Description:FIELD OF THE INVENTION
[001] Present invention relates a system and a method for operating a braking unit in a vehicle.

BACKGROUND OF THE INVENTION
[002] Accidents on roads are generally associated with negligence in the part of a user of a vehicle. The negligence of the user may involve factors such as driving the vehicle at extremely high speeds, negligent to traffic signals and the like. However, in recent past, it has been observed that one of the factors for occurrence of accidents can be an inefficient braking from the user. Engagement of a braking system at the right time and at the right amount, will enable the vehicle to be more manoeuvrable and safer to handle.
[003] In conventional braking systems front and rear brakes are commonly operated by the user based on his/her driving experience. An ABS unit may also be provided in the braking system, which comes into play to improve braking during engagement of the braking system by the user. Accordingly, the conventional braking systems operate based on the input received from the user alone, and thus do not consider vehicular and environmental factors surrounding the vehicle.
[004] Further, there are users that prefer operation of front brakes predominantly over rear brakes and vice versa, upon engagement of the braking system. Such a behaviour may not always be appropriate for all conditions. Factors such as distance to object in front of and/or rear of the vehicle, operating parameters of the vehicle, health of brake pads and the like are also to be taken into consideration. However, the conventional braking systems are incapable of considering these factors for effective and efficient braking of the vehicle.
[005] In view of the above, there is a need for a system and a method for operating braking unit in a vehicle that addresses at least some of the limitations mentioned above.

SUMMARY OF THE INVENTION
[006] In one aspect, a system for operating a braking unit in a vehicle is disclosed. The system comprises a control unit disposed in the vehicle. The control unit is configured to determine, one or more vehicle operating parameters based on information from one or more sensors disposed in the vehicle. Parameters pertaining to one or more objects surrounding the vehicle and a road condition based on information from one or more sensing units are then determined by the control unit. Thereafter, the control unit is adapted to determine a braking force based on at least one of the one or more vehicle operating parameters, parameters pertaining to the one or more objects and the road condition. A braking unit is then operated corresponding to the determined braking force for decelerating the vehicle.
[007] In an embodiment, the control unit is adapted to operate the braking unit upon determining an engaged condition of the braking unit by a user of the vehicle.
[008] In an embodiment, the control unit is adapted to determine a risk level of collision of the vehicle with the one or more objects based on the one or more vehicle operating parameters, parameters pertaining to one or more objects and the road condition. The risk level of collision is one of a low risk level, a moderate risk level and a high risk level.
[009] In an embodiment, the control unit is adapted to determine the braking force based on the risk level of collision between the one or more objects and the vehicle.
[010] In an embodiment, the control unit is electrically coupled to an alerting device. The control unit is adapted to operate the alerting device upon determining the risk level of collision to be the high risk level to one of alert a user of the vehicle and prompt a user of the vehicle to take control actions for controlling the vehicle. The alert is at least one of a visual alert, an audible alert and a haptic alert, while the prompt comprises at least one of a downshifting of a gear, releasing a throttle member and disengaging a clutch.
[011] In an embodiment, the braking unit is a regenerative braking unit. The control unit is adapted to operate the regenerative braking unit to harness energy during application of braking force for decelerating the vehicle.
[012] In an embodiment, the one or more vehicle operating parameters comprises at least one of a weight of the vehicle, a speed of the vehicle, a lean angle of the vehicle and a traction of a tyre provided on each of the one or more wheels. The parameters pertaining to the one or more objects comprises at least one of a distance of the one or more objects from the vehicle, a relative speed of the one or more objects from the vehicle and a trajectory of the one or more objects. The road condition comprises one of a dry surface condition, a wet surface condition, an icy surface condition, a surface friction on a road surface, a weather condition and visibility of the road surface.
[013] In an embodiment, the control unit is adapted to evaluate a weight distribution in the vehicle during operation of the braking unit. The control unit is adapted to adjust the braking force between one or more front wheels and one or more rear wheels corresponding to the weight distribution.
[014] In another aspect, a method for operating the braking unit in the vehicle is disclosed. The method comprises determining by the control unit one or more vehicle operating parameters based on information from one or more sensors disposed in the vehicle. Parameters pertaining to the one or more objects surrounding the vehicle and the road condition based on information from one or more sensing units are then determined by the control unit. Thereafter, the control unit is adapted to determine the braking force based on the at least one of the one or more vehicle operating parameters, parameters pertaining to the one or more objects and the road condition. The braking unit is then operated corresponding to the determined braking force for decelerating the vehicle.

