Description:FIELD
The present disclosure generally relates to a vehicle braking system. In particular, the present disclosure relates to a system and method for performing endurance braking in the vehicle.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
Generally, there are three main braking systems in vehicles such as a primary service brake, a secondary service brake, and a parking brake. The main purpose of the primary service brake is to stop the vehicle when a foot brake pedal is pressed. The secondary service brake can be employed whenever the primary service brake fails. The secondary service brake includes an endurance brake, also known as a retarder, which is a system for regulating the vehicle’s speed without the use of the foot brake pedal. When applied in conjunction with the primary service brake, the endurance brake improves the braking effect. The endurance brake assists in controlling a vehicle’s speed without engaging the brakes on the wheels. When traveling down a steep hill, the endurance brake reduces the wear on the service brake and avoids the risk of brake fade. The endurance brake works by applying resistance to the rotation of the vehicle’s drive wheels rather than the road wheels.
Endurance braking can be achieved with a decompression valve, an engine retarder, and/or an exhaust flap. Among these technologies, the exhaust flap is the cheapest technology available.
However, the effectiveness of the exhaust flap is comparatively on the lower side with respect to the decompression valve and retarder technology. Therefore, to enhance the effectiveness of the exhaust flap technology, additional resistance should be needed during deceleration events as per the need of the driver.
Therefore, there is a need for a system and method for performing endurance braking in vehicles that increases the vehicle deceleration rate and adds more resistance to the vehicle which helps to improve the braking effect and adds safety to the vehicle.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
An object of the present disclosure is to provide a system and a method for performing endurance braking in a vehicle.
Another object of the present disclosure is to provide a system that helps to control the vehicle speed at a faster rate.
Yet another object of the present disclosure is to provide a system that is used to increase the deceleration of the vehicle and helps to add more resistance to the vehicle.
Yet another object of the present disclosure is to provide a system that improves the braking effect of the vehicle and adds safety to the vehicle.
Other objects and advantages of the present disclosure will be more apparent from the following description when read in conjunction with the accompanying figures, which are not intended to limit the scope of the present disclosure.

SUMMARY
The present disclosure envisages a system for performing endurance braking in a vehicle. The system includes an exhaust brake switch which is configured to receive an activation input from a driver of the vehicle. The system further includes an electronic control unit (ECU) which is configured to cooperate with the exhaust brake switch to receive the activation input. Based on the receipt of the activation input, the ECU is configured to transmit a first control signal to a first actuator to close an exhaust flap positioned in an exhaust gas after-treatment circuit of an engine of the vehicle, transmit a second control signal to a second actuator to engage an electronically controlled viscous fan with the engine of the vehicle, transmit a third control signal to a third actuator to close an exhaust gas recirculation (EGR) valve which is positioned between an exhaust manifold and an intake manifold of the engine, transmit a fourth control signal to a fourth actuator to close a turbo turbine of a turbocharger and to open a turbo compressor of the turbocharger to supply fresh compressed air to the engine, and transmit a fifth control signal to a fifth actuator to fully open an intake throttle to feed the compressed air received from the turbocharger to the intake manifold of the engine.
In an aspect, the exhaust flap is positioned between the exhaust gas after-treatment circuit and an electronically controlled wastegate valve which is connected to the exhaust manifold.
In an other aspect, the EGR valve is mounted at an outlet of an EGR cooler positioned between the exhaust manifold and the intake manifold.
In an other aspect, the turbo turbine is positioned between the exhaust manifold and the turbo compressor.
In an other aspect, the system comprises a charge air cooler between the turbo compressor and the intake throttle.
In an other aspect, the intake throttle is fully opened during the compression state of the engine.
In an other aspect, the ECU is further configured to receive a deactivation input from the exhaust brake switch. The ECU is further configured to open the exhaust flap, disengage the electronically controlled viscous fan, open the EGR valve, decontrol the turbocharger, and decontrol the intake throttle, based on the received deactivation input.
