Description:TECHNICAL FIELD
[001] This disclosure relates generally to brake booster of vehicles, and more particularly to a system and a method for operating a vacuum brake booster in the vehicle.
BACKGROUND
[002] Vacuum braking system is utilized to assist a driver in applying brakes. To generate a required force, a vacuum pump or connection to the engine’s intake manifolds is used. A vacuum brake booster may increase the force that the driver applies to a brake pedal due to the vacuum pressure. The driver may apply the brakes in accordance with laden and unladen conditions of the vehicle. For example, when the vehicle is loaded, the driver may be required to apply the brake pedal substantially, and when the vehicle is unloaded, the driver may be required to apply the brakes partially. However, accidents may occur as a result of inconsistency of the driver when operating a heavy vehicle in both laden and unladen conditions. When the vehicle is in laden condition, it may be possible that the brakes may not be applied with their maximum potential, which may result in a crash scenario. The accidents may also occur when the vehicle is unloaded, and the driver applies the brakes substantially leading to flipping of the vehicle due to a sudden shift in a center of gravity of the vehicle.
[003] Therefore, to address these challenges, there is a requirement for an effective system and method that may be capable of operating the vacuum brake booster by continuously monitoring the requirement of the vacuum in the vacuum brake booster of the braking system.
SUMMARY
[004] In an embodiment, a system for operating a vacuum brake booster in a vehicle is disclosed. The system may include a vacuum pressure sensor configured to determine a current vacuum pressure in the vacuum brake booster of the vehicle. The system may further include a vacuum pressure modulator configured to modulate a vacuum pressure in the vacuum brake booster based on the current vacuum pressure and an input signal from a controller. In an embodiment, the input signal may be indicative of a desired vacuum pressure. The controller may be configured to generate the input signal based on an axle load at each axle of the vehicle.
[005] In another embodiment, a method of operating a vacuum brake booster in a vehicle is disclosed. The method may include determining, by a vacuum pressure sensor, a current vacuum pressure in the vacuum brake booster of the vehicle. The method may further include modulating, by a vacuum pressure modulator, a vacuum pressure in the vacuum brake booster based on the current vacuum pressure and an input signal from a controller. The input signal may be indicative of a desired vacuum pressure. The controller may be configured to generate the input signal based on an axle load at each axle of the vehicle.
[006] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.
BRIEF DESCRIPTION OF THE DRAWINGS
[007] 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.
[008] FIG. 1A illustrates a schematic block diagram of a system for operating a vacuum brake booster in a vehicle, in accordance with an embodiment of the present disclosure.
[009] FIG. 1B illustrates a schematic of a braking system of the vehicle, in accordance with an embodiment of the present disclosure.
[010] FIG. 2 is a detailed flow diagram of method for operating a vacuum brake booster in a vehicle, in accordance with an embodiment of the present disclosure.
[011] FIG. 3 is a flow diagram of a method of operating a vacuum brake booster in the 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 inclusions, 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. 1A - 3. It is to be noted that the system may be employed in any vehicle including, but not limited to, a passenger vehicle, a utility vehicle, a heavy commercial vehicle, and any other transportable machinery.
[015] As discussed earlier, the vacuum braking system may provide inconsistency to the driver in applying brakes while driving a vehicle, especially a heavy commercial vehicle. The inconsistency in brakes may result in potential crash events. For example, the heavy commercial vehicle may be in a laden condition and unladen condition. In the laden condition of the vehicle, the axle load may be greater than a threshold limit and the driver may be required to apply the brake pedal substantially or with full potential to reduce speed of the vehicle. Further, in the unladen condition of the vehicle, the axle load may be less than the threshold limit and driver may be required to apply brakes partially. Therefore, the driver may not be able to achieve the feel of consistency in braking while driving. Thus, the present disclosure ensures consistent braking experience to the driver whether the vehicle is transiting in laden condition or in unladen condition.