BRIEF DESCRIPTION OF ACCOMAPANYING DRAWINGS
[015] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 is a block diagram of a system for operating a braking unit in a vehicle, in accordance with an exemplary embodiment of the present invention.
Figure 2 is a flow diagram of a method for operating the braking unit in the vehicle, in accordance with an exemplary embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
[016] Present invention relates a system and a method for operating a braking unit in a vehicle. The system comprises a control unit that is disposed in the vehicle, and is adapted to determine one or more vehicle operating parameters based on information from the one or more sensors. Subsequently, the control unit determines parameters pertaining to one or more objects surrounding the vehicle, and a road condition based on information from one or more sensing units. A braking force is then determined by the control unit based on the one or more parameters, parameters pertaining to the one or more objects and the road condition. A braking unit is then operated by the control unit corresponding to the determined braking force for decelerating the vehicle. The system and the method ensure that safety for occupants in the vehicle is improved. Also, awareness of a user of the vehicle is enhanced, while ensuring manoeuvrability and comfort to the user. Further, as the system enhances the overall performance of the vehicle.
[017] Figure 1 is a block diagram of a system 100 for operating a braking unit 102 in a vehicle, in accordance with an exemplary embodiment of the present invention. The system 100 may be disposed in the vehicle (not shown) for operating the braking unit 102. The vehicle in the context of the present invention can be a one-wheeled vehicle, a two-wheeled vehicle or any multi-wheeled vehicle. As an example, the vehicle is considered as the two-wheeled vehicle in the present invention. Accordingly, it is imperative that the same should not be considered as a limitation within the scope of the present invention.
[018] In an embodiment, the vehicle comprises a front wheel (not shown) mounted on a front axle (not shown) and a rear wheel (not shown) mounted on a rear axle (not shown). The front wheel may be connected to a front suspension assembly (not shown), that in-turn is connected to a triple clamp (not shown) or an upper bracket (not shown) mounted to a headtube (not shown) of a frame assembly (not shown). The front suspension assembly is also connected to a steering shaft (not shown) disposed in the headtube. The steering shaft may in-turn be connected to a steering unit such as a handlebar (not shown) of the vehicle. Accordingly, actuation of the handlebar correspondingly operates the front wheel for manoeuvring the vehicle. The vehicle is also provided with a prime mover (not shown) such as an Internal Combustion (IC) engine or an electric motor. The prime mover is adapted to provide motive force required for movement and operation of the vehicle. The prime mover may be coupled to at least one of the front wheel and the rear wheel through a transmission unit (not shown) for providing the motive force required for movement of the vehicle.
[019] Further, the front wheel may be connected to a front braking unit (not shown), while the rear wheel is connected to a rear braking unit (not shown). Each of the front braking unit and the rear braking unit may be one of a disc-brake unit or a drum-brake type. A disc (not shown) mounted to the front axle and the rear axle, acts as a braking surface, if the front braking unit and the rear braking unit are disc-brake units. A drum (not shown) is mounted to the front axle and the rear axle, if the front braking unit and the rear braking unit are drum-brake units. An inner surface (not shown) of the drum acts as the braking surface. Accordingly, based on the type of braking units provided to the front wheel and the rear wheel, brake pads are provided. The braking unit 102 comprising the front braking unit and the rear braking unit is communicably coupled to the system 100. The system 100 controls operation of the braking unit 102 to apply optimum braking force for decelerating the vehicle, based on surroundings of the vehicle.
[020] In an embodiment, the front braking unit and the rear braking unit are coupled to a brake lever (not shown). The brake lever is operable between an engaged position and a disengaged position by the user. The brake lever in the engaged position is adapted to engage the brake pads to the brake surface of the front braking unit and/or the rear braking unit. In an embodiment, the brake lever may comprise a front brake lever and a rear brake lever. The front brake lever is coupled to the front braking unit, and positioned adjacent to the steering unit of the vehicle. Accordingly, actuation of the front brake lever correspondingly actuates the front braking unit or the front brake pads to engage with the braking surface (i.e. disc), thereby decelerating the vehicle. The rear brake lever is coupled to the rear braking unit and positioned adjacent to a right foot peg (not shown) or a left foot peg (not shown) of the vehicle. Accordingly, actuation of the rear brake lever correspondingly actuates the rear braking unit or the rear brake pads to engage with the braking surface (i.e. disc), thereby decelerating the vehicle.
[021] In an embodiment, the front braking unit and/or the rear braking unit may be provided with an Anti-lock Braking System (ABS) unit. The ABS unit is coupled to the brake lever, i.e. the front brake lever and/or the rear brake lever. The ABS unit is adapted to control engagement of the brake pads with the braking surface corresponding to actuation of the brake lever, thereby preventing locking of the front wheel and/or the rear wheel.
[022] In an embodiment, the braking unit 102 is also communicably coupled to an energy recovery unit such as an Integrated-Starter Generator (ISG) unit disposed in the vehicle. The energy recovery unit is coupled to the prime mover and a battery pack of the vehicle. In an embodiment, the energy recovery unit is coupled to a crankshaft of the IC engine and the battery pack. The energy recovery unit is adapted to utilise kinetic energy of the front wheel and/or rear wheel for generating electric current, during braking. In an embodiment, the energy recovery unit is adapted to rotate the electric motor or a motor in the ISG unit in a direction opposite to that of the direction used for moving the vehicle, for generating the electric current during braking. The energy recovery unit is connected to the battery pack of the vehicle. Accordingly, the electric current generated is routed to the battery pack for charging or storing, which can be subsequently used on demand.