In an other aspect, the first actuator, the third actuator, the fourth actuator, and the fifth actuator are electronic actuators. The electronic actuators deactivate after predefined conditions including, but not limited to, an overrun of the vehicle and an engine speed in a certain predefined range.
In an other aspect, the second actuator requires a further control signal from the exhaust brake switch to disengage the electronically controlled viscous fan from the engine.
The present disclosure further envisages a method for performing endurance braking in a vehicle. The method includes the following steps:
- receiving, by an electronic control unit (ECU), an activation input from an exhaust brake switch operated by a driver of the vehicle; and
- transmitting, by the ECU, one or more control signals to a plurality of actuators based on the activation input, wherein the step of transmitting comprises:
• transmitting a first control signal to a first actuator to close an exhaust flap positioned in an exhaust gas after-treatment circuit of an engine of the vehicle;
• transmitting a second control signal to a second actuator to engage an electronically controlled viscous fan with the engine of the vehicle;
• transmitting a third control signal to a third actuator to close an exhaust gas recirculation (EGR) valve positioned between an exhaust manifold and an intake manifold of the engine;
• transmitting a fourth control signal to a fourth actuator to close a turbo turbine of a turbocharger and to open a turbo compressor of the turbocharger to supply fresh compressed air to the engine; and
• transmitting a fifth control signal to a fifth actuator to fully open an intake throttle to feed the compressed air received from the turbocharger to the intake manifold of the engine.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING
A system and method for performing endurance braking in a vehicle of the present disclosure will now be described with the help of the accompanying drawings, in which:
Figure 1A and 1B illustrate a system for performing endurance braking in a vehicle, in accordance with an embodiment of the present disclosure;
Figure 2 illustrates various components used in the system for performing endurance braking in the vehicle, in accordance with an embodiment of the present disclosure;
Figure 3 illustrates a braking time of a conventional system for performing endurance braking in a vehicle;
Figure 4 illustrates the braking time achieved by the implementation of the system for performing endurance braking in the vehicle, in accordance with an embodiment of the present disclosure; and
Figure 5 illustrates a method for performing endurance braking in the vehicle, in accordance with an embodiment of the present disclosure.

REFERENCE NUMERALS
100 – System
101 – Exhaust Brake Switch
102 – Electronic Control Unit (ECU)
103 – Exhaust Flap
104 – Exhaust Gas After-Treatment Circuit
105 – Engine
106- Electronically Controlled Viscous Fan
107 - Exhaust Gas Recirculation (EGR) Valve
108 - Exhaust Manifold
109 - Intake Manifold
110 - Turbo Turbine
111 - Turbocharger
112 - Turbo Compressor
113 - Intake Throttle
115- Electronically Controlled Wastegate Valve
116- EGR Cooler
117- Charge Air Cooler
500 – Method

DETAILED DESCRIPTION
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms "a,” "an," and "the" may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms “including,” and “having,” are open ended transitional phrases and therefore specify the presence of stated features, integers, steps, operations, elements and/or components, but do not forbid the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The particular order of steps disclosed in the method and process of the present disclosure is not to be construed as necessarily requiring their performance as described or illustrated. It is also to be understood that additional or alternative steps may be employed.
As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed elements.
Conventionally, for higher-inertia commercial vehicles, an endurance brake is used along with a foot brake. When the vehicle is running downhill, due to the inertia, the speed of the vehicle goes on keeps increasing even when the engine is not fuelled. To control the vehicle to a safe speed, brake needs to be applied, and all the loads can go on the main brake. In such cases, additional braking efforts can be availed through endurance brakes. Endurance braking can be achieved with a decompression valve, engine retarder, and exhaust flap. Among these technologies, the exhaust flap is the cheapest technology available, which does not call for a design change of the existing engine.
However, the effectiveness of the exhaust flap is comparatively on the lower side with respect to the decompression valve and retarder technology. Further, the existing braking system uses an exhaust flap for controlling the vehicle speed but to a lower extent compared with the present solution where additional hardware is contributing to the additional resistance. Therefore, to enhance the effectiveness of the exhaust flap technology, additional resistance is needed during deceleration events as per the need of the driver.
