Claims:1. A method for preventing roll back of a vehicle, the method comprising:
receiving, by a control unit (500), a signal (1) corresponding to gradient angle of a vehicle from a gradient sensor (101) associated with the vehicle;
receiving, by the control unit (500), a signal (2) corresponding to operation of a brake pedal from a brake pedal sensor (102) associated with the brake pedal;
receiving, by the control unit (500), a plurality of input signals (3) corresponding to position of an accelerator pedal (103), condition of a clutch, speed of the vehicle, and first gear position of a shift lever in a shifter assembly from an accelerator pedal sensor (103), a speed sensor (102)associated with the control unit (500);
receiving, by the control unit (500), a signal (4) corresponding to a position of a parking brake lever (108) from a sensor (111) associated with the parking brake lever (108);
comparing, by the control unit (500), the gradient angle, the speed of the vehicle, first gear position, the position of the brake pedal, the condition of the clutch, the position of the accelerator pedal and the position of the parking brake lever (108) with a predetermined data;
generating, by the control unit (500), an actuation signal (5) based on the comparison; and
actuating, by the control unit (500), an actuator of the actuation assembly (107) coupled to the parking brake (110) of the vehicle, to selectively engage and disengage the parking brake (110) of the vehicle based on the actuation signal (5) to prevent roll back of the vehicle and initiate forward movement of the vehicle.
2. The method as claimed in claim 1, wherein the control unit (500) generates the actuation signal (5) to engage the parking brake (110) of the vehicle when the gradient angle is in a range of 0.5°to 1°, the speed of the vehicle is 0 kmph, a primary brake is applied by the brake pedal, the clutch is in a disengaged condition, and the parking brake lever (108) is in a released position.
3. The method as claimed in claim 1, wherein the control unit (500) generates the actuation signal (5) to disengage the parking brake (110) when the gradient angle in a range of 0.5°to 1° the speed of the vehicle is more than 1 kmph, the primary brake is released at least by 10% to 15% through movement of the brake pedal, the clutch is in engaged condition, the parking brake lever (108) is in released position, the position of the shift lever is engaged in first gear, and the acceleration pedal is depressed in a range of 5% to 15%.
4. The method as claimed in claim 1, wherein the gradient angle is determined based on position of the vehicle over a surface and position of a centre of gravity of the vehicle.
5. The method as claimed in claim 1, wherein the actuation assembly (107) comprises an actuator connected to a pulley (109) of the parking brake (110) for operating the parking brake (110) based on the actuation signal (5) generated by the control unit (500).
6. The method as claimed in claim 1, wherein the brake pedal sensor (102) and an accelerator pedal sensor (103) is a sensor which senses positional movement of the brake pedal and the accelerator pedal.
7. The method as claimed in claim 1, wherein the speed of the vehicle is determined a speed sensor (105) configured to the vehicle.
8. A system (100) for preventing roll back of a vehicle, the system comprising:
an actuation assembly coupled to a parking brake (110) equipped in the vehicle;
a control unit (500) communicatively coupled to the actuation assembly, wherein the control unit (500) is configured to:
receive, a signal (1) corresponding to gradient angle of the vehicle from a gradient sensor (101) associated with the vehicle;
receive, another signal (2) corresponding to operation of a brake pedal from a brake pedal sensor (102) associated with the brake pedal;
receive, a plurality of input signals (3) corresponding to position of an accelerator pedal, condition of a clutch, first gear position of a shift lever, and speed of the vehicle from a transmission module associated with the control unit (500);
receive, another signal (4) corresponding to a position of a parking brake lever (108) from a sensor (111) associated with the parking brake lever (108);
compare, the gradient angle, the speed of the vehicle, first gear position of the shift lever, the position of the brake pedal, the condition of the clutch, the position of the accelerator pedal and the position of the parking brake lever (108) with a predetermined data;
generate, an actuation signal (8) based on the comparison; and
actuate, the actuation assembly (107) communicatively coupled to the parking brake (110) of the vehicle, to selectively engage and disengage the parking brake (110) of the vehicle based on the actuation signal (5) to prevent roll back of the vehicle and initiate forward movement of the vehicle.
9. The system (100) as claimed in claim 8, wherein the actuation assembly (107) includes an actuator connected to a pulley (109) of the parking brake (110) for operating the parking brake (110) based on the actuation signal (5) generated by the control unit (500).
10. The system (100) as claimed in claim 8, wherein the brake pedal sensor (102), an accelerator sensor (103) are configured to the brake pedal and the accelerator pedal respectively to determine positional movement of the brake pedal and the accelerator pedal.
11. The system as claimed in claim 8, comprises a sensor (TS) configured in the shifter assembly to determine engagement of the first gear
12. The system as claimed in claim 8, comprises a first CPS sensor (CPS), configured in a clutch pedal box, which determines engagement and disengagement of the clutch of the vehicle.
13. A vehicle comprising a system (100) for preventing roll back as claimed in claim 8.
, Description:TECHNICAL FIELD

