DESC:
TECHNICAL FIELD
[0001] The present disclosure generally relates to the field of automobiles. In particular, the present disclosure pertains to adaptive braking system for automobiles. More specifically, the present disclosure relates to a sensor based braking system that can be accommodated in any standard automobile with minimum or no modifications.

BACKGROUND
[0002] Background description includes information that may be useful in understanding the present invention. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed invention, or that any publication specifically or implicitly referenced is prior art.
[0003] Automobiles have been one of the cornerstones of progress of human society. But they have not been fully devoid of challenges. With increasing purchasing power, particularly in urban centers, there has been more reliance on personal over private modes of transports. This change has been attributed, by some trends, as one of the reasons for accidents, generally caused by delay in application of brakes for several reasons such as, but not limited to, distraction or inattentiveness, poor visibility, insufficient time to react, and inadequate braking force during critical situations.
[0004] Moreover, research shows that 75% of all collisions occur at speeds less than 25 mph in so-called city driving environments. Also, many vehicles on road in the developing countries do not have commonly required safety system such as ABS (Anti-lock brake system), ESC (Electronic stability control) that are usually standard in more industrialized countries. There is also dearth of any practical aftermarket automated brake control solutions that can be easily adopted in the existing brake system of the vehicle.
[0005] Efforts in the past have been related to brake control with electrical or hydraulic booster where design can be complicated and some systems are even related to controlling the brake lever or hydraulic unit. Other than aforementioned limitations, such systems come short of providing a control of brake in crucial situations with manual override ability. Additionally, there are no existing retrofit systems that provide adaptive braking in vehicles.
[0006] There is a need in the art to provide adaptive braking system that can combine simplicity, economy and efficiency of sensor(s) and brake controls to help prevent collisions, particularly in city driving environments. Adaptive braking systems can save lives and reduce occurrence of accidents. Additionally, there is a need for a retrofit adaptive braking which requires minimal modification to the vehicle configuration.
[0007] All publications herein are incorporated by reference to the same extent as if each individual publication or patent application were specifically and individually indicated to be incorporated by reference. Where a definition or use of a term in an incorporated reference is inconsistent or contrary to the definition of that term provided herein, the definition of that term provided herein applies and the definition of that term in the reference does not apply.
[0008] In some embodiments, the numbers expressing quantities of ingredients, properties such as concentration, reaction conditions, and so forth, used to describe and claim certain embodiments of the invention are to be understood as being modified in some instances by the term “about”. Accordingly, in some embodiments, the numerical parameters set forth in the written description and attached claims are approximations that can vary depending upon the desired properties sought to be obtained by a particular embodiment. In some embodiments, the numerical parameters should be construed in light of the number of reported significant digits and by applying ordinary rounding techniques. Notwithstanding that the numerical ranges and parameters setting forth the broad scope of some embodiments of the invention are approximations, the numerical values set forth in the specific examples are reported as precisely as practicable. The numerical values presented in some embodiments of the invention may contain certain errors necessarily resulting from the standard deviation found in their respective testing measurements.
[0009] As used in the description herein and throughout the claims that follow, the meaning of “a,” “an,” and “the” includes plural reference unless the context clearly dictates otherwise. Also, as used in the description herein, the meaning of “in” includes “in” and “on” unless the context clearly dictates otherwise.
[0010] The recitation of ranges of values herein is merely intended to serve as a shorthand method of referring individually to each separate value falling within the range. Unless otherwise indicated herein, each individual value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. The use of any and all examples, or exemplary language (e.g. “such as”) provided with respect to certain embodiments herein is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention otherwise claimed. No language in the specification should be construed as indicating any non-claimed element essential to the practice of the invention.
[0011] Groupings of alternative elements or embodiments of the invention disclosed herein are not to be construed as limitations. Each group member can be referred to and claimed individually or in any combination with other members of the group or other elements found herein. One or more members of a group can be included in, or deleted from, a group for reasons of convenience and/or patentability. When any such inclusion or deletion occurs, the specification is herein deemed to contain the group as modified thus fulfilling the written description of all groups used in the appended claims.

OBJECTS OF THE INVENTION
[0012] A general object of the present disclosure is to provide an adaptive braking system that automatically applies brakes of a vehicle in an event detection of collision of the vehicle.
[0013] Another object of the present disclosure is to provide a cost-effective adaptive braking system that incorporates a plurality of sensors to detect an event of collision of the vehicle.
[0014] Another object of the present disclosure is to provide an adaptive braking system that allows for automatic braking of vehicle in case of a collision detection and eliminates any kind of manual intervention associated with application of brakes of the vehicle.
[0015] Another object of the present disclosure is to provide an adaptive braking system that assists manual braking in case when additional braking power is required during manual braking.
[0016] Yet another object of the present disclosure is to provide an adaptive braking system incorporating a manual override feature.
[0017] Yet another object of the present invention is to provide an economic and low-cost adaptive barking system.
[0018] Still another object of the present disclosure is to provide an adaptive braking system that can be retrofitted to existing vehicles or could be installed in the automobile at the time of its manufacturing with minimal design alterations.
[0019] Yet another object of the present disclosure is to provide an adaptive braking system that improves road safety and reduces driver fatigue.
[0020] Still another object of the present disclosure is to provide a simple and efficient solution for automated braking control.