[016] Referring now to FIG. 1A, a schematic block diagram of a system 102 for operating a vacuum brake booster 106 in a vehicle 100 is illustrated, in accordance with an embodiment of the present disclosure. As will be appreciated, the system 102 may be employed in a braking system 104 of the vehicle 100. In particular, the system 102 may be employed in vacuum brake booster 106 line of the braking system 104. The vehicle 100 may be a heavy commercial vehicle utilized for transporting heavy loads. The vacuum brake booster 106 may be configured to amplify a force applied by a driver on the brake pedal (not shown in FIG. 1A). The braking system 102 may further include a master cylinder 112. The braking system 104 may be utilized by the driver when a speed of the vehicle 100 is required to be reduced or the vehicle is required to be stopped.
[017] The master cylinder 112 may utilize the amplified force and transfer the force to brake calipers (not shown) and brake pads (not shown) at each wheel of the vehicle 100. In particular, the master cylinder 112 pushes air through a vacuum brake booster 106 line and causes the brake calipers at each wheel to squeeze the brake pads. The braking system 104 may be operated when the driver applies a brake pedal (not shown in FIG. 1A).
[018] The system 102 may be electrically connected to an electronic control unit (ECU) 114 of the vehicle 100. By way of example, the ECU 114 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 100. In an embodiment, the ECU 114 may include a controller 116 and a memory 118. The memory 118 may store instructions that, when executed by the controller 116, cause the controller 116 to perform various operations in order to maintain a desired vacuum pressure in the vacuum brake booster 106 of the vehicle 100. The memory 118 may further store data (e.g., pre-calibrated vacuum pressure values) that may be required by the controller 116 to perform various operations in order to maintain the desired vacuum pressure in the vacuum brake booster 106 of the vehicle 100. The memory 118 may be a non-volatile memory or a volatile memory. Examples of non-volatile memory may comprise 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 comprise but are not limited to Dynamic Random Access Memory (DRAM), and Static Random-Access memory (SRAM).
[019] In an embodiment, the ECU 114 may be coupled to a load sensor 120A and a load sensor 120B that may be installed on each of the axle of the vehicle 100. For example, the load sensor 120A may be installed on the front axle 122 and the load sensor 120B may be installed on the rear axle 124 of the vehicle 100. The load sensor 120 may be, for example, but not be limited, to a LVDT sensor, that may be configured to measure an axle load on the front axle 122 and the rear axle 124. Further, the controller 116 may calculate an average of the measured axle load received from the load sensor 120A and the load sensor 120B to determine vacuum pressure requirement.
[020] The system 102 may include a vacuum pressure sensor 108 and a vacuum pressure modulator 110. The vacuum pressure sensor 108 may be installed in the vacuum brake booster 106. Additionally, the vacuum pressure modulator 110 may be installed between a vacuum source 126 and the vacuum brake booster 106. The vacuum pressure sensor 108 may be configured to measure an instantaneous vacuum pressure value in the vacuum brake booster 106. In an embodiment, the current vacuum pressure may be a negative pressure in the vacuum brake booster 106. Furthermore, the vacuum pressure modulator 110 may be configured to modulate a vacuum pressure in the vacuum brake booster 106 based on the current vacuum pressure and an input signal from the controller 116.
[021] In a more elaborative way, upon determining the axle load on the front axle 122 and the rear axle 124, the controller 116 coupled to the vacuum pressure sensor 108 of the system 102 may receive the instantaneous vacuum pressure value from the vacuum pressure sensor 108 to determine modulation requirement. Based on the modulation requirement, the controller 116 may generate an input signal for the modulation. In some embodiments, the controller 116 may be configured to generate the input signal based on speed of the vehicle 100. The input signal generated by the controller 116 may be indicative of a desired vacuum pressure value. Once the input signal is generated, the vacuum pressure modulator 110 may receive the input signal from the controller 116 to modulate a vacuum pressure in the vacuum brake booster 106.