Present disclosure generally relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to a method and system for preventing roll back of a vehicle when the vehicle is stationary on a gradient or on an inclined surface.

BACKGROUND OF THE DISCLOSURE

Vehicles are a prime mode of transportation. Many users use a variety of vehicles right from passenger cars to commercial vehicles to move people or goods from one place to another. Vehicles are available in a variety of categories to cater to the requirement of different needs of the users. Based on some of the category of the vehicles, such as hatchbacks, sedans and sports utility vehicle (SUV’s)/multi-utility vehicles all range with different sizes and costs. Several high-end vehicles such as luxury sedans and SUV’s are equipped with state of the art technology to ensure utmost comfort and safety to the users. Some of the safety features includes anti-lock braking system (ABS), electronic stability control (ESC), electronic brake force distribution (EBD), hill-hold and hill descent assist systems and the like which may not be available in cheaper or mid-range vehicles of the same category. Moreover, many of these luxury vehicles employ automatic transmission as standard due to inherent advantages over a manual transmission which is predominant in cheaper vehicles or vehicles that are priced lower.

Since there is use of the automatic transmission in the luxury vehicles, other safety devices such as the ones mentioned above, may be easily configured, as there is minimal manual intervention. In some scenarios, the safety systems such as ABS, ESC may be easily programmable with the transmission of such luxury vehicles. Additionally, other safety features such as hill-hold assist and hill-decent assist aids in providing additional safety for vehicles which are parked or stopped in a gradient or inclination or descending down the slope. The hill hold assist system is associated with an electronic control unit provided in the vehicle which activates the electronic brakes to prevent the vehicle from rolling back, as soon as the user, lifts off from the brake pedal. Since there is no usage of a clutch pedal in the automatic transmission, the electronic control unit, applies the brakes and gradually allows the vehicle to take off without the user having to operate brakes or parking brakes as and when the user presses the accelerator pedal.

Based on the above, these systems are complex and utilizes a myriad of sensors, in order to provide feedback to the electronic control unit and also control the braking system of the vehicle. More importantly, the hill hold assistance system and the are rarely used in manual transmission vehicles and requires ABS system or EBD to provide these functionalities. Vehicles such as commercial vehicles such as pick-up trucks, goods carrier all utilize manual transmission which is much cheaper in costs and less complicated. Also, the manual transmission requires continuous intervention from the user and the user can operate the vehicle based on the requirement. Another disadvantage is that, due to the configuration of the manual transmission, the clutch needs to be manually operated by the user via a clutch pedal, which varies from user to user and different driving conditions. In view of this, advanced safety systems like the hill hold assist cannot or is difficult to be installed in manual transmissions. Even if the same were to be installed, then it would require complex peripheral systems like ABS or EBD in order to determine the various parameters to install the hill hold assist and provide braking force at wheel in the manual transmission vehicles.

Moreover, it would not be economically feasible to introduce complex safety systems into commercial and passenger vehicles which cost half or even lesser than the price of the luxury vehicles.

