FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10; rule 13]
TITLE: “A SYSTEM FOR DETECTING BRAKE PEDAL BOTTOMING IN A VEHICLE AND A METHOD THEREOF”
Name and Address of the Applicant: TATA MOTORS LIMITED; Bombay House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001 Maharashtra, India.
Nationality: Indian
The following specification particularly describes the nature of the invention and the manner in which it is to be performed.

TECHNICAL FIELD
Present disclosure generally relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to a system and a method for detection and prevention of pedal bottoming in a vehicle.
BACKGROUND OF THE DISCLOSURE
Vehicles are a prime mode of transportation. Many users utilize a variety of vehicles right from passenger cars to commercial vehicles to move people or goods from one place to another. As vehicles tend to propel at higher speeds, it is also equally important to stop the vehicle within less time and less distance. Conventional systems are already existing where vehicles are equipped with various braking systems such as pneumatic, hydraulic and electronic braking systems. These braking systems are operated upon actuation of a brake pedal by a user to stop or reduce the speed of the vehicle. The braking systems are classified into two types i.e. drum type and a disc type brakes. Drum brake systems are made up of hydraulic wheel cylinders, brake shoes, and a drum. When the brake pedal is operated, the curved shoes, equipped with a lining of friction material, are forced by hydraulic wheel cylinders against the inner surface of a rotating brake drum. The disc brakes are made up of a disc, or rotor, a caliper assembly, brake pads, wheel bearings, and other hardware used to mount brakes to the vehicle. The calipers are connected to the master cylinder via tubes, hoses, and valves that push brake fluid throughout the system.
Usually, upon repeated use of the brake systems in high temperature conditions, the seals within the master cylinder wears out and results in brake fluid leakage. This results in loss of brake fluid pressure within the brake lines which may lead to pedal bottoming or a pedal sink. Further, during maintenance of brake lines, air tends to get inside these lines and cause the brake pedal to bottom or lead to inefficient braking. Additionally, when a vehicle is traveling downhill, the brakes are frequently applied which increases the temperature of brake calipers and discs. This in turn leads to vaporization of the brake fluid such that the brake pedal becomes unrestricted and there will be a loss of brake pedal feel leading to spongy brake application. Consequently, the brake pedal travel increases and brakes will not work as the vaporized brake fluid cannot transmit pressure upon application of brake pedal.
Conventionally, pedal bottoming is controlled by proper brake bleeding which is changing the brake fluid and priming the fluid lines so that all the air bubbles or air pockets are removed.

Further, anti-lock braking system (ABS) has been equipped in modern vehicles as an added safety feature. The ABS utilizes electronic sensors to detect the speed of the wheel and rapidly pulse brakes to prevent skidding and can quickly stop the vehicle. Although the ABS system improves the braking efficiency, the system itself operates using hydraulic brake fluid. Hence, the ABS system will not be effective if the brake fluid is vaporized at high temperature working conditions which ultimately results in pedal bottoming or sinking pedal feeling.
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 system for detecting brake pedal bottoming is disclosed. The system comprises of a brake pedal connected to a a vacuum booster with a master cylinder. At least one brake switch is connected to a mounting bracket to detect a first position of the brake pedal. A control unit is communicatively connected to the at least one brake switch and the at least one brake switch is configured to send a first feedback signal on detection of a first position of the brake pedal. Further, the control unit upon receiving the first feedback signal is configured to disengage an accelerator pedal module of the vehicle for reducing speed of the vehicle to a predefined speed. Actuate an electric park brake for braking and to reduce speed of the vehicle to the predefined speed. Redistribute brake force pressure from a front wheel bias to a rear wheel bias for braking of the vehicle. Further, the control unit is also configured to activate the accelerator pedal module and redistribute the brake force from the rear wheel bias to the front wheel bias upon receiving a second feedback signal based on a second position of the brake pedal. Disengage the electric park brake upon receiving the second feedback signal for normal operation of the vehicle.
In an embodiment of the disclosure, the first position of the brake pedal corresponds to dynamic position of the brake pedal between axis B-B to axis C-C.

In an embodiment of the disclosure, the second position of the brake pedal corresponds to dynamic position of the brake pedal between axis B-B to axis A-A.
In an embodiment of the disclosure, the control unit is communicatively coupled to a display module of the vehicle, the display module is configured to visually indicate actuation of the at least one brake switch.
In an embodiment of the disclosure the front wheel bias includes brake pressure applied to a front brake unit and a rear wheel bias includes the brake pressure applied to a rear brake unit of the vehicle.
In an embodiment of the disclosure, wherein the control unit is configured to operate an anti-lock brake system of the vehicle to redistribute the brake force pressure from the front brake unit to the rear brake unit upon receiving the first and second feedback signals.
In an embodiment of the disclosure, wherein the control unit controls the vehicle speed based on a signal received by the at least one sensor associated with the accelerator pedal module.
In an embodiment of the disclosure, the predefined speed of the vehicle is below 40 kmph.
In an embodiment of the disclosure, the at least one brake switch is at least one of a push button switch and a proximity sensor.
In another non-limiting embodiment of the disclosure, a method for detecting brake pedal bottoming in a vehicle is disclosed. The method comprises receiving, by a control unit, a first feedback signal corresponding to a first position of a brake pedal from at least one brake switch connected to a mounting bracket. Disengaging, by the control unit, an accelerator pedal module of the vehicle to reduce speed of the vehicle to a predefined speed based on the first feedback signal. Actuating, by the control unit, an electric park brake to reduce speed of the vehicle to the predefined speed. Redistributing, by the control unit, brake force pressure from a front wheel bias to a rear wheel bias for braking of the vehicle. Activating, by the control unit, the accelerator pedal module and redistributing the brake force from the rear wheel bias to the front wheel bias upon receiving a second feedback signal based on a second position of the brake pedal; and disengaging, by the control unit, the electric park brake upon receiving the second feedback signal for normal operation 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:
Fig. 1 illustrates a schematic layout of the system to detect pedal bottoming, in accordance with an embodiment of the present disclosure;
Figs. 2a and 2b illustrates a schematic of a brake pedal travel and arrangement of at least one brake switch in accordance with an embodiment of the present disclosure;
Fig.3 illustrates a perspective view of the system of fig 1; and
Fig. 4 is a flow chart depicting the operational method of the system of Fig. 1 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 system to detect pedal bottoming in a vehicle. Conventionally, while driving in downhill conditions, the brakes are repeatedly applied to decelerate the vehicle. This increases the temperature of the brake discs and brake callipers which in turn heats the brake fluid within the brake lines. Consequently, the brake fluid changes its form from liquid to vapor and the brake pedal gets spongy which leads to pedal bottoming. This increases the braking distance which may cause serious accidents if the speed of the vehicle is high or not in control.
In view of this, embodiments of the present disclosure disclose a system and method to detect brake pedal bottoming in a vehicle. The system comprises of a brake pedal connected to a vacuum booster with a master cylinder. At least one brake switch is connected to a mounting

bracket to detect a first position of the brake pedal. Further, a control unit is communicatively connected to the at least one brake switch. The at least one brake switch is configured to send a first feedback signal on detection of a first position of the brake pedal. The control unit upon receiving the first feedback signal is configured to disengage an accelerator pedal module of the vehicle for reducing speed of the vehicle to a predefined speed. Further, the control unit actuates an electric park brake for braking and to reduce speed of the vehicle to the predefined speed. Followed by redistributing brake force pressure from a front wheel bias to a rear wheel bias for braking of the vehicle. Further, the control unit is also configured to activate the accelerator pedal module and redistribute the brake force from the rear wheel bias to the front wheel bias upon receiving a second feedback signal based on a second position of the brake pedal. Disengage the electric park brake upon receiving the second feedback signal for normal operation of the vehicle.
Further, the present disclosure also discloses a method for detecting pedal bottoming in the vehicle. The method comprises the steps of initially receiving, by a control unit, a first feedback signal corresponding to a first position of a brake pedal from at least one brake switch connected to a mounting bracket. Then, an accelerator pedal module of the vehicle is disengaged, by the control unit to reduce speed of the vehicle to a predefined speed based on the first feedback signal. Followed by actuating an electric park brake to reduce speed of the vehicle to the predefined speed. Further, the brake force pressure is redistributed by the control unit from a front wheel bias to a rear wheel bias for braking of the vehicle. The accelerator pedal module is activated and the brake force is redistributed from the rear wheel bias to the front wheel bias upon receiving a second feedback signal based on a second position of the brake pedal. Lastly, the electric park brake is disengaged by the control unit upon receiving the second feedback signal for normal operation of the vehicle.
The following paragraphs describe the present disclosure with reference to Figures. 1 to 4. In the figures, the same element or elements which have similar functions are indicated by the same reference signs.
Figs 1 to 3 illustrates a schematic layout of a system (100) and a brake pedal travel to detect a pedal bottoming in a vehicle along with a perspective view of the system (100) components. The system (100) comprises a control unit (10) to determine 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. Second condition of the vehicle may