[022] In some embodiments, to maintain the desired vacuum pressure in the vacuum brake booster 106, the controller 116 may determine a vacuum pressure value required to be maintained based on the axle load on the front axle 122 and the rear axle 124. The vacuum pressure modulator 110 may receive the required vacuum pressure value from the controller 116 and the instantaneous vacuum pressure value from the vacuum pressure sensor 108. Based on the instantaneous vacuum pressure value and the required vacuum pressure value, the vacuum pressure modulator 110 may modulate a vacuum pressure in the vacuum brake booster 106.
[023] To further elaborate, in order to modulate the vacuum pressure in the vacuum brake booster 106, the controller 116 may initially determine the axle load at each axle through the load sensor 120A and the load sensor 120B. The axle load may be determined when the vehicle speed is greater than a predefined speed limit i.e., 5 Km/h. It should be noted that the braking system 104 comes into play when the driver applies a brake by pressing the brake pedal. The amount of force required to be applied on the brake pedal to reduce the speed of the vehicle 100 may be dependent on laden and unladen condition of the vehicle 100. In the laden condition of the vehicle 100, due to need of high vacuum in the vacuum brake booster 106, less vacuum pressure is required to be maintained in the vacuum brake booster 106. Further, in the unladen condition, due to the need of low vacuum, higher vacuum pressure is required to be maintained in the vacuum brake booster 106, enabling the driver to apply brake pedal partially.
[024] By way of an example, during the running cycle of the vehicle 100 in the laden condition, the vehicle 100 may be loaded beyond its loading capacity and the requirement to press the brake pedal may be substantial (the brake pedal may be pressed fully). Accordingly, the load sensor (e.g., the load sensor 120A, and the load sensor 120B) may determine the axle load beyond the threshold limit. The threshold limit may be based on the maximum holding capacity of the vehicle 100. Further, the controller 116 may generate the input signal to perform modulation based on pre-calibrated vacuum pressure values obtained from the memory 118. The pre-calibrated vacuum pressure values may be in a form of a table defining desired vacuum pressure values corresponding to different ranges of the axle load. As will be appreciated, the table may be generated based on simulation data or historical data for different types of vehicle 100 and may then be fed to the memory 118. Further, the table may be updated from time to time during software updates of the ECU 114. The vacuum pressure sensor 108 coupled to the controller 116 may sense the instantaneous vacuum pressure value in the vacuum brake booster 106.
[025] The input signal may lead to actuation of the vacuum pressure modulator 110. The vacuum pressure modulator 110 may be configured to maintain the vacuum pressure at a desired vacuum pressure value during the running cycle of the vehicle 100. The vacuum pressure modulator 108 may modulate the vacuum pressure in the vacuum brake booster 106 based on the input signal and the instantaneous vacuum pressure value. The vacuum pressure modulator 106 may utilize a compressor (not shown) to control the vacuum pressure in the vacuum brake booster 106. As will be appreciated by the person skilled in the art that, in the laden condition, the desired vacuum required to be maintained in the vacuum brake booster 106 may be higher than that in the unladen condition (i.e., the desired vacuum pressure value may be lower than that in the unladen condition) in order to ensure that proper assistance to the driver is provided while applying force on the brake pedal.
[026] By way of another example, during the running cycle of the vehicle 100 in unladen condition, the pressure to be applied on the brake pedal may be partial by the driver. Based on the axle load at each axle of the vehicle 100, the input signal from the controller 116 may be generated. The input signal may lead to actuation of the vacuum pressure modulator 110. The vacuum pressure modulator 110 may modulate the vacuum pressure in the vacuum brake booster 106. The vacuum pressure modulator 110 may utilize the compressor to generate less vacuum pressure than the atmospheric pressure. As will be appreciated by the person skilled in the art that, in the unladen condition, the desired vacuum required to be maintained in the vacuum brake booster 106 may be lower than that in the laden condition. In other words, the desired vacuum pressure value may be higher than that in the laden condition. because .