To overcome the above-mentioned drawbacks, the present disclosure envisages a system for performing endurance braking (hereinafter referred to as “system 100”) in a vehicle.
Referring to Figures 1A & 1b, a system 100 is illustrated for performing endurance braking in a vehicle, in accordance with an embodiment of the present disclosure. In an aspect, the system 100 may be implemented by an Electronic Control Unit (ECU) 102. The ECU 102 is configured to cooperate with an exhaust brake switch 101 to receive an activation input from a driver of the vehicle. Based on the receipt of the activation input, the ECU 102 is configured to transmit a first control signal to a first actuator to close an exhaust flap 103 positioned in an exhaust gas after-treatment circuit 104 of an engine 105 of the vehicle, transmit a second control signal to a second actuator to engage an electronically controlled viscous fan 106 with the engine 105 of the vehicle, transmit a third control signal to a third actuator to close an exhaust gas recirculation (EGR) valve 107 positioned between an exhaust manifold 108 and an intake manifold 109 of the engine 105, transmit a fourth control signal to a fourth actuator to close a turbo turbine 110 of a turbocharger 111 and to open a turbo compressor 112 of the turbocharger 111 to supply fresh compressed air to the engine 105, and transmit a fifth control signal to a fifth actuator to fully open an intake throttle 113 to feed the compressed air received from the turbocharger 111 to the intake manifold 109 of the engine 105.
In an aspect, the exhaust flap 103 is positioned between the exhaust gas after-treatment circuit 104 and an electronically controlled wastegate valve 115 connected to the exhaust manifold 108.
In an aspect, the EGR valve 107 is mounted at an outlet of an EGR cooler 116 positioned between the exhaust manifold 108 and the intake manifold 109.
In an aspect, the turbo turbine 110 is positioned between the exhaust manifold 108 and the turbo compressor 112.
In an aspect, the system 100 comprises a charge air cooler 117 between the turbo compressor 112 and the intake throttle 113.
In an aspect, the intake throttle 113 is fully opened during the compression state of the engine 105.
In an aspect, the ECU 102 is further configured to receive a deactivation input from the exhaust brake switch 101. The ECU 102 is further configured to open the exhaust flap 103, disengage the electronically controlled viscous fan 106, open the EGR valve 107, decontrol the turbocharger 111, and decontrol the intake throttle 113, based on the received deactivation input.
In an aspect, the first actuator, the third actuator, the fourth actuator, and the fifth actuator are electronic actuators. The electronic actuators are deactivated after predefined conditions including an overrun of the vehicle and an engine speed in a certain predefined range.
In an aspect, the second actuator requires a further control signal from the exhaust brake switch 101 to disengage the electronically controlled viscous fan 106 from the engine 105.
Figures 2 illustrates various components used in the system 100 for performing endurance braking in the vehicle, in accordance with an embodiment of the present disclosure. In an aspect, the system 100 includes the electronically controlled viscous fan 106, the turbocharger 111, the EGR valve 107, and the intake throttle valve 113. The electronically controlled viscous fan 106 when engaged consumes power which acts as a resistance. Whenever the exhaust brake demand is requested by the driver to control the vehicle speed, the electronically controlled viscous fan 106 is engaged as per the defined duty cycle and such engagement happens without delay. Till the exhaust flap 103 remains closed, the electronically controlled viscous fan 106 helps to decelerate instantaneously thereby improving the braking effect. The operation of exhaust flap 103 requires certain input conditions like vehicle in overrun condition, engine rpm band and demand through the exhaust brake switch. However, the electronically controlled viscous fan 106 needs input only from the exhaust brake switch 101. The electronically controlled viscous fan 106 also works as an indicator, whenever driver forgets to turn off the exhaust brake switch 101; the electronically controlled viscous fan 106 continues to fully engage which is noticeable by driver.
Further, with the implementation of the system 100 proposed in the present disclosure, the turbocharger 111 and the EGR valve 107 are fully closed, and the intake throttle valve 113 is fully open to add pumping loss to the engine 105. This in turns adds resistance to the movement of the engine 105.