The present disclosure is directed to overcome one or more limitations stated above or other such limitations associated with the prior art.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of conventional systems are overcome, and additional advantages are provided through a method and a system as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered as a part of the claimed disclosure.

In one non-limiting embodiment of the disclosure, a method for preventing roll back of a vehicle is disclosed. The method comprising receiving, by a control unit, a signal corresponding to gradient angle of a vehicle from a gradient sensor associated with the vehicle. Receiving, by the control unit, a signal corresponding to operation of a brake pedal from a brake pedal sensor associated with the brake pedal. Receiving, by the control unit, a plurality of input signals corresponding to position of an accelerator pedal, condition of a clutch, speed of the vehicle, and first gear position of a shift lever in a shifter assembly from an accelerator pedal sensor, a speed sensor associated with the control unit. Receiving, by the control unit, a signal corresponding to a position of a parking brake lever from a sensor associated with the parking brake lever. Comparing, by the control unit, the gradient angle, the speed of the vehicle, first gear position, the position of the brake pedal, the condition of the clutch, the position of the accelerator pedal and the position of the parking brake lever with a predetermined data. Generating, by the control unit, an actuation signal based on the comparison. Actuating, by the control unit, an actuator of the actuation assembly coupled to the parking brake of the vehicle, to selectively engage and disengage the parking brake of the vehicle based on the actuation signal to prevent roll back of the vehicle and initiate forward movement of the vehicle.
In an embodiment of the disclosure, the control unit generates the actuation signal to engage the parking brake of the vehicle when the gradient angle is in a range of 0.5°to 1°. Also, the speed of the vehicle is 0 kmph, a primary brake is applied by the brake pedal, the clutch is in a disengaged condition, and the parking brake lever is in a released position.
In an embodiment of the disclosure, wherein the control unit generates the actuation signal to disengage the parking brake when the gradient angle in a range of 0.5° to 1° the speed of the vehicle is more than 1 kmph, the primary brake is released at least by 10% to 15% through movement of the brake pedal, the clutch is in engaged condition, the parking brake lever is in released position, the position of the shift lever is engaged in first gear, and the acceleration pedal is depressed in a range of 5% to 15%.
In an embodiment of the disclosure the gradient angle is determined based on by position of the vehicle over a surface and position of a centre of gravity of the vehicle.

In an embodiment of the disclosure, wherein the actuation assembly comprises an actuator connected to a pulley of the parking brake for operating the parking brake based on the actuation signal generated by the control unit.

In an embodiment of the disclosure, wherein the brake pedal sensor and an accelerator pedal sensor is a sensor which senses positional movement of the brake pedal and the accelerator pedal.

In an embodiment of the disclosure, the speed of the vehicle is determined a speed sensor configured to the vehicle.

In another non-limiting embodiment of the disclosure, a system for preventing roll back of a vehicle, the system comprising: an actuation assembly coupled to a parking brake equipped in the vehicle. A control unit communicatively coupled to the actuation assembly, wherein the control unit is configured to receive, a signal corresponding to gradient angle of the vehicle from a gradient sensor associated with the vehicle. Receive, a signal corresponding to operation of a brake pedal from a brake pedal sensor associated with the brake pedal. Receive, a plurality of input signals corresponding to position of an accelerator pedal, condition of a clutch, first gear position of a shift lever, and speed of the vehicle from a transmission module associated with the control unit. Receive, a signal corresponding to a position of a parking brake lever from a sensor associated with the parking brake lever. Compare, the gradient angle, the speed of the vehicle, first gear position of the shift lever, the position of the brake pedal, the condition of the clutch, the position of the accelerator pedal and the position of the parking brake lever with a predetermined data. Generate, an actuation signal based on the comparison and actuate, the actuation assembly communicatively coupled to the parking brake of the vehicle, to selectively engage and disengage the parking brake of the vehicle based on the actuation signal to prevent roll back of the vehicle and initiate forward movement of the vehicle.
In an embodiment of the disclosure, the actuation assembly includes an actuator connected to a pulley of the parking brake for operating the parking brake based on the actuation signal generated by the control unit.
In an embodiment of the disclosure, comprises a first CPS sensor, configured in a clutch pedal box, which determines engagement and disengagement of the clutch of the vehicle.

It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an embodiment when read in conjunction with the accompanying drawings. One or more embodiments are now described, by way of example only, with reference to the accompanying drawings wherein like reference numerals represent like elements and in which:

Figure. 1 is a flow chart showing preconditions to activate the system in a method of preventing roll back of a vehicle, in accordance with an embodiment of the present disclosure;

Figure. 2 is a flow chart showing further steps involved in the method of preventing roll back of the vehicle as described in Figure 1.

Figure. 3 illustrates a schematic view of a system for preventing roll back of the vehicle, in accordance with an embodiment of the present disclosure.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the figure and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

It is to be noted that a person skilled in the art would be motivated from the present disclosure and modify various features of the method and the system, without departing from the scope of the disclosure. Therefore, such modifications are considered to be part of the disclosure. Accordingly, the drawings show only those specific details that are pertinent to understand the embodiments of the present disclosure, so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skilled in the art having benefit of the description herein. Also, the method of the present disclosure may be employed in variety of vehicles having different specification.

The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that of a system that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, method, or assembly, or device. In other words, one or more elements in a system or device proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or device.

Embodiments of the present disclosure discloses a method for preventing roll back of a vehicle. Conventionally, luxury vehicles include an array of safety features such as, ABS, EBD, hill hold assist and hill decent control etc. These systems can be easily configured in such luxury vehicles since majority of the luxury vehicles utilize high end electronic control units and the powertrains used are mainly automatic transmissions. Further, the electronic control units present in such luxury vehicles can easily cater to the additional safety features. However, inclusion of such safety features increases the overall cost of the vehicle. Moreover, such advanced safety features cannot be installed in vehicles which are equipped with manual transmission without extensive modifications. Therefore, there is a need to develop a method and a system for preventing roll back of the vehicle, for commercial and passenger vehicles that utilize manual or automated manual transmission (AMT) without Anti-lock Braking System (ABS) or Electronic Brake Force Distribution (EBD) systems. Additionally, the system provides roll back prevention functionality at cost much less than that of the luxury vehicles.

In view of this, embodiments of the present disclosure disclose the method and system of preventing roll back of the vehicle, and such method and system may be employed in low and mid-range vehicles including light duty commercial vehicles. The method includes the steps of, receiving, by a control unit, a signal corresponding to a gradient angle of the vehicle from a gradient sensor. Followed by receiving, by the control unit, signals corresponding to operation of a brake pedal from a brake pedal sensor associated with the brake pedal. The control unit receives a plurality of input signals corresponding to position of an accelerator pedal, the condition of a clutch, the speed of the vehicle, and the gear position [first gear engaged position] from a transmission module associated with the control unit. Further, receiving, by the control unit, another signal corresponding to a position of a parking brake lever from a sensor, such as a proximity sensor associated with the parking brake lever. However, any type of sensor may be used based on the required function and the same shall not be considered as a limitation. Simultaneously comparing, by the control unit, the gradient angle, the speed of the vehicle, an engaged gear, the position of the brake pedal, the condition of the clutch, the position of the accelerator pedal and the position of the parking brake lever with a predetermined data. Generating, by the control unit, an actuation signal based on the comparison. Lastly, actuating, by the control unit, an actuation assembly coupled to a parking brake of the vehicle, to selectively engage and disengage the parking brake of the vehicle based on the actuation signal to prevent roll back of the vehicle.