[027] Referring now to a FIG. 1B a schematic of a braking system 104 of the vehicle is illustrated, in accordance with an embodiment of the present disclosure. FIG. 1B depicts the operation of the vacuum brake booster 106 in the braking system 104. The vacuum brake booster 106 may be coupled to a brake pedal 126 of the vehicle 100 via a push rod 128. The vacuum brake booster 106 may include a pressure chamber 130 and a vacuum chamber 132. The pressure chamber 130 may include atmospheric air that enters through a filter 134 and valves (not shown). The filter 134 allows the entry of clean atmospheric air into the pressure chamber 130. Further, the pressure chamber 130 and the vacuum chamber 132 may be separated by a diaphragm 136. The diaphragm 136 moves back and forth based on the axle load on the front axle 122 and the rear axle 124 and ensures airtight sealing.
[028] . The vacuum chamber 132 may be a brake booster chamber that may include constant vacuum pressure. The vacuum chamber 132 may further include a tension spring 136 that transfers the vacuum pressure to a master cylinder 112 based on the movement of the diaphragm 124. The vacuum chamber 132 may further include the vacuum pressure modulator 110 that may be connected to the vacuum source 126. The vacuum pressure modulator 110 may operate with manifold vacuum (below throttle blades) that offer more vacuum at idle, and proportionately changes (rises and falls) with an engine load.
[029] The vacuum chamber 132 may further include the vacuum pressure sensor 108 to measure the instantaneous vacuum pressure value in the vacuum brake booster 106, making sure that the vacuum pressure may be maintained in the vacuum brake booster 106. During the running cycle of the vehicle, the vacuum pressure may be reduced in the vacuum chamber 132 due to continuous driving (in laden and unladen condition of the vehicle 100). Therefore, for the safety reasons the desired vacuum pressure may be maintained by modulating the vacuum pressure through the compressor. The vacuum pressure modulator 110 may be connected to the compressor that pulls the atmospheric air to maintain the vacuum pressure in the vacuum brake booster 106.
[030] In an embodiment, during running cycle of the vehicle 100, the desired vacuum pressure may be maintained based on the axle load (e.g., based on the front axle 122 and the rear axle 124). The axle load at front axle may be determined by the load sensor 120A and the axle load at rear axle may be determined by the load sensor 120B. The axle load may be more when the vehicle 100 is in the laden condition. The axle load may be less when vehicle 100 is in the unladen condition.
[031] During the running cycle of the vehicle 100, when the vehicle 100 is in laden condition, the controller 116 may calculate axle load of the vehicle 100 by taking average of the axle load at front axle obtained from the load sensor 120A and axle load at rear axle obtained from the load sensor 120B. Based on the axle load at each axle, the controller 116 may generate an input signal.
[032] Based on input signal and the instantaneous vacuum pressure value in the vacuum brake booster 106, the vacuum pressure modulator 110 may modulate the vacuum pressure. The input signal indicates the desired vacuum pressure value required to be maintained in the vacuum chamber 132. The controller 116 may generate the input signal based on a pre-calibrated vacuum pressure values obtained from the memory 118. As discussed above, the pre-calibrated vacuum pressure values may be in form of a table defining desired vacuum pressure values corresponding to different ranges of the axle load. In an embodiment, the pre-calibrated vacuum pressure values may be based on historical data that relates to the requirement of vacuum pressure at particular axle load on the vehicle 100. Alternatively, the pre-calibrated vacuum pressure values may be based on simulation data that relates to the requirement of vacuum pressure at different axle loads on the vehicle 100. It should be noted the simulations itself may be performed based on historical data. The pre-calibrated vacuum pressure values may then be programmed into the ECU 114. In an embodiment, the pre-calibrated vacuum pressure values may be fed into the memory 118 of the ECU 114. For example, when the determined axle load is Y Kg, then the requirement of the vacuum pressure may be X Pa, then the vacuum modulator 110 may modulate the vacuum pressure at X Pa in order to provide the convenience in applying brake pedal 126 to the driver.
[033] In an exemplary embodiment, when the brake pedal 126 is pressed, the atmospheric pressure in the pressure chamber 130 may be increased as more air enters the pressure chamber 130. This increase in atmospheric pressure may move the diaphragm 136 in forward direction. The movement in the diaphragm 136 may push the tension springs 138 forward, as the vacuum pressure is decreased by the vacuum pressure modulator 110. Therefore, during the laden condition, the driver may be required to apply brakes partially rather than substantially, as the tension springs 138 are pressed due to less pressure generated (more vacuum modulated) by the vacuum pressure modulator 110.
[034] During the running cycle of the vehicle 100, when the vehicle 100 is in unladen condition, the vacuum chamber 132 may have maximum vacuum (e.g., low instantaneous vacuum pressure value). Based on the axle load on the front axle 122 and the rear axle 124 of the vehicle 100, the controller 116 may generate the input signal. The determined instantaneous vacuum pressure value and the axle load may be less in the unladen condition of the vehicle 100. The controller 116 may generate the input signal based on a pre-calibrated vacuum pressure values. In such embodiment, the controller 116 may generate the input that indicates the desired vacuum pressure value to be maintained in the vacuum brake booster 106 based on the pre-calibrated vacuum pressure values for the axle load in unladen condition.
[035] Further, the vacuum pressure modulator 110 may modulate the vacuum pressure in the vacuum brake booster 106 based on the input signal generated by the controller 116. In unladen condition, the compressor associated with the vacuum pressure modulator 110 may increase the vacuum pressure. Therefore, it is ensured that the diver have to apply brake pedal 126 partially. It should be noted that the vacuum pressure modulator 110 in the present disclosure may modulate the vacuum pressure in such a manner that the driver may feel consistency in applying brake pedal 126 either the vehicle 100 is in laden condition or the unladen condition. Thus, the comfort may be achieved in applying the brake pedal 102, the efficiency in the driving may be enhanced and the chances of the crash event may be reduced significantly, due to enhancement in efficiency of the braking system 104. The consistent vacuum pressure may be maintained when the vehicle 100 is in laden condition or unladen condition.
[036] In some embodiments, during the running cycle of the vehicle 100, the controller 116 may determine a failure of the vacuum pressure modulator 110. Upon detecting the failure, the controller 116 may enable a maximum vacuum pressure in the vacuum brake booster 106. Additionally, upon detecting the failure, the controller 116 may generate an error notification in order to trigger an alert. Further, the controller 116 may render the error notification to the user via one or more devices. The one or more devices may include, but not limited to, warning lights, an infotainment unit of the vehicle 100, an instrument cluster, and a mobile phone of the driver.
[037] Now referring to FIG. 2 a detailed flow diagram 200 of method for operating the vacuum pressure modulator 110 is illustrated, in accordance with an embodiment of the present disclosure. In order to maintain the desired vacuum pressure in the vacuum brake booster 106, initially, the controller 116 may determine a speed of the vehicle during a running cycle of a vehicle, at step 202. At step 204, if the speed of the vehicle 100 is found to be greater than a pre-defined speed (for example, 5 Km/hr). Further, at step 206, the controller 116 may measure an instantaneous vacuum pressure value in the vacuum brake booster 106 and determine a load present on each axle of the vehicle. The axle load may be determined by the load sensor 120A, 120B. The instantaneous vacuum pressure value may be measured by the vacuum pressure sensor 108.