The total resistance applied by the system 100 proposed in the present disclosure can be achieved by the electronically controlled viscous fan 106, the intake throttle valve 113, the turbocharger 111 and the EGR valve 107. For example:
Total resistance= Exhaust flap switch ON [Exhaust flap + (E-Viscous Fan + Turbocharger + EGR + Intake throttle valve)].
Figure 3 illustrates braking time achieved by the implementation of the conventional system for performing endurance braking in a vehicle. As can be seen, the braking time with the conventional exhaust brake is 18-22 sec .
Figures 4, illustrate a braking time archived by the implementation of the present system 100 for performing endurance braking in a vehicle. As can be seen, the braking time with the present exhaust brake is 13-15 sec. Hence, there is a significant improvement in the braking time in comparison to the conventional braking system.
The conventional braking system only uses the exhaust flap for controlling the vehicle speed but to a lower extent when compared with the present system where additional resistance is contributing to along with existing hardware. This additional resistance along with the existing hardware improves the deceleration of the vehicle. The present system has shown deceleration improvement by 25-33% when tested in vehicles. The system 100 proposed in the present disclosure thus increases the vehicle deceleration rate since the present system 100 adds more resistance to the vehicle when the exhaust brake is pressed/actuated. Previously, the braking time with conventional exhaust brake system was 19-21 sec. However, the braking time with the present exhaust brake system is 14-16 sec.
Figure 5 illustrates a method 500 for performing endurance braking in a vehicle shown in accordance with an embodiment of the present disclosure. The order in which the method 500 is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any appropriate order to carry out the method 500 or an alternative method. Additionally, individual blocks may be deleted from the method 500 without departing from the scope of the subject matter described herein. The method 500 includes steps of:
At step 501: the method 500 includes receiving, by an electronic control unit (ECU) 102, an activation input from an exhaust brake switch 101 operated by a driver of the vehicle.
At step 502: the method 500 includes transmitting, by the ECU 102, one or more control signals to a plurality of actuators based on the activation input, wherein the step of transmitting comprises:
At step 503: the method 500 includes transmitting a first control signal to a first actuator to close an exhaust flap 103 positioned in an exhaust gas after-treatment circuit 104 of an engine 105 of the vehicle.
At step 504: the method 500 includes transmitting a second control signal to a second actuator to engage an electronically controlled viscous fan 106 with the engine 105 of the vehicle.
At step 505: the method 500 includes transmitting a third control signal to a third actuator to close an exhaust gas recirculation (EGR) valve 107 positioned between an exhaust manifold 108 and an intake manifold 109 of the engine 105.
At step 506: the method 500 includes transmitting a fourth control signal to a fourth actuator to close a turbo turbine 110 of a turbocharger 111 and to open a turbo compressor 112 of the turbocharger 111 to supply fresh compressed air to the engine 105.
At step 507: the method 500 includes transmitting a fifth control signal to a fifth actuator to fully open an intake throttle 113 to feed the compressed air received from the turbocharger 111 to the intake manifold 109 of the engine 105.
The functions described herein may be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Other examples and implementations are within the scope and spirit of the disclosure and appended claims. For example, due to the nature of software, functions described above can be implemented using software executed by a processor, hardware, firmware, hardwiring, or combinations of any of these. Features implementing functions may also be physically located at various positions, including being distributed such that portions of functions are implemented at different physical locations.