[023] Further, the system 100 comprises one or more sensors 106 disposed in the vehicle. The one or more sensors 106 are adapted to procure information pertaining to one or more vehicle operating parameters. In an embodiment, the term “vehicle operating parameters” corresponds to measurable characteristics that indicate state and performance of the vehicle during operation or movement. For instance, the “vehicle operating parameters” may comprise at least one of a speed of the vehicle, an operating speed of the prime mover, a throttle position of a throttle member (not shown) of the vehicle, an actuation of a brake lever (not shown), a traction of the front wheel and/or the rear wheel, a steering angle of the steering unit, a weight distribution in the vehicle, and the like. In an embodiment, the one or more sensors 106 comprises an RPM sensor 106a, a vehicle speed sensor 106a, a steering angle sensor 106c, a traction control sensor 106d, a throttle position sensor 106e, a brake position sensor 106f, a load sensor 106g and a roll angle sensor 106h.
[024] In an embodiment, the RPM sensor 106a is coupled to a crankshaft of the IC engine or to a motor shaft of the electric motor. The RPM sensor 106a is adapted to procure information pertaining to the operating speed of the prime mover of the vehicle. The information pertaining to the operating speed of the prime mover pertains to a frequency or a rate of rotation of the crankshaft of the IC engine or the motor shaft of the electric motor. In an embodiment, the RPM sensor 106a may be one of a Hall effect sensor, a variable reluctance sensor, and the like.
[025] In an embodiment, the vehicle speed sensor 106b is coupled to the front wheel or the rear wheel of the vehicle. The vehicle speed sensor 106b is adapted to procure information pertaining to the speed of the vehicle. The information pertaining to the speed of the vehicle pertains to a frequency or rate of rotation (i.e. rotations per minute or RPM) of the front wheel and/or the rear wheel. In an embodiment, the vehicle speed sensor 106b may be one of a Hall effect sensor, an inductive sensor, and the like.
[026] In an embodiment, the steering angle sensor 106c is coupled to a steering unit (not shown) of the vehicle. The steering angle sensor 106c is configured to procure steering angle data of the vehicle. The steering angle data is indicative of a direction and/or a rotation angle of the steering unit, with respect to a central axis (not shown) of the steering unit. In one embodiment, the steering angle sensor 106c may be one of a potentiometer, an inertial motion unit sensor, a gyroscope, and the like.
[027] In an embodiment, the traction control sensor 106d is mounted to each of the front wheel and the rear wheel of the vehicle. The traction control sensor 106d is configured to procure information pertaining to traction of the front wheel and the rear wheel on a road surface. In an embodiment, the traction control sensor 106d is adapted to procure information pertaining to mismatch (i.e. wheel spin) of speed of rotation of the front wheel with respect to the rear wheel. In an embodiment, the traction control sensor 106d may be one of a Hall effect sensor, an inductive sensor, and the like.
[028] In an embodiment, the throttle position sensor 106e is mounted to a throttle body (not shown) of the prime mover being the IC engine. The throttle body is typically a throttle valve such as a butterfly valve located between an air intake filter and an air intake manifold. The throttle body regulates an amount of air intake into the IC engine based on an input from the rider obtained through an accelerator pedal (not shown) of the vehicle. The throttle position sensor 106e is adapted to procure information pertaining to a throttle position of the throttle body in the vehicle. The term “throttle position” may be defined as a degree of opening of the throttle body. In an embodiment, the throttle position sensor 106e may be a potentiometer-based sensor, a Hall effect sensor, and the like. In an embodiment, the throttle position sensor 106e may be connected to the accelerator pedal and determines the degree of actuation of the accelerator pedal by the rider for enabling supply of electric current from a battery pack (not shown) to the electric motor. The throttle position sensor 106e is adapted to procure information pertaining to actuation of the throttle member. As such, the throttle position sensor 106e is adapted to procure information pertaining to percentage of the throttle opening of the throttle member.
[029] In an embodiment, the brake position sensor 106f is coupled to the brake lever of the vehicle. The brake position sensor 106f is coupled to the front brake lever and/or rear brake lever. The brake position sensor 106f is adapted to procure information pertaining to actuation of the brake lever i.e. front brake lever and/or the rear brake lever by the user. The term “actuation” in the present context may mean the extent of actuation of the brake lever or degree of actuation of the brake lever by the user. In an embodiment, the brake position sensor 106f may be one of a potentiometer-based sensor, a magneto-resistive sensor and the like.
[030] In an embodiment, the load sensor 106g is disposed on each of the front wheel and the rear wheel of the vehicle. The load sensor 106g is configured to procure information pertaining to a load or a weight acting on each of the front wheel and the rear wheel of the vehicle during riding conditions of the vehicle. In other words, the load sensor 106g is configured to procure information pertaining to the weight acting on the front wheel and the rear wheel during braking of the vehicle or during acceleration of the vehicle and the like. In an embodiment, the load sensor 106g may be one of a strain-gauge or a load cell and the like.
[031] In an embodiment, the roll angle sensor 106h is mounted on a frame member of the vehicle. The roll angle sensor 106h is configured to procure information pertaining to a lean angle of the vehicle based on an inclination of the vehicle with respect to a vertical axis (not shown), wherein the vertical axis corresponds to an axis about a top-down direction of the vehicle. As such, the roll angle sensor 106h is adapted to procure information pertaining to inclination or lean angle of the vehicle on a left-side or a right-side about the vertical axis. The roll angle data is indicative of a roll or inclination or lean angle of the vehicle about the vertical axis. In one embodiment, the roll angle sensor 106h may be one of an ultrasonic sensor, an inertial motion unit sensor, and the like.
[032] Further, the system 100 comprises a sensing unit 108 mounted on the vehicle. The sensing unit 108 is configured to procure information pertaining to one or more objects surrounding the vehicle. In one embodiment, the sensing unit 108 views in at least one of forward, rearward, left, and right directions of the vehicle for procuring information pertaining to the one or more objects surrounding the vehicle.
[033] The sensing unit 108 comprises at least one of a Range Detection and Ranging (RADAR) unit 108a, one or more image sensors 108b, a Light Detection and Ranging (LIDAR) unit 108c, one or more ultrasonic sensors 108d and one or more proximity sensors 108e. The RADAR unit 108a is configured to procure radar information pertaining to the surroundings of the vehicle. The radar information corresponds to distance, angle, and radial velocity of the one or more objects in the surroundings of the vehicle. The LIDAR unit 108b is configured to procure surface information pertaining to the surroundings of the vehicle. The surface information corresponds to a three-dimensional model of the surroundings of the vehicle. The one or more image sensors 108c are configured to procure image information pertaining to the surroundings of the vehicle. The image information corresponds to visual data of the surroundings of the vehicle.
[034] The one or more ultrasonic sensors 108d are configured to procure distance information pertaining to a distance between the vehicle and the surroundings. The one or more proximity sensors 108e are configured to generate obstacle distance information pertaining to a proximity of the vehicle from obstacles in the surroundings. In one example, the proximity sensors 108e may be one of infrared sensors, laser sensors, and the like.
[035] In an embodiment, the parameters pertaining to the one or more objects surrounding the vehicle comprises at least one of the radar information, the image information, the surface information, the distance information, and the obstacle distance information. In an embodiment, the RADAR unit 108a, the one or more image sensors 108b, the LiDAR unit 108c, the one or more ultrasonic sensors 108d, and the one or more proximity sensors 108e are mounted in at least one of forward, rearward, left, and right portions of the vehicle, as per requirement. Accordingly, the RADAR unit 108a, the one or more image sensors 108b, the LiDAR unit 108c, the one or more ultrasonic sensors 108d, and the one or more proximity sensors 108e procure information in at least one of forward, rearward, left, and right directions of the vehicle.
[036] Further, the system 100 comprises a control unit 104 that is disposed in the vehicle and is communicably coupled to each of the one or more sensors 106. In an embodiment, the control unit 104 is communicably coupled to each of the one or more sensors 106 using conducting wires or through wireless communication techniques known in the art. The control unit 104 is configured to receive information pertaining to the one or more vehicle operating parameters from the one or more sensors 106. Basis the information received from the one or more sensors 106, the control unit 104 is adapted to determine the one or more vehicle operating parameters. The control unit 104 is configured to employ one or more computing techniques known in the art for determining the one or more vehicle operating parameters based on the information received from the one or more sensors 106. In an embodiment, the control unit 104 can be a Vehicle Control Unit (VCU) of the vehicle. In another embodiment, the control unit 104 may be disposed in an instrument cluster (not shown) of the vehicle.
[037] The control unit 104 on receiving the information (i.e., frequency of rotation of the crankshaft or motor shaft) from the RPM sensor 106a, determines the operating speed of the prime mover. The control unit 104 on receiving the information pertaining to the speed of the vehicle (i.e. rate of rotation of the front wheel and/or the rear wheel) from the vehicle speed sensor 106b, determines the speed of the vehicle. The control unit 104 on receiving information pertaining to the steering angle of the steering unit from the steering angle sensor 106c, determines the steering angle of the steering unit. In an embodiment, the control unit 104 on receiving information pertaining to the wheel spin or wheel slip between the front wheel and the rear wheel from the traction control sensor 106d, determines the traction of the wheels (or tyre) of the vehicle. In an embodiment, the control unit 104 on receiving the information pertaining to the throttle position from the throttle position sensor 106e, determines the throttle position of the throttle member or degree of actuation of the throttle member. In an embodiment, the control unit 104 on receiving the information pertaining to activation of the brake lever (i.e., an extent of displacement of the brake lever from its original position by the rider) from the brake position sensor 106f, determines the extend of actuation of the brake lever by the user. In an embodiment, the control unit 104 on receiving information pertaining to the weight on the front wheel and the rear wheel during movement of the vehicle from the load sensor 106g, determines a weight distribution in the vehicle during movement. In an embodiment, the control unit 104 on receiving information pertaining to the inclination of the vehicle with respect to the vertical axis from the roll angle sensor 106h, determines the lean angle or inclination of the vehicle with respect to the vertical axis.
[038] The control unit 104 is configured to receive the information pertaining to the one or more objects surrounding the vehicle from the sensing unit 108. The control unit 104 is configured to determine parameters pertaining to the one or more objects based on the information from the sensing unit 108. The one or more objects includes vehicles, one or more individuals, a wall and the like.
[039] In an embodiment, the control unit 104 is adapted to execute one or more computer vision techniques or suitable computing techniques required for detecting the one or more objects in the surroundings of the vehicle. The control unit 104 may associate the surface information corresponding to the three-dimensional model of the surroundings to attributes like color or reflectivity. As a result, a collection of three-dimensional points in the three-dimensional model representing surfaces and the one or more objects in the surroundings is determined by the control unit 104. The control unit 104 is configured to integrate the three-dimensional model pertaining to the surroundings with the distance information of the objects from the vehicle, a speed of movement of the objects, a relative speed between the vehicle and the object, a trajectory of the objects and the like. The control unit 104 is configured to update information pertaining to the one or more objects present in the surroundings of the vehicle in real-time. In an embodiment, the control unit 104 is adapted to determine trajectory of the objects based on their current position, speed and direction of movement.
[040] Further, the control unit 104 is also adapted to determine a road condition based on the information received from the sensing unit 108, which can be the one or more image sensors 108b. The control unit 104 is adapted to determine the road condition to be one of a dry surface condition, a wet surface condition, an icy surface condition, a surface friction on a road surface, a weather condition and visibility of the road surface. As an example, when the information from the image sensor 108b comprises a reflectivity below a threshold, the front suspension assembly and a rear suspension assembly are relatively at ease and the weather is determined to be sunny, the control unit 104 may comprehend the information as minimal moisture on the road surface and accordingly determine the road condition to be the dry surface condition. In an embodiment, the control unit 104 is adapted to determine the road condition based on the one or more computing techniques known in the art.