[038] Further, at step 208, the controller 116 may determine a desired vacuum pressure value required to be maintained in the vacuum brake booster 106 based on the laden and unladen condition of the vehicle 100. For example, in the laden condition a higher vacuum is required to be maintained in the vacuum brake booster 106 (i.e., low desired vacuum pressure value is required to be maintained to provide convenience to the driver while applying brake pedal 126). Similarly, in the unladen condition, lower vacuum is required to be maintained in the vacuum brake booster 106 (i.e., higher desired vacuum pressure value is required to be maintained to allow the driver to apply brake pedal 126 partially).
[039] At step 210, the vacuum pressure modulator 110 may maintain the desired vacuum pressure value throughout the running cycle of the vehicle 100. The vacuum pressure may be maintained based on the determination of the axle load and instantaneous vacuum pressure value in the vacuum chamber 132 of the vacuum brake booster 106. The measurement of the instantaneous vacuum pressure value may be based on the laden condition and the unladen condition of the vehicle (already explained in FIG. 1A and 1B).
[040] At step 212, the controller 116 may determine if the vehicle 100 running cycle continued. Further, in case the running cycle of vehicle 100 is determined to be continued, then at step 214, the controller may determine a failure in the vacuum pressure modulator 110 of the vehicle 100. In case the vacuum pressure modulator 110 is determined to fail, at step 216, the controller 116 may enable maximum vacuum pressure in the vacuum brake booster 106. The maximum vacuum pressure means that the driver may be capable of applying brake pedal 126 slightly in order reduce the speed of the vehicle 100.
[041] Now referring to FIG. 3 a flow diagram 300 of method of operating the vacuum brake booster 106 in the vehicle 100 is illustrated, in accordance with an embodiment of the present disclosure. At step 302, an instantaneous vacuum pressure value may be measured in the vacuum brake booster of the vehicle. In some embodiments, the vacuum pressure sensor may be configured to measure the instantaneous vacuum pressure value in the vacuum brake booster of the vehicle.
[042] At step 304, a vacuum pressure in the vacuum brake booster 106 may be modulated based on the instantaneous vacuum pressure value and the input signal from the controller 116. In an embodiment, the input signal may be indicative of the desired vacuum pressure. Further, the controller 116 may be configured to generate the input signal based on an axle load in order to maintain the desired vacuum pressure in the vehicle 100.
[043] In some embodiments, the vacuum pressure modulator may maintain the vacuum pressure at the desired vacuum pressure value during a running cycle of the vehicle. The desired vacuum pressure may be maintained in order to provide the consistency to the driver while pressing the brake pedal 126 whether the vehicle 100 is in laden condition or in the unladen condition. In some embodiments, the controller may detect a failure of the vacuum pressure modulator. Upon detecting the failure, the controller 116 may enable a maximum vacuum pressure in the vacuum brake booster.
[044] In some embodiments, upon detecting the failure, the controller 116 may generate an error notification. The error notification may be rendered to the user via one or more devices to the user in order to alert the diver regarding the failure of the vacuum pressure modulator 110.
[045] As will be appreciated by those skilled in the art, the method and system described in the various embodiments discussed above are not routine, or conventional or well understood in the art. The method and system discussed above may provide several advantages. The system may seamlessly modulate the vacuum pressure in the vacuum chamber of the vacuum brake booster. The desired vacuum pressure value may be maintained in order to allow the driver to apply the brakes with same force on the brake pedals. The driver is required to apply the braking pedal partially whether the vehicle is in laden condition or unladen condition. This may lead to effective control of the driver over the vehicle. Further, the chances of the crash event due to application of unconscious braking of the vehicle may be prevented. It is also appreciated by those skilled in the art that, when the vehicle is in unladen condition, the vehicle may have higher chances of flipping due to moment of inertia. The flipping of the vehicle in the unladen condition may occur when the driver applies the brake pedal with full potential. Therefore, the present disclosure may prevent such a scenario by allowing the driver to apply the brake pedal partially, thus preventing any flipping of the vehicle.
[046] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
[047] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.” Ranges can be expressed herein as from “about” one particular value, and/or to “about” another particular value. When such a range is expressed, another aspect includes from the one particular value and/or to the other particular value. Similarly, when values are expressed as approximations, by use of the antecedent “about,” it will be understood that the particular value forms another aspect. It will be further understood that the endpoints of each of the ranges are significant both in relation to the other endpoint, and independently of the other endpoint.
[048] In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
[049] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
, Claims:I/We Claim:
1. A system (102) for operating a vacuum brake booster (106) in a vehicle (100), the system (102) comprising:
a vacuum pressure sensor (108) configured to measure an instantaneous vacuum pressure value in the vacuum brake booster (106) of the vehicle (100); and
a vacuum pressure modulator (110) configured to modulate a vacuum pressure in the vacuum brake booster (106) based on the instantaneous vacuum pressure value and an input signal from a controller (116), wherein the input signal is indicative of a desired vacuum pressure value, and wherein the controller (116) is configured to generate the input signal based on an axle load.

2. The system (102) as claimed in claim 1, wherein the vacuum pressure sensor (108) is installed in the vacuum brake booster (106), and wherein the vacuum pressure modulator (110) is installed between a vacuum source (126) and the vacuum brake booster (106).

3. The system (102) as claimed in claim 1, wherein the vacuum pressure modulator (110) is configured to maintain the vacuum pressure at the desired vacuum pressure value during a running cycle of the vehicle (100).

4. The system (102) as claimed in claim 1, wherein the controller (116) is configured to generate the input signal based on a pre-calibrated vacuum pressure values.

5. The system (102) as claimed in claim 1, wherein the controller (116) is configured to generate the input signal based on a speed of the vehicle (100).

6. The system (102) as claimed in claim 1, wherein the controller (116) is configured to determine the axle load based on a load at each axle (122, 124) of the vehicle (100), and wherein the controller (116) is configured to determine the load at each axle through a load sensor (120A. 120B).

7. A method (300) of operating a vacuum brake booster (106) in a vehicle (100), the method (300) comprising:
measuring (302), by a vacuum pressure sensor (108), an instantaneous vacuum pressure value in the vacuum brake booster (106) of the vehicle (100); and
modulating (304), by a vacuum pressure modulator (110), a vacuum pressure in the vacuum brake booster (106) based on the instantaneous vacuum pressure value and an input signal from a controller (116), wherein the input signal is indicative of a desired vacuum pressure value, and wherein the controller (116) is configured to generate the input signal based on an axle load.

8. The method (300) as claimed in claim 7, comprising:
maintaining, by the vacuum pressure modulator (110), the vacuum pressure at the desired vacuum pressure value during a running cycle of the vehicle (100).

9. The method (300) as claimed in claim 7, wherein the controller (116) is configured to generate the input signal based on a pre-calibrated vacuum pressure values.

10. The method (300) as claimed in claim 7, comprising:
detecting, by the controller (116), a failure of the vacuum pressure modulator (110); and
enabling, by the controller (116) and upon detecting the failure, a maximum vacuum pressure in the vacuum brake booster (106).

11. The method (300) as claimed in claim 10, comprising:
generating, by the controller (116) and upon detecting the failure, an error notification; and
rendering, by the controller (116), the error notification to the user via one or more devices.

12. The method (300) as claimed in claim 7, wherein the controller (116) is configured to generate the input signal based on a speed of the vehicle (100).

13. A vehicle (100), comprising:
a vacuum pressure sensor (108) configured to measure an instantaneous vacuum pressure value in a vacuum brake booster (106) of the vehicle (100); and
a vacuum pressure modulator (110) configured to modulate a vacuum pressure in the vacuum brake booster (106) based on the instantaneous vacuum pressure value and an input signal from a controller (116), wherein the input signal is indicative of a desired vacuum pressure value, and wherein the controller (116) is configured to generate the input signal based on an axle load.