be in OFF condition. However, this may not be considered as a limitation since any other vehicle condition such as an electric motor ON condition or electric motor OFF condition can also be sensed by the control unit (10). The control unit (10) is communicatively coupled to at least one brake switch (3) positioned on a first mounting bracket (2) which is connected to a brake pedal (1). In an embodiment, the first mounting bracket (2) is supported by a firewall (20) of the vehicle. The brake pedal (1) is connected to a vacuum cylinder (4) to generate brake pressure force required for braking upon actuation of the brake pedal (1). In an embodiment, the vacuum cylinder may be a vacuum booster with a master cylinder (4) and may be a master cylinder equipped with a brake booster unit to increase the braking pressure within the master cylinder upon actuation of the brake pedal (1). The at least one brake switch (3) is configured to detect a first position of the brake pedal (1) upon actuation. The at least one brake switch (3) is communicatively coupled to the control unit (10). The at least one brake switch (3) sends out a first feedback signal to the control unit (10) corresponding to the position of the brake pedal (1). In an embodiment, the at least one brake switch may be a proximity sensor, a capacitive displacement sensor or a push button which cannot be considered as a limitation. The control unit (10) is communicatively coupled to a display unit (11) of the vehicle to receive the first feedback signal from the at least one brake switch (3). The display module (11) comprises an indicator to visually alert a user upon receiving the first feedback signal from the control unit (10). In an embodiment, the indicator may be an LED indicator, a halogen bulb etc. In an embodiment, the indicator may also be configured to indicate a warning symbol or a display message in the display module (11). Further, the control unit (10) is communicatively coupled to an engine management system (EMS) (5) which is in turn connected to each of an accelerator pedal module (8), an electric parking brake (6) and an Anti-lock braking system (ABS) (7) of the vehicle.
In an embodiment, the control unit (10) receives signals corresponding to the condition of the vehicle from at least one sensor associated with each of the EMS (5), the electric parking brake (6), the ABS (7) and the accelerometer (8). The control unit (10) determines the operating condition of the engine through the EMS (5). In an embodiment, the EMS may include various relays, actuators to monitor and control the engine operation. The control unit (10) actuates each of the EMS (5), electric parking brake (6), ABS (7) and the accelerator pedal module (8) based on a signal received from the at least one brake switch (3) corresponding to a position of the brake pedal (1).