SUMMARY
[0021] The present disclosure relates to a sensor based braking system to automate braking of a vehicle on detection of occurrence of collision and/or accident of the vehicle. An aspect of the present disclosure pertains to an adaptive braking system configured in a vehicle that comprises an Electronic Control Unit (ECU) operatively coupled with a plurality of sensors that measure one or more desired parameters and provide feedback to the ECU so as to enable the ECU to issue an instruction based on the feedback, an Electro-Mechanical Unit (EMU) that, based on receipt of the instruction from the ECU, activates a screw mechanism to translate turning motion of a gear nut into linear motion of a screw shaft, the linear motion being transferred from the screw shaft to piston of a master cylinder for enabling adaptive braking action on one or more brakes of the vehicle.
[0022] In an embodiment, the EMU is operatively coupled with a twin push rod assembly comprising a first push rod and a second push rod along with a bush that connects a brake booster to piston of the master cylinder. In an embodiment, the screw mechanism is configured after the bush.
[0023] In an embodiment, the master cylinder comprises or is operatively coupled with a fluid reservoir that assists in providing braking action to any or a combination of front wheel brake calipers and rear wheel brake calipers of the vehicle.
[0024] In an embodiment, the gear nut is driven by a bi-directional electric motor, the motor having a planetary gear set that is arranged beside the master cylinder.
[0025] In an embodiment, activation of the motor effectuates the screw shaft to move linearly so as to actuate the master cylinder, wherein rotational movement of the screw shaft is constrained using any or a combination of at least one pin or the bush.
[0026] In an embodiment, the motor is arranged in parallel to axis of the master cylinder.
[0027] In an embodiment, the motor is arranged perpendicular to axis of the master cylinder through a worm gear arrangement.
[0028] In an embodiment, the screw shaft is dimensioned to securely match profile of a cover so as to transmit the motion to the second push rod and accordingly effectuate the master cylinder.
[0029] In an embodiment, any or both of the first push rod and the second push rod are threaded to allow flexibility of adjusting total length of the twin push rod assembly.
[0030] In an embodiment, the plurality of sensors are selected from any or a combination of, but not limited to, a travel sensor, a potential collision distance measurement sensor, a distance measurement sensor, a vehicle speed determination sensor, a trajectory determination sensor, a sensor configured to determine pressure required to control brake system through the ECU, RADAR, a camera, LIDAR, and a scenario sensor. Any sensors known in the art for speed and distance measurement maybe used.
[0031] In an embodiment, the electromechanical unit is provided with two travel sensors. One travel sensor is mounted on the bush, which functions as a contactless switch and provides an initial position of the screw shaft. Another travel sensor is mounted on the gear nut to measure number of teeth moved, which is directly proportional to the linear movement of the screw shaft. Use of two travel sensors allows ECU to crosscheck the position values, thereby providing a failsafe design. The travel sensors provide feedback of the current position of the screw shaft to the ECU.
[0032] In an embodiment, the adaptive braking system transfers linear motion from the screw shaft to piston of the master cylinder without any manual intervention. Thus, the proposed adaptive braking system provides for completely automatic braking without any manual intervention.
[0033] In an embodiment, the EMU is configured to actuate the master cylinder in order to reduce braking effort required for enabling adaptive braking action on the one or more brakes of the vehicle.
[0034] In an embodiment, the adaptive braking system acts either as a conjoint or an independent control system for actuation of the one or more brakes of the vehicle without requirement of any clutch mechanism to engage or disengage an electrical drive of the vehicle.
[0035] In an embodiment, the adaptive braking system assists manual braking of the vehicle in case when additional braking power is required during manual braking.
[0036] In an embodiment, the adaptive braking system allows a driver of the vehicle to manually apply the one or more brakes of the vehicle without activation of the screw mechanism of the EMU.
[0037] In an embodiment, the adaptive braking system assists parking brake of the vehicle to generate adequate braking power of one or more parking brakes of the vehicle.
[0038] Another aspect of the present disclosure pertains to a vehicle that comprises an adaptive braking system, the adaptive braking system comprising an Electronic Control Unit (ECU) operatively coupled with a plurality of sensors that measure one or more desired parameters and provide feedback to the ECU so as to enