehicle is at a parking lot.
[029] In an embodiment, the ECU 106 may initiate charging of the accumulator 102 in response to detection of a running state of the vehicle and determination of the disengaged state of the brake pedal 120 of the vehicle for a second predefined time period. Such a state of the vehicle may occur, for example, when the vehicle is cruising. Hence, when the vehicle is cruising the accumulator 102 may be charged if the brake pedal 120 has been in a disengaged state for a second period of time. Accordingly, activating the charging only when the brake pedal 120 has been in a disengaged state for a second predefined time period ensures that the charging of the accumulator 102 is not interrupted due to frequent engagement of the brake pedal 120 by the driver.
[030] In an embodiment, while the charging of the accumulator 102 is ongoing, in case the brake pedal 120 is determined in an engaged state (by virtue of being pressed by the driver), the accumulator 102 charging may be discontinued, regardless of the pressure in the accumulator 102. It may be noted that when the accumulator is charged during the running state of the vehicle, the drive mode of the vehicle is not deactivated, and the charging is discontinued soon after the braking is detected. Thus, the driving and braking of the vehicle are not discontinued during the running of the vehicle.

[031] Referring now to FIG. 2, a flowchart of a methodology 200 to dynamically charge an accumulator of the hydraulic brake system 101 in a vehicle, in accordance with an embodiment of the present disclosure. It is to be noted that the steps of the methodology 200 may be performed by the ECU 106 .
[032] At step 202, the ECU 106 may determine if the ignition of the vehicle is ON. In case, the ignition of the vehicle is determined as ON at step 202, a fluid pressure in the accumulator 102 may be determined by the pressure sensor 124 at step 204. Further at step 204, the ECU 106 may determine if the fluid pressure in the accumulator 102 is below a predefined threshold level. Upon determining the fluid pressure in the accumulator 102 below the predefined threshold level at step 206, the ECU 106 may activate one or more flow valves 112A, 112B to direct the hydraulic fluid from the brake pump 110 directly to the accumulator 102 by bypassing the hydro booster 104 of the hydraulic brake system 101 in order to charge the accumulator 102 at step 208.
[033] Further, in case the fluid pressure in the accumulator 102 is not determined below the predefined threshold level, the ECU 106 may continue to check the fluid pressure in the accumulator 102 at step 204. In an embodiment, the ECU 106 may keep the one or more flow valves 112A, 112B activated to direct the hydraulic fluid from the hydraulic pump 110 to the accumulator 102 until the fluid pressure in the accumulator 102 becomes equal or greater than the predefined threshold level at step 204.
[034] In an embodiment, the ECU 106 may activate one or more flow valves 112A, 112B to initiate accumulator charging based on determination of the brake pedal 120 in a disengaged state. Further, in case the brake pedal 120 is determined to be in a disengaged state, the ECU 106 may deactivate a drive mode of the vehicle. In an embodiment, the ECU 106 may deactivate the drive mode of the vehicle when the vehicle is determined to be in an ignition OFF state for at least a first predefined time prior to the detection of the ignition ON subsequently. In an embodiment, the first predefined period may be, but not limited to, 1 hour. Further, the ECU 106 may keep the drive mode deactivated until the fluid pressure in the accumulator 102 becomes equal or greater than the predefined threshold level at step 204.
[035] In an embodiment, the charging of the accumulator may happen when the vehicle is running if the brake pedal of the vehicle is determined to be disengaged for a second time period. The charging may happen until the accumulator pressure exceeds its threshold or until the brake pedal is engaged, whichever happens earlier.
[036] In order to charge the accumulator 102, the ECU 106 may keep the one or more flow valves 112A, 112B activated at step 208 to direct the hydraulic fluid from the hydraulic brake pump 110 to the accumulator 102 until the fluid pressure in the accumulator 102 becomes equal or greater than the predefined threshold level. In an embodiment, the brake pump 110 may direct the hydraulic fluid by retrieving the hydraulic fluid from the hydraulic fluid reservoir 109. In an embodiment, the hydraulic fluid reservoir 109 may be a storage for storing the hydraulic fluid. In an exemplary embodiment, the brake pump 110 may create a suction that may draw the hydraulic fluid from the hydraulic fluid reservoir 109. Further, the brake pump 110 may pressurize the hydraulic fluid and supply it to the hydro booster 104 which in turn actuates the master cylinder 105 for it enable a braking action.
[037] In an embodiment the one or more flow valves 112A, 112B may include a first flow valve 112A disposed in a first flow line 122 between the brake pump 110 and the hydro booster 104. Further, the one or more flow valves 112A-B may include a second flow valve 112B disposed in a second flow line 128 between the accumulator 102 and the hydro booster 104. Further, the first flow valve 112A and the second flow valve 112B are connected through a third flow line 126. In an embodiment, the hydro booster 104 may be bypassed by opening the third flow line 126 to direct the hydraulic fluid from the brake pump 110 to the accumulator 102 based on the actuation of the first flow valve 112A and the second flow valve 112B.
[038] In an embodiment, the first flow valve 112A may include a first port A1, a second port A2, a third port A3. In an embodiment, the second flow valve 112B may include a first port B1, a second port B2, a third port B3. In an exemplary embodiment, in order to direct the hydraulic fluid from the brake pump 110 to the accumulator 102, the ECU 106 may be configured to activate the first flow valve 112A to close the third port A3 and open the first port A1 and the second port A2. Simultaneously, the second flow valve 112B may be activated to open the first port B1 and the second port B2 and close the third port B3. Accordingly, the hydro booster 104 is bypassed by directing the hydraulic fluid from the brake pump 110 to the accumulator 102 via the first flow line 122, the third flow line 126 and the second flow line 128. Accordingly, the methodology 200 effectively overcomes the challenges of manually charging the accumulator 102 and ensures dynamic charging the accumulator 102.
[039] Thus, the disclosed method and system tries to overcome the technical problem of the existing accumulator charging system through the integration of flow valves and the replacement of the pressure switch with a more advanced pressor sensor. The incorporation of flow valves enhances the automation of accumulator 102 charging, allowing for the accumulator 102 to be always charged. The replacement of the traditional pressure switch offers improved accuracy and real-time monitoring of hydraulic pressure levels. This upgrade ensures a more responsive and reliable system. Furthermore, the proposed system enables continued effectiveness of the braking system 100 in case of any failure in the brake pump 110. Overall, these enhancements contribute to the efficiency, safety, and autonomy of the hydraulic system, making it more robust, reliable, and user-friendly.
[040] As will be appreciated by those skilled in the art, the design described in the various embodiments discussed above are not routine, or conventional, or well-understood in the art. The techniques discussed above provide the integration of flow valves and the replacement of the pressure switch with a more advanced pressor sensor.
[041] In light of the above-mentioned advantages and the technical advancements provided by the disclosed method and system, the claimed steps as discussed above are not routine, conventional, or well understood in the art, as the claimed steps enable the following solutions to the existing problems in conventional technologies. Further, the claimed steps bring an improvement in the functioning of the device itself as the claimed steps provide a technical solution to a technical problem.
[042] The specification has described method and system for dynamically charging an accumulator of a hydraulic brake system. The illustrated steps are set out to explain the exemplary embodiments shown, and it should be anticipated that ongoing technological development will change the manner in which particular functions are performed. These examples are presented herein for purpose of illustration, and not limitation. Further, the boundaries of the functional building blocks have been arbitrarily defined herein for the convenience of the description. Alternative boundaries can be defined so long as the specified functions and relationships thereof are appropriately performed. Alternatives (including equivalents, extensions, variations, deviations, etc., of those described herein) will be apparent to persons skilled in the relevant art(s) based on the teachings contained herein. Such alternatives fall within the scope and spirit of the disclosed embodiments.
[043] It is intended that the disclosure and examples be considered as exemplary only, with a true scope of disclosed embodiments being indicated by the following claims.
, Claims:1. A method (200) of dynamically charging an accumulator (102) of a hydraulic brake system (101), the method (200) comprising:
determining (202), by a pressure sensor (124), a fluid pressure in the accumulator (102); and
activating (206), by a controller (107) and upon determining the fluid pressure in the accumulator (102) below a predefined threshold level, one or more flow valves (112A-B) to direct a hydraulic fluid from a brake pump (110) to the accumulator (102) by bypassing a hydro booster (104) of the hydraulic brake system (101) in order to charge the accumulator (102).

2. The method (200) as claimed in claim 1, wherein the fluid pressure in the accumulator (102) is determined in response to detection of an ignition ON of the vehicle,
wherein upon determining the fluid pressure in the accumulator (102) below the predefined pressure and the detection of the ignition ON, a drive mode of the vehicle is de-activated by the controller (107) if the vehicle is determined to be in an ignition OFF state for at least a first predefined time prior to the detection of the ignition ON, and
wherein the drive mode of the vehicle is de-activated until the fluid pressure in the accumulator (102) is about equal to the predefined threshold level.

3. The method (200) as claimed in claim 1, wherein the controller (107) activates the one or more flow valves to direct the hydraulic fluid from the brake pump (110) to the accumulator (102) upon detection of ignition ON of the vehicle and determination of a disengaged state of a brake pedal (120) of the vehicle and the determination of the fluid pressure in the accumulator (102) below the predefined threshold level.

4. The method (200) as claimed in claim 3, wherein the activation of the one or more flow valves (112A-B) is in response to the determination of the disengaged state of the brake pedal (120) of the vehicle.

5. The method (200) as claimed in claim 4, comprises:
de-activating (208), by the controller (107) and upon detecting an engaged state of the brake pedal (120) of the vehicle, the charging of the accumulator (102).

6. The method (200) as claimed in claim 1, wherein the one or more flow valves (112A-B) comprises:
a first flow valve (112A) disposed in a first flow line (122) between the brake pump (110) and the hydro booster (104); and
a second flow valve (112B) disposed in a second flow line (128) between the accumulator (102) and the hydro booster (104),
wherein the first flow valve (112A) and the second flow valve (112B) are connected through a third flow line (126), and
wherein the hydro booster (104) is bypassed by opening the third flow line (126) to direct the hydraulic fluid from the brake pump (110) to the accumulator (102).

7. A system (100) for dynamically charging an accumulator (102) of a hydraulic brake system 101, the system (100) comprising:
a pressure sensor (124) configured to determine a fluid pressure in the accumulator (102); and
a controller (107) configured to:
activate, upon determining the fluid pressure in the accumulator below a predefined threshold level, one or more flow valves (112A-B) to direct a hydraulic fluid from a brake pump (110) directly to the accumulator (102) by bypassing a hydro booster (104) of the hydraulic brake system (101) in order to charge the accumulator (102).

8. The system (100) as claimed in claim 7, wherein the one or more flow valves (112A-B) comprises:
a first flow valve (112A) disposed in a first flow line (122) between the brake pump (110) and the hydro booster (104); and
a second flow valve (112B) disposed in a second flow line (128) between the accumulator (102) and the hydro booster (104),
wherein the first flow valve (112A) and the second flow valve (112B) are connected through a third flow line (126), and
wherein the hydro booster (104) is bypassed by activating the third flow line (126) to direct the hydraulic fluid from the brake pump (110) to the accumulator (102).

9. The system (100) as claimed in claim 7, wherein the fluid pressure in the accumulator (102) is determined in response to detection of an ignition ON of the vehicle,
wherein upon determining the fluid pressure in the accumulator (102) below the predefined pressure and the detection of the ignition ON, the controller (107) is configured to de-activate a drive mode of the vehicle when the vehicle is determined to be in an ignition OFF state for at least a first predefined time prior to the detection of the ignition ON, and
wherein the drive mode of the vehicle is de-activated until the fluid pressure in the accumulator (102) is about equal to the predefined threshold level.

10. A vehicle comprising:
a hydraulic brake system (101) comprising:
an accumulator (102); and
a pressure sensor (124) configured to determine a fluid pressure in the accumulator (102); and
a controller (107) configured to:
activate, upon detecting the fluid pressure in the accumulator below a predefined threshold level, one or more flow valves (112A-B) to direct a hydraulic fluid from a brake pump (110) directly to the accumulator (102) by bypassing a hydro booster (104) of the hydraulic brake system (101) in order to charge the accumulator (102).

11. The vehicle as claimed in claim 10, wherein the one or more flow valves (112A-B) comprises:
a first flow valve (112A) disposed in a first flow line (122) between the brake pump (110) and the hydro booster (104); and
a second flow valve (112B) disposed in a second flow line (128) between the accumulator (102) and the hydro booster (104),
wherein the first flow valve (112A) and the second flow valve (112B) are connected through a third flow line (126), and
wherein the hydro booster (104) is bypassed by activating the third flow line (126) to direct the hydraulic fluid from the brake pump (110) to the accumulator (102).