Referring to Figs. 2a and 2b, the brake pedal (1) is connected to the mounting bracket (2) which is supported by a firewall (20). The at least one brake switch (3) is positioned on the firewall (20) to detect the movement of the first position of the brake pedal (1) during the brake application/actuation by the user. The brake pedal (1) travels between the axis A-A to axis C-C upon its actuation. A hydraulic fluid reservoir (17) is configured to supply brake fluid within the vacuum booster with master cylinder (4) such that the brake fluid generates sufficient pressure to apply brake force to the wheels of the vehicle. The brake fluid is transferred from the hydraulic fluid reservoir (17) to a brake calipers/ discs or a brake drum connected to the wheels of the vehicle through separate brake lines (22). The brake fluid pressure within the brake lines (22) applies the brake force to a brake unit with a piston-cylinder arrangement for generating frictional contact between the discs and brake pads or brake shoes and brake drums upon actuation of the brake pedal (1). In normal condition, the brake pedal (1) is actuated from a third position between the axis A-A and axis B-B for braking of the vehicle. The brake pedal travels from the third position to a second position for braking. In an embodiment, the second position is referred as the position of the brake pedal at the axis B-B. Due to continuous actuation of the brake pedal (1) in high temperature conditions, the brake calipers or brake disc are subjected to high temperatures and the vaporization of brake fluid is realized. This causes the brake pedal to (1) cross the second position upon its actuation and at this point, the at least one brake switch (3) sends a second feedback signal to the control unit (10) corresponding to the position of the brake pedal (1). Further, if the brake pedal (1) reaches the first position which is proximate to the at least one brake switch (3) and at an axis C-C, the control unit (10) sends the signal to the display module (11) to turn ON the indicator to visually alert or indicate the user on the brake pedal bottoming. The control unit (10) determines the speed of the vehicle and disconnects the accelerator pedal module (8), if the vehicle speed is higher than a predefined speed. In an embodiment, the predefined speed is below 40 kmph and however, this cannot be considered as a limitation and the predefined speed may be varied. Further, the control unit (10) engages the electric parking brake (6) of the vehicle to decelerate the vehicle and maintain the predefined speed. Additionally, the control unit (10) disengages the electric parking brake (6) upon the detection of a wheel lock condition by the ABS (7). In an embodiment, the vehicle may be fully decelerated and however this deceleration may be in a range of 0-40 kmph. In an embodiment, the ABS (7) redistributes the brake pressure from a front wheel bias to a rear wheel bias of the vehicle. The front wheel bias includes brake pressure applied to a front brake unit and a rear wheel bias includes the brake pressure applied to a rear brake unit of the vehicle. The ratio of braking force supplied to the front brake unit and the rear

brake unit is controlled by the ABS (7). The ABS (7) is connected to a front brake unit and a rear brake unit of the vehicle by a suitable braking system. In an exemplary embodiment the front wheel bias may be equipped with a disc braking unit and the rear wheel bias is equipped with a brake drum unit. However, this cannot be considered as a limitation as any type of brake systems may be equipped to the front and rear wheels. Both the front and rear brake units are connected to the ABS (7) via individual or separate brake lines (22) based on the requirement. Upon detection of the first feedback signal, the control unit (10) actuates a proportionate valve (not shown) to redistribute the brake pressure from the front brake unit to the rear brake unit.
Further, upon releasing the brake pedal (1), the at least one brake switch (3) sends a signal to the control unit corresponding to the first position of the brake pedal (1). The control unit (10) turns OFF the indicator. and activates the accelerator pedal module (8) to enable driver to control speed of the vehicle and disengages the electric parking brake (6) to ensure normal operation of the vehicle. In an embodiment, the control unit (10) redistributes the brake pressure from the rear brake unit to the front brake unit once the temperature of the brake fluid is reduced to normal. In an embodiment, an additional brake switch (not shown in figures) is associated with the brake pedal (1) to determine the frequency of actuation of the brake pedal (1). The additional brake switch is communicatively coupled to the control unit (10). The control unit (10) receives signals from the additional brake switch corresponding to the frequency of actuation of the brake pedal (1) and records the frequency at which the brake pedal crosses the second position [from axis B-B to axis C-C]. When the brake fluid in the brake lines returns to its viscous state after the operation of brake pedal (1) in high temperature conditions, the control unit (10) determines the brake pedal travel between the third position and the second position. In such condition, the control unit (10) determines that the brake pedal travel is in normal condition and enables driver to control speed of the vehicle and disengages the electric parking brake (6) to ensure normal operation of the vehicle. In an embodiment, the frequency of actuation of the brake pedal (1) to cross the second position depends on the operating conditions of the vehicle.
Now referring to Fig. 3, the control unit (10) is coupled to the brake pedal (1) and the display module (11). The brake pedal is attached to the mounting bracket (2) and the at least one brake switch (3) is arranged on a second mounting bracket (9) to determine the position of the brake pedal (1). The second mounting bracket (9) is fastened to the lower end of the first mounting bracket (2). An upper end of the first mounting bracket (2) includes a resilient member