Further, the present disclosure also discloses a system for preventing roll back of the vehicle. The system includes an actuation assembly coupled to the parking brake equipped in the vehicle. The control unit is communicatively coupled to the actuation assembly, wherein the control unit is configured to: receive, a first signal corresponding to a gradient angle of the vehicle from a gradient sensor. Followed by receiving, the signal corresponding to operation of a brake pedal from a brake pedal sensor associated with the brake pedal. The control unit further receives, a plurality of input signals corresponding to position of an accelerator pedal, the condition of a clutch, the speed of the vehicle, and the position of a gear lever [first gear engaged position] from the transmission module associated with the control unit. Further, the control unit receives another signal corresponding to a position of a parking brake lever from a proximity sensor associated with the parking brake lever. Simultaneously comparing, the gradient angle, the speed of the vehicle, an engaged gear, the position of the brake pedal, the condition of the clutch, the position of the accelerator pedal and the position of the parking brake lever with a predetermined data, the system generates an actuation signal. Lastly, the control unit actuates, an actuation assembly coupled to a parking brake of the vehicle, to selectively engage and disengage the parking brake of the vehicle based on the actuation signal to prevent roll back of the vehicle. The actuator operates the parking brake to hold the vehicle on gradient and prevents it from rolling back. Further, from the above conditions, the system judges the changing conditions and releases the brake gradually, such that the vehicle moves in the forward direction.

The following paragraphs describe the present disclosure with reference to Figures. 1 to 3. In the figures, the same element or elements which have similar functions are indicated by the same reference signs.

Figure. 1 illustrates a flow diagram of a method of preventing roll back of a vehicle and initiates forward movement the vehicle. The method incudes the aspects of determining by a control unit (500), condition of the vehicle. In an embodiment, the condition of the vehicle may be either of the two conditions, i.e. ON condition, wherein, the engine of the vehicle is running. Secondly, the condition of the vehicle may be in OFF condition. When the engine is in ON condition, the control unit (500) determines the next course of action to check if the vehicle is in motion. The control unit (500), receives a plurality of signals (3) from a sensor (106) such as the sensor that determines speed of the vehicle and the sensor (106) is associated with the vehicle. Further, another signal, from the sensor (104) that may be associated with a clutch of the vehicle is received by the control unit (500), followed by yet another signal from a sensor (105) associated with detection of gear engagement within a transmission [not shown] of the vehicle. Finally yet another signal from an accelerator pedal sensor (103) connected to an accelerator pedal of the vehicle is received by the control unit (500). In an embodiment, the control unit (500) may receive all these signals directly from the respective sensors or through a transmission module associated with the control unit (500). Here it is important to note that, the sensors mentioned in the present invention is to provide clarity with respect to the functionality of that particular sensor. However, there is no limitation in the use of other types of sensors based on the requirement and desired function and the same shall not be considered as a limitation. Based on the parameters of the received signals, the control unit (500) determines if the vehicle is in motion or if the vehicle is stationary. Further, the control unit (500), determines if the vehicle is stationary and if the vehicle is stationary, then the control unit (500), determines receipt of the signal (1) corresponding to a gradient angle of the vehicle. The signal (1) is generated by a gradient sensor (101) associated with the vehicle. However, the aspect of signal (1) cannot be considered as a limitation as other signal or signals may be received by the control unit (500). Additionally, it cannot be further construed as a limitation to consider the signal (1) corresponding to only the action of determining gradient angle of the vehicle. Further, the control unit (500) determines the signal (2) corresponding to an operation of a brake pedal of the vehicle. However, the aspect of the signal (2) cannot be considered as a limitation as other signal or signals may be received by the control unit (500). Additionally, it cannot be further construed as a limitation to consider the signal (2) corresponding to only the action of determining brake pedal operation of the vehicle. In an embodiment, a brake pedal sensor (102) associated with the brake pedal determines a positional movement of the brake pedal. In an embodiment, the user of the vehicle may apply brake through the actuation of the brake pedal by the foot movement of the user. As an example, if more braking force is required to hold the vehicle stationary, it will require more brake pedal travel whereas for a lesser brake force, it will require lesser brake pedal travel. While the user, applies the brake through the brake pedal, the brake pedal sensor (102), determines the positional movement of the brake pedal