[041] The control unit 104 is also communicably coupled to a storage unit 112 through conventional wired or wireless techniques known in the art. The control unit 104 is adapted to store the information received from the one or more sensors 106, the sensing unit 108 and the information processed by the control unit 104 in the storage unit 112. The storage unit 112 also stores information required by the control unit 104 for computing the parameters pertaining to the one or more objects, the vehicle operating parameters and the like. In an embodiment, the storage unit 112 may be a cloud based storage unit.
[042] Further, the control unit 104 is communicably coupled to the braking unit 102 through conventional wired or wireless techniques known in the art. The control unit 104 based on the vehicle operating parameters, parameters pertaining to the one or more objects and the road condition is adapted to determine a braking force required for decelerating the vehicle. Based on the determined braking force, the braking unit 102 is operated for controlling deceleration of the vehicle. In an embodiment, the control unit 104 is adapted to operate the braking unit 102 automatically based on the determined vehicle operating parameters, parameters pertaining to the one or more objects and the road condition. In an embodiment, the control unit 104 is adapted to operate the front braking unit and/or the rear braking unit for controlling deceleration of the vehicle based on the driving environment.
[043] In an embodiment, the control unit 104 may operate the braking unit 102 through the ABS unit that is installed in the vehicle. Alternatively, the braking unit 102 may be directly connected to the brake pads through an actuation device (not shown), such as a motor or any suitably force transfer mechanism. Accordingly, the control unit 104 is adapted to control actuation of the braking unit 102 through the actuation device for controlling deceleration of the vehicle.
[044] In an embodiment, the control unit 104 is adapted to operate the braking unit 102 upon determining the engaged condition of the braking unit 102 by the user. In other words, the control unit 104 is adapted to operate the braking unit 102 upon determining the engaged condition of the brake lever by the user. Upon determining the engaged condition of the brake lever, the control unit 104 is adapted to monitor the vehicle operating parameters, parameters pertaining to the one or more objects and the road condition and correspondingly operate the braking unit 102 for decelerating the vehicle. In an embodiment, the control unit 104 is adapted to determine engaged condition of the brake lever of the front brake lever and/or rear brake lever is engaged by the user.
[045] The control unit 104 is also adapted to assess a risk level of collision of the vehicle with the one or more objects based on the vehicle operating parameters, parameters pertaining to the one or more objects and the road condition. The control unit 104 based on the vehicle operating parameters, parameters pertaining to the one or more objects and the road condition assesses the driving environment of the vehicle. The term “driving environment” corresponds to factors such as speed of the vehicle, the weight distribution in the vehicle, the lean angle of the vehicle, the traction of the tyres, surface condition of the road, surface friction, weather conditions and visibility of the road surface. Accordingly, the control unit 104 is adapted to determine the risk level of collision with the one or more objects as one of a low risk level, a moderate risk level and a high risk level. Corresponding to the risk level, the control unit 104 is adapted to determine the braking force required for decelerate the vehicle for avoiding the collision. In an embodiment, the control unit 104 determines the intensity of braking to be a low intensity for the low risk level of collision, a moderate intensity for the moderate risk level of collision and a high intensity for the high risk level collision.
[046] In an embodiment, the control unit 104 is adapted to determine the risk level to be the low risk level, when the system 100 is capable of mitigating the risk of collision entirely. As an example, if the vehicle is travelling at 80 kmph on a tarmac road surface (or dry road condition) with sunny weather conditions and an object is detected in front of the vehicle at 100 meters, the control unit 104 accordingly determines the risk level of collision to be the low risk level. The control unit 104 determines the risk level to be low since the vehicle can decelerate in time for avoiding the collision. Accordingly, the control unit 104 determines or computes a low intensity braking force, such as deceleration of 1 kmph per second, for a gradual deceleration of the vehicle. The control unit 104 operates the braking unit 102 to achieve deceleration by 1 kmph per second.
[047] In an embodiment, the control unit 104 is adapted to determine the risk level to be the moderate risk level, when the system 100 is capable of mitigating the risk of collision basis manoeuvrability and/or a moderately hard braking than the braking carried out in low risk level scenarios. As an example, if the vehicle is travelling at 80 kmph on a tarmac road surface (or dry road condition) with sunny weather conditions and an object is detected in front of the vehicle at 50 meters that is moving towards the line which the vehicle is moving on, the control unit 104 determines the risk level of collision to be the moderate risk level. Accordingly, the control unit 104 determines or computes a moderate intensity braking force, such as deceleration of 2 kmph per second, for deceleration of the vehicle. The control unit 104 operates the braking unit 102 to achieve deceleration by 2 kmph per second. Thus, the system 100 operates the braking unit 102 based on assessment of collision risk and a safety margin, thereby enhancing vehicle safety by enabling the user to manoeuvre the vehicle for avoiding the collision.
[048] In an embodiment, the control unit 104 is adapted to determine the risk level to be the high risk level, when the system 100 is capable of narrowly mitigating the risk of collision basis manoeuvrability by the user or by hard deceleration of the vehicle as compared to that of the moderate risk level scenario. As an example, if the vehicle is travelling at 80 kmph on a wet road surface with rainy weather conditions and an object is detected in front of the vehicle at 25 meters that is moving towards the line which the vehicle is moving on. The control unit 104 determines the risk level of collision to be the high risk level. Accordingly, the control unit 104 determines or computes a high intensity braking force, such as deceleration of 4 kmph per second, for a abrupt deceleration of the vehicle. The control unit 104 operates the braking unit 102 to achieve deceleration by 4 kmph per second.