The foregoing description of the embodiments has been provided for purposes of illustration and is not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCEMENTS
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of a system and method for performing endurance braking in a vehicle that:
• helps to decelerate the vehicle faster;
• helps to provide a system that helps to control the vehicle speed at a faster rate;
• helps to increase the deceleration of the vehicle by adding more resistance to the vehicle;
• helps to improve braking effect of the vehicle and adds safety to the vehicle and safety to an engine; and
• enhances the vehicle's performance.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully reveals the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. , Claims:WE CLAIM:

1. A system (100) for performing endurance braking in a vehicle, said system comprising:
an exhaust brake switch (101) configured to receive an activation input from a driver of the vehicle; and
an electronic control unit (ECU) (102) configured to communicate with said exhaust brake switch (101) to receive said activation input, wherein based on the receipt of said activation input, said ECU (102) is configured to:
• transmit a first control signal to a first actuator to close an exhaust flap (103) positioned in an exhaust gas after-treatment circuit (104) of an engine (105) of the vehicle;
• transmit a second control signal to a second actuator to engage an electronically controlled viscous fan (106) with said engine (105) of the vehicle;
• transmit a third control signal to a third actuator to close an exhaust gas recirculation (EGR) valve (107) positioned between an exhaust manifold (108) and an intake manifold (109) of said engine (105);
• transmit a fourth control signal to a fourth actuator to close a turbo turbine (110) of a turbocharger (111) and to open a turbo compressor (112) of said turbocharger (111) to supply fresh compressed air to said engine (105); and
• transmit a fifth control signal to a fifth actuator to fully open an intake throttle (113) to feed the compressed air received from said turbocharger (111) to said intake manifold (109) of said engine (105).
2. The system (100) as claimed in claim 1, wherein said exhaust flap (103) is positioned between said exhaust gas after-treatment circuit (104) and an electronically controlled wastegate valve (115) connected to said exhaust manifold (108).
3. The system (100) as claimed in claim 1, wherein said EGR valve (107) is mounted at an outlet of an EGR cooler (116) positioned between said exhaust manifold (108) and said intake manifold (109).
4. The system (100) as claimed in claim 1, wherein said turbo turbine (110) is positioned between said exhaust manifold (108) and said turbo compressor (112).
5. The system (100) as claimed in claim 1, wherein said system (100) comprises a charge air cooler (117) between said turbo compressor (112) and said intake throttle (113).
6. The system (100) as claimed in claim 1, wherein said intake throttle (113) is fully opened during compression state of said engine (105).
7. The system (100) as claimed in claim 1, wherein said ECU (102) is further configured to receive a deactivation input form said exhaust brake switch (101), and is further configured to open said exhaust flap (103), disengage said electronically controlled viscous fan (106), open said EGR valve (107), decontrol said turbocharger (111), and decontrol said intake throttle (113), based on said received deactivation input.
8. The system (100) as claimed in claim 1, wherein said first actuator, said third actuator, said fourth actuator, and said fifth actuator are electronic actuators, and wherein said electronic actuators deactivate after a predefined time.
9. The system (100) as claimed in claim 1, wherein said second actuator requires a further control signal from said exhaust brake switch (101) to disengage said electronically controlled viscous fan (106) from said engine (105).
10. A method (500) for performing endurance braking in a vehicle, comprising:
receiving, by an electronic control unit (ECU) (102), an activation input from an exhaust brake switch (101) operated by a driver of the vehicle; and
transmitting, by said ECU (102), one or more control signals to a plurality of actuators based on said activation input, wherein the step of transmitting comprises:
• transmitting a first control signal to a first actuator to close an exhaust flap (103) positioned in an exhaust gas after-treatment circuit (104) of an engine (105) of the vehicle;
• transmitting a second control signal to a second actuator to engage an electronically controlled viscous fan (106) with said engine (105) of the vehicle;
• transmitting a third control signal to a third actuator to close an exhaust gas recirculation (EGR) valve (107) positioned between an exhaust manifold (108) and an intake manifold (109) of said engine (105);
• transmitting a fourth control signal to a fourth actuator to close a turbo turbine (110) of a turbocharger (111) and to open a turbo compressor (112) of said turbocharger (111) to supply fresh compressed air to said engine (105); and
• transmitting a fifth control signal to a fifth actuator to fully open an intake throttle (113) to feed the compressed air received from said turbocharger (111) to said intake manifold (109) of said engine (105).

Dated this 10th day of January 2023

_______________________________
MOHAN RAJKUMAR DEWAN, IN/PA – 25
of R.K.DEWAN & CO.
Authorized Agent of Applicant

TO,
THE CONTROLLER OF PATENTS
THE PATENT OFFICE, AT CHENNAI