Similarly, as indicated above, the control unit (500) also receives plurality of signals (3) from an accelerator pedal sensor (103) to determine the position of the accelerator pedal. Further, the control unit (500), determines the gear engagement and the condition of the clutch. In an embodiment, if the gear is engaged in any particular gear and the clutch is engaged, then the power torque from the engine is transferred to the wheels of the vehicle. However, there may be scenarios where, any gear may be engaged, but however, the clutch may be in a disengaged position when the clutch pedal is completely depressed. When such a case arises, the control unit (500), determines if the vehicle is in stationary condition and if the vehicle is stationary over a gradient or inclination. Additionally, the control unit (500) also determines if a primary brake via the brake pedal is applied by the user. Lastly, the control unit (500) also determines if the user has operated a parking brake (110) by actuating the parking brake lever (108). In an embodiment, the parking brake lever (108) is configured with a sensor (111) that generates the signal (4) based on the positional movement of the parking brake lever (108). As an example, if the parking brake lever (108) is operated by the user, then a cable pulley mechanism (109) applies brakes to a rear wheels of the vehicle. In an embodiment, the parking brake (110) is generally used in vehicles as an auxiliary brake source or parking brake source, when the vehicle is in parked or stationary condition.

If all the above conditions mentioned above concur to a predetermined data, then the control unit (500) generates an actuation signal (5).In an embodiment, if the gear is not engaged to the first gear, then the control unit (500) generates a signal to provide an indication in the instrument cluster to display or indicate a message to the user to “ Shift to First gear”.. This applies force to move a pulley configured to the parking brake in a forward direction and thereby applies brakes to the parking brake (110) to prevent roll back of the vehicle.

Referring back to figure 1, when the user of the vehicle lifts off the foot from the brake pedal and starts depressing the accelerator pedal while simultaneously releasing the clutch pedal the control unit (500), based on these inputs generates another actuation signal (5) to the actuator assembly. Based on the speed of the vehicle, position of the accelerator pedal, the brake pedal position and clutch pedal position, the controller (500) generates the signal to the actuator (107) to gradually release the force on the pulley [not shown figures] of the parking brake (110) thereby retracts the pulley of the parking brake. With the retraction of the pulley, the brake force applied on the rear wheels of the vehicle is reduced gradually so that with progressive clutch engagement by the user, the vehicle will initiate forward movement without any roll back of the vehicle.

In an embodiment, the control unit (500) engages the parking brake (110) of the vehicle when the gradient angle is at a range of 0.5° to 1°, and the speed of the vehicle is 0 kmph.

In an embodiment, the control unit (500) gradually disengages the parking brake (110) of the vehicle when the gradient angle is at the range of 0.5° to 1°, and the clutch pedal is position is greater than predefined position and the speed of the vehicle is more than 0 kmph.

In an embodiment, the control unit (500) disengages or engages the parking brake (110) by determining the percentage of the clutch in engaged or disengaged condition. As an example, when the user starts to release the clutch pedal, then for 1/10th movement of the clutch pedal from bottom, the clutch is considered to be engaged by 10%. Similarly, for 3/10th movement of the clutch pedal, the clutch is considered to be engage by 30%, similarly, 7/10th refers to 70% engagement and finally 100 % clutch engagement when the clutch pedal is completely released. In connection to the movement of the clutch pedal, the control unit (500) also determines whether first gear is engaged in the vehicle before giving the actuation signal. In an embodiment, if the gear position is not the first gear, the control unit (500) gives a signal to the instrument cluster to display message to “Shift to first gear”

In an embodiment, the control unit (500), further determines positional movement of the brake pedal by the brake pedal sensor (102), wherein 9/10th movement of the brake pedal from top position implies 90% application of the brakes, 7/10th movement of the brake pedal implies 70% application of the brakes and 0% percent movement means that, brake is applied.

In an embodiment, the control unit (500) also determines if the parking brake lever (108) is in release position or engaged position, in addition to check, if the position of the gear lever in the shifter assembly is engaged in first gear position for manual transmission and first gear position signal on CAN for AMT vehicle, and the acceleration pedal is operated at least by 5%.