[049] In an embodiment, control unit 104 is adapted to enable regenerative braking of the braking unit 102, when low or moderate intensity braking is carried out for decelerating the vehicle. Thus, enable the system 100 to harness energy while braking, thereby enhancing the overall range or mileage of the vehicle.
[050] In an embodiment, the control unit 104 is configured to determine the weight distribution of the vehicle during actuation of the braking unit 102. Based on the weight distribution between the front wheel and the rear wheel of the vehicle, the control unit 104 is adapted to adjust the braking force suitably for ensuring stability in the vehicle during deceleration. As an example, if the weight distribution between the front wheel and the rear wheel is 52:48 during vehicle movement, and the weight distribution changes to 60:40 upon actuation of the braking unit 102, the control unit 104 is configured to adjust the braking force by reducing the braking force to the front wheel and increasing the braking force to the rear wheel. Such an adjustment prevents tipping or imbalance in the vehicle, thereby ensuring safety. In an embodiment, the control unit 104 also considers the lean angle of the vehicle while adjusting the braking force to be applied on the braking unit 102.
[051] The control unit 104 further is electrically coupled to an alerting device 110. The control unit 104 is configured to operate the alerting device 110, upon determining the risk level of collision to be the high risk level. The alert is provided in order to alert the user of the vehicle the impending risk, and/or prompt the user to take necessary control actions for controlling the vehicle to safety. As mentioned in the previous example for determining high risk of collision, the control unit may prompt the user to downshifting of a gear, releasing the throttle member and disengaging a clutch. The alerting device 110 maybe a display device (not shown) for providing a visual alert or visual prompt to the user. The alerting device 110 may also be an audible device (not shown) for providing an audible alert or audible prompt to the user. The alerting device 110 may also be a haptic device (not shown) for providing a haptic alert or haptic prompt to the user.
[052] In an embodiment, the alerting device 110 is provided in the instrument cluster of the vehicle. In an embodiment, an icon such as a gear-down icon may be illuminated in the instrument cluster for alerting or prompting the user to shift down the gear. Accordingly, other icons or visual signs or auditory signs or haptic signs can be provided for alerting or prompting the user for taking the necessary control actions.
[053] In an embodiment, the control unit 104 is embodied as a multi-core processor, a single core processor, or a combination of one or more multi-core processors and one or more single core processors. For example, the control unit 104 is embodied as one or more of various processing devices, such as a coprocessor, a microprocessor, a controller, a digital signal processor (DSP), a processing circuitry with or without an accompanying DSP, or various other processing devices including integrated circuits such as, for example, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a microcontroller unit (MCU), a hardware accelerator, a special-purpose computer chip, or the like. In another embodiment, the control unit 104 is configured to execute hard-coded functionality.
[054] Figure 2 is a flow diagram of a method 200 for controlling operation of the braking unit 102, in accordance with an exemplary embodiment of the present invention. The method 200 is executed by the system, such as the system 100 as disclosed in description pertaining to Figure 1.
[055] At step 202, the control unit 104 is adapted to determine the one or more vehicle operating parameters. The control unit 104 determines the one or more vehicle operating parameters based on the information received from the one or more sensors 106.
[056] At step 204, the control unit 104 is adapted to determine the parameters pertaining to the one or more objects surrounding the vehicle and the road condition. The control unit 104 determines the parameters pertaining to the one or more objects surrounding the vehicle and the road condition based on information received from the sensing unit 108.
[057] At step 206, the control unit 104 determines the braking force required for decelerating the vehicle based on at least one of the one or more vehicle operating parameters, parameters pertaining to the one or more objects and the road condition. The control unit 104 also considers the factors such as the risk level of collision, harnessing the energy, weight distribution in the vehicle, lean angle, safety margin and the like for determining the braking force.
[058] At step 208, the control unit 104 is adapted to operate the braking unit 102 for decelerating the vehicle based on the determined braking force. Accordingly, based on at least one of the one or more vehicle operating parameters, parameters pertaining to the one or more objects and the road condition, the control unit 104 operates the braking unit 102, thereby ensuring safety of the vehicle, easing drivability and comfort to the user.
[059] The claimed invention as disclosed above is not routine, conventional, or well understood in the art, as the claimed aspects enable the following solutions to the existing problems in conventional technologies. Specifically, the claimed aspect of determining the braking force based on information from the sensing unit and the sensors ensures that deceleration of the vehicle is carried our based on the driving environment and not based on actuation of the brake lever of the user. Such a scenario ensures safety for the user and the occupants in the vehicle. Also, awareness of a user of the vehicle is enhanced, while ensuring manoeuvrability and comfort to the user. Further, as the system determines the braking force based on risk of collision, an opportunity for harnessing energy is created, thereby enhancing mileage and also performance of the vehicle. Additionally, an alerting device is provided in the system which operates when the risk level of collision is high to alert or prompt the rider to take control actions for ensuring safety.
[060] Furthermore, one or more computer-readable storage media may be utilized in implementing embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory on which information or data readable by a processor may be stored. Thus, a computer-readable storage medium may store instructions for execution by one or more processors, including instructions for causing the processor(s) to perform steps or stages consistent with the embodiments described herein. The term “computer-readable storage medium” should be understood to include tangible items and exclude carrier waves and transient signals, i.e., be non-transitory. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard drives, CD ROMs, DVDs, flash drives, disks, and any other known physical storage media”.
[061] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.

Reference Numerals and Characters
100 – System
102 – Braking unit
104 – Control unit
106 – One or more sensors
106a – RPM sensor
106b – Vehicle speed sensor
106c – Steering angle sensor
106d – Traction control sensor
106e – Throttle position sensor
106f – Brake position sensor
106g – Load sensor
106h – Roll angle sensor
108 – Sensing unit
108a – RADAR unit
108b – Image sensors
108c – LiDAR unit
108d – Ultrasonic sensors
108e – Proximity sensors
110 – Alerting device
112 – Storage unit
, Claims:WE CLAIM:
1. A system (100) for operating a braking unit (102) in a vehicle, the system (100) comprising:
a control unit (104) disposed in the vehicle, the control unit (104) being configured to:
determine, one or more vehicle operating parameters based on information from one or more sensors (106), the one or more sensors (106) being disposed in the vehicle;
determine, parameters pertaining to one or more objects surrounding the vehicle and a road condition based on information from one or more sensing units (108), the one or more sensing units (108) being disposed in the vehicle;
determine, a braking force based on at least one of the one or more vehicle operating parameters, parameters pertaining to the one or more objects and the road condition; and
operate, the braking unit (102) corresponding to the determined braking force for decelerating the vehicle.

2. The system (100) as claimed in claim 1, wherein the control unit (104) being adapted to operate the braking unit (102), upon determining an engaged condition of the braking unit (102) by a user of the vehicle.