connected to the brake pedal (1) which supports the actuation and retraction of the brake pedal (1). In an embodiment, the resilient member may be a spring. The control unit (10) receives the first feedback signal from the at least one brake switch (3) to determine the position of the brake pedal (1). When the brake pedal (1) crosses the second position, the control unit (10) detects a pedal bottoming situation and turns ON the indicator of the display module (11). This allows the user or a driver to take necessary action such as repair and maintenance of the brake system. Further, the control unit (10), is also communicatively coupled to the at least one sensor associated with the ABS (7). The ABS (7) include a electro hydraulic control (15) unit to control the flow of brake fluid to wheel brakes from vacuum booster with master cylinder (4) as per ABS functioning requirement i.e. No wheel lock. The ABS (7) is actuated by the control unit (10) upon detection of the first feedback signal for selective braking of the vehicle up to a predefined speed.
Referring to Fig. 4, which is a flow chart depicting the method (200) of detecting the brake pedal bottoming in a vehicle. The method includes determining a position of the brake pedal (1), by the control unit (10) based on the signal received from the at least one brake switch (3) mounted on the firewall (20 connected to the mounting bracket (2). If the brake pedal (10) travel increases than the normal travel, i.e. when the brake pedal crosses the second position and reaches the first position, the control unit turn ON the indicator (12) to alert the user or the driver of the vehicle. This increase in pedal travel occurs if the temperature of the brake liners/brake pads increase due to continuous application of the brakes. After turning on the indicator (12), the control unit (10) receives the signals corresponding to the speed of the vehicle through the EMS (5) which is connected to the accelerator pedal module (8). The control unit (10) also receives signals corresponding to the working condition of the electric parking brake (6) and the ABS (7). The control unit (10) disconnects the accelerator pedal module (8) upon receipt of the signal and actuates the electric parking brake (6) to reduce the speed of the vehicle up to a predefined speed. Simultaneously, the control unit (10) activates a proportionate valve of the ABS (7) to redistribute the brake application force from the front brake unit to the rear brake unit. After attaining the predefined speed, the control unit (10) disengages the electric parking brake (6) and vehicle speed is maintained throughout the travel of the vehicle. Lastly, upon release of the brake pedal (1), the control unit (10) activates the accelerator pedal module (8) and disengages the electric parking brake (6) for normal operation of the vehicle.

In an embodiment, the control unit (10) may be programmed to activate and deactivate the accelerator module, electric paring brake and the ABS (7) based on the detection of frequency of actuation of the brake pedal (1) by the additional brake switch without triggering the at least one brake switch (3).
In an embodiment, the position of the brake pedal (1) from the first position to the second position which corresponds to pedal movement between the axes A-A to B-B may be 60 % of the total travel of the brake pedal (1). However, this cannot be considered as a limitation and this value may be varied based on the type of braking system and brake pedal arrangement.
In an embodiment, the ABS (7) determines the wheel lock condition during the actuation of the electric parking brake (6) and sends a signal to the control unit (10) to disengage the electric parking brake (6).
In an embodiment, the electric parking brake (6) may be configured to operate in a particular time defined cycle to reduce the vehicle speed.
In an embodiment, the vehicle speed is reduced by determining the brake pedal bottoming to achieve better control of the vehicle and to prevent fatal accidents.
In an embodiment, the system and method may be easily employed in existing vehicles having manual transmission or automatic transmissions to effectively detect brake pedal bottoming.
In an embodiment, the indicator (12) on the display module (11) notifies the user to take required action to control pedal bottoming in the vehicle.
In an embodiment, the indicator remains turned ON until the brake pedal movement returns to operate between the second position and the third position.
In an embodiment of the disclosure, the control unit (10) or electronic control unit may be a centralized control unit, or a dedicated control unit associated with the vehicle. The control unit (10) 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
Method 200
Brake pedal 1
First mounting Bracket 2
At least one brake switch 3
Vacuum booster with master cylinder 4
Engine management system 5
Electronic Parking brake 6
Anti-lock braking system (ABS) 7
Accelerator pedal module 8
Second mounting bracket 9
Control unit 10
Display module 11
Indicator 12
Hydraulic control unit 15
Hydraulic fluid reservoir 17
Firewall 20
Brake lines 22