As an example, the user, may have stopped the vehicle over a gradient, which has a gradient angle more than 1°. In order to stop the vehicle, the user would have depressed the brake pedal, in order to apply the brakes of the vehicle. The control unit (500), based on the signal (2) received from the brake pedal sensor (102) determines that the brake pedal is pressed depressed by 70%. The control unit (500), will also check the position of the parking brake lever (108), whether it is in released position or engaged position. It is clear that, if the brakes are applied for more than 70%, the speed of the vehicle is equal to 0kmph, the vehicle is stationary. The control unit (500), then checks condition of the clutch whether it is in engaged or disengaged condition. If the clutch is disengaged, then the control unit (500) actuates the servo actuator to apply the parking brake (110) to prevent roll back of the vehicle.

In yet another example, if the user wishes to move the vehicle, after the parking brake (110) has been applied, then the control unit (500) determines if the vehicle is stationary over a gradient, which has a gradient angle between 0.5° to 1°. In order to move the vehicle, the user would have to release the depressed brake pedal, in order to disengage the brakes of the vehicle. The control unit (500), based on the signal (2) received from the brake pedal sensor (102) determines that the brake pedal is being released by 50%. The control unit (500), may also check the position of the parking brake lever (108), whether it is in released position or engaged position. It is clear that, if the vehicle needs to move from the stationary condition, the brakes need to be disengaged, then the speed of the vehicle needs to be more than 0 kmph. The control unit (500), then checks condition of the clutch, whether the clutch is in engaged or disengaged condition. If the clutch pedal is released beyond defined percentage to engage the clutch then the control unit (500) initiates a signal to the servo actuator (107) to gradually release the force on the pulley of the parking brake (110) thereby retracts the pulley. With the retraction of the pulley, the brake force applied on the rear wheels of the vehicle is reduced gradually so that with progressive clutch engagement by the user, vehicle will positively move forwards without any roll back.

In an embodiment, the gradient angle is determined based on position of the vehicle over a surface or inclination and position of a centre of gravity of the vehicle. As an example, if the vehicle is on a surface that is flush with horizontal then there is no gradient. If the vehicle is stationary or traversing over a surface that is at an angle with respect to the horizontal, then the centre of gravity of the vehicle shifts, there by aiding the gradient sensor to determine the gradient angle or inclination angle of the vehicle.

In an embodiment, the brake pedal sensor (102) and an accelerator pedal sensor (103) is a proximity sensor. However, the same shall not be considered as a limitation as any type of sensor to determine the movement of the brake pedal and the accelerator pedal may be used.

In an embodiment, the speed of the vehicle is determined a vehicle speed signal on the CAN [not shown in figures] of the vehicle.

In an embodiment, the gear engagement within the transmission [in case of manual transmission] is determined by the sensor (105) such as a limit switch provided in the shifter assembly associated with the transmission determines first gear engagement position. In case of the AMT vehicle , a CAN signal for determining first gear engagement position may be used.

In an embodiment, the clutch condition [i.e. engaged or disengaged] is determined by a sensor (104) provided on the clutch pedal box for a manual transmission vehicle whereas for AMT vehicle CAN signal for clutch position is used.

In an embodiment, the control unit (500) determines travel required by the actuator of an actuator mechanism (107) for applying the parking brake (110).

Referring to figure 2, which illustrates a schematic diagram of a system (100) for preventing roll back of the vehicle. As disclosed above, the actuator mechanism (107) comprises of the actuator which is equipped in a vehicle. The actuator mechanism (107) is connected to the parking brake (110) of the vehicle via the cable pulley arrangement (109) of the parking brake. The cable and pulley arrangement (109) may be connected to the parking brake lever (108), which is generally operated by the user to apply parking brake through the parking brakes (110) when the vehicle is in parked condition. The system (100) further comprises the brake pedal sensor (102) associated with the brake pedal of the vehicle, followed by the accelerator pedal sensor (103) associated with the accelerator pedal of the vehicle. Further, the system (100) also includes, the gear position sensor (105) to detect first gear engagement, the clutch position determining sensor (104) and the parking brake lever sensor (111). All of these sensors are connected to the control unit (500), wherein the control unit (500) receives various signals based on the each condition of the brake pedal, the accelerator pedal, speed of the vehicle gradient of the vehicle, clutch condition from the transmission module provided in the transmission and the like.

In an embodiment, the control unit (500) receives, the signal (1) with respect to the gradient of the vehicle. Similarly, the signals (2 and 4) are received by the control unit (500) based on the position of the brake pedal and the position of the parking brake lever (108). However, the aspect of the signal (4) cannot be considered as a limitation, as other signal or signals may be received by the control unit (500). Additionally, it cannot be further construed as a limitation to consider the signal (4) corresponding to only the action of determining position of the parking brake lever (108) of the vehicle. Further, plurality of signals (3) from the sensor (106), accelerator pedal sensor (103), clutch position sensor (104) and first gear engagement position sensors (105) are received by the control unit (500), to generate the actuation signal (5) for actuation of the actuation assembly (107) in order to selectively engage the parking brake (110) or to selectively disengage the parking brake (110) of the vehicle.

In an embodiment, the actuator of the actuation assembly (107) is a servo motor connected to the pulley assembly of the parking brake through the actuator so as to provide independent movement of the pulley without affecting the position of the parking brake lever.

In an embodiment, the method and the system (100) may be easily employed in vehicles that are equipped with manual transmission or AMT vehicle without ABS or/and EBD.

In an embodiment, the control unit (500), governs the release of the parking brake according to the percentage release of the clutch, in order to achieve smooth and take off of the vehicle without any roll back of the vehicle and jerk free forward acceleration/movement from a stationary condition.

In an embodiment, the system (100) may be economical to manufacture, as the actuator assembly installed is connected to the pre-existing cable pulley mechanism , leading to less complexity and a simple system.

In an embodiment of the disclosure, the control unit or electronic control unit may be a centralized control unit, or a dedicated control unit associated with the vehicle. The control unit may be implemented by any computing systems that is utilized to implement the features of the present disclosure. The control unit may be comprised of a processing unit. The processing unit may comprise at least one data processor for executing program components for executing user- or system-generated requests. The processing unit may be a specialized processing unit such as integrated system (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, IBM PowerPC, Intel’s Core, Itanium, Xeon, Celeron or other line of processors, etc. The processing unit may be implemented using a mainframe, distributed processor, multi-core, parallel, grid, or other architectures. Some embodiments may utilize embedded technologies like application-specific integrated circuits (ASICs), digital signal processors (DSPs), Field Programmable Gate Arrays (FPGAs), etc.

In some embodiments, the ECU may be disposed in communication with one or more memory devices (e.g., RAM, ROM etc.) via a storage interface. The storage interface may connect to memory devices including, without limitation, memory drives, removable disc drives, etc., employing connection protocols such as serial advanced technology attachment (SATA), integrated drive electronics (IDE), IEEE-1394, universal serial bus (USB), fiber channel, small computing system interface (SCSI), etc. The memory drives may further include a drum, magnetic disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID), solid-state memory devices, solid-state drives, etc.

It is to be understood that a person of ordinary skill in the art may develop a system of similar configuration without deviating from the scope of the present disclosure. Such modifications and variations may be made without departing from the scope of the present invention. Therefore, it is intended that the present disclosure covers such modifications and variations provided they come within the ambit of the appended claims and their equivalents.

Equivalents:

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.

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 (108) 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 (108) 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.” 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.

Referral Numerals:

System 100
Control unit 500
Gradient sensor 101
Brake pedal sensor 102
Accelerator pedal sensor 103
Clutch condition sensor 104
Gear engagement sensor 105
Speed sensor 106
Actuator assembly 107
Parking brake lever 108
Cable pulley arrangement 109
Parking brake 110
Parking brake lever sensor 111
Signals 1, 2 & 4
Plurality of signals 3
Actuation signal 5