3. The system (100) as claimed in claim 1, wherein the control unit (104) being adapted to determine a risk level of collision of the vehicle with the one or more objects based on the one or more vehicle operating parameters, parameters pertaining to one or more objects and the road condition,
the risk level of collision being one of a low risk level, a moderate risk level and a high risk level.

4. The system (100) as claimed in claim 3, wherein the control unit (104) being adapted to determine the braking force based on the risk level of collision between the one or more objects and the vehicle.

5. The system (100) as claimed in claim 3, wherein the control unit (104) being electrically coupled to an alerting device (110), the control unit (104) being adapted to operate the alerting device (110), upon determining the risk level of collision to be the high risk level, to one of:
alert a user of the vehicle, the alert being at least one of a visual alert, an audible alert and a haptic alert; and
prompt a user of the vehicle to take control actions for controlling the vehicle, the prompt comprising at least one of a downshifting of a gear, releasing a throttle member and disengaging a clutch.

6. The system (100) as claimed in claim 1, wherein the braking unit (102) is a regenerative braking unit, the control unit (104) being adapted to operate the regenerative braking unit to harness energy during application of braking force for decelerating the vehicle.

7. The system (100) as claimed in claim 1, wherein the one or more vehicle operating parameters comprises at least one of: a weight of the vehicle, a speed of the vehicle, a lean angle of the vehicle and a traction of a tyre provided on each of the one or more wheels;
wherein parameters pertaining to the one or more objects comprises at least one of: a distance of the one or more objects from the vehicle, a relative speed of the one or more objects from the vehicle and a trajectory of the one or more objects; and
wherein a road condition comprises one of: a dry surface condition, a wet surface condition, an icy surface condition, a surface friction on a road surface, a weather condition and visibility of the road surface.

8. The system (100) as claimed in claim 1, wherein the control unit (104) being adapted to evaluate a weight distribution in the vehicle during operation of the braking unit (102), the control unit (104) being adapted to adjust the braking force between one or more front wheels and one or more rear wheels corresponding to the weight distribution.

9. A method for operating a braking unit (102) in a vehicle, the method comprising:
determining, by a control unit (104), one or more vehicle operating parameters based on information from one or more sensors (106), the one or more sensors (106) being disposed in the vehicle;
determining, by the control unit (104), parameters pertaining to one or more objects surrounding the vehicle and a road condition based on information from one or more sensing units (108), the one or more sensing units (108) being disposed in the vehicle;
determining, by the control unit (104), a braking force based on at least one of the one or more vehicle operating parameters, parameters pertaining to the one or more objects and the road condition; and
operating, by a control unit (104), the braking unit (102) corresponding to the determined braking force for decelerating the vehicle.

10. The method as claimed in claim 9 comprising operating, by the control unit (104), the braking unit (102) upon determining an engaged condition of the braking unit (102) by a user of the vehicle.

11. The method as claimed in claim 1 comprising determining, by the control unit (104), a risk level of collision of the vehicle with the one or more objects based on the one or more vehicle operating parameters, parameters pertaining to one or more objects and the road condition, the risk level of collision being one of a low risk level, a moderate risk level and a high risk level.

12. The method as claimed in claim 11 comprising determining, by the control unit (104), the braking force based on the risk level of collision between the one or more objects and the vehicle.

13. The method as claimed in claim 11 comprising operating, by the control unit (104) an alerting device (110), upon determining the risk level of collision to be the high risk level, to one of:
alerting a user of the vehicle, the alert being at least one of a visual alert, an audible alert and a haptic alert; and
prompting a user of the vehicle to take control actions for controlling the vehicle, the prompt comprising at least one of a downshifting of a gear, releasing a throttle member and disengaging a clutch.

14. The method as claimed in claim 9 comprising evaluating, by the control unit (104), a weight distribution in the vehicle during operation of the braking unit (102), the control unit (104) being adapted to adjust the braking force between one or more front wheels and one or more rear wheels corresponding to the weight distribution.

Dated this 20th day of March 2024

TVS MOTOR COMPANY LIMITED
By their Agent & Attorney

(Nikhil Ranjan)
of Khaitan & Co
Reg No IN/PA-1471