WE CLAIM:
1. A system to detect brake pedal bottoming in a vehicle, the system (100) comprising:
a brake pedal (1) connected to a vacuum booster with master cylinder (4); at least one brake switch (3) connected to a mounting bracket (2), the at least one brake switch (3) is configured to detect a first position of the brake pedal (1);
a control unit (10) communicatively connected to the at least one brake switch (3), wherein the at least one brake switch (3) sends a first feedback signal on detection of a first position of the brake pedal (1);
the control unit (10) upon receiving the first feedback signal is configured to:
disengage an accelerator pedal module (8) of the vehicle for reducing speed of the vehicle to a predefined speed;
actuate an electric park brake (6) for braking and to reduce speed of the vehicle to the predefined speed;
redistribute brake force pressure from a front wheel bias to a rear wheel bias for braking of the vehicle; and
activate the accelerator pedal module (8) and redistribute the brake force from the rear wheel bias to the front wheel bias upon receiving a second feedback signal based on a second position of the brake pedal (1); and
disengage the electric park brake (6) upon receiving the second feedback signal for normal operation of the vehicle.
2. The system (100) as claimed in claim 1, wherein the first position of the brake pedal (1) corresponds to dynamic position of the brake pedal between axis B-B to axis C-C.
3. The system (100) as claimed in claim 1, wherein the second position of the brake pedal
(I) corresponds to dynamic position of the brake pedal between axis B-B to axis A-A.
4. The system (100) as claimed in claim 1, wherein the control unit (10) is
communicatively coupled to a display module (11) of the vehicle, the display module
(II) is configured to visually indicate actuation of the at least one brake switch (3).
5. The system (100) as claimed in claim 1, wherein the front wheel bias includes brake
pressure applied to a front brake unit and a rear wheel bias includes the brake pressure
applied to a rear brake unit of the vehicle.

6. The system (100) as claimed in claim 1, wherein the control unit (10) is configured to operate an anti-lock brake system (7) of the vehicle to redistribute the brake force pressure from the front brake unit to the rear brake unit upon receiving the first and second feedback signals.
7. The system (100) as claimed in claim 1, wherein the control unit (10) is communicatively couped to at least one sensor connected to each of the accelerator pedal module (5), the electric park brake (6) and the anti-lock brake system (7).
8. The system (100) as claimed in claim 1, wherein the control unit (3) controls the vehicle speed based on a signal received by the at least one sensor associated with the accelerator pedal module (5).
9. The system (100) as claimed in claim 1, wherein the predefined speed of the vehicle is below 40 kmph.
10. The system (100) as claimed in claim 1, wherein the at least one brake switch (3) is at least one of a push button switch and a proximity sensor.
11. A method (200) for detecting brake pedal bottoming in a vehicle, the method (200) comprising;
receiving, by a control unit (10), a first feedback signal corresponding to a first position of a brake pedal from at least one brake switch connected to a mounting bracket (2);
disengaging, by the control unit (10), an accelerator pedal module of the vehicle to reduce speed of the vehicle to a predefined speed based on the first feedback signal;
actuating, by the control unit (10), an electric park brake (6) to reduce speed of the vehicle to the predefined speed;
redistributing, by the control unit (10), brake force pressure from a front wheel bias to a rear wheel bias for braking of the vehicle for braking of the vehicle;
activating, by the control unit (10), the accelerator pedal module (5) and redistributing the brake force from the rear wheel bias to the front wheel bias upon receiving a second feedback signal based on a second position of the brake pedal (1); and

disengaging, by the control unit (10), the electric park brake (6) upon receiving the second feedback signal for normal operation of the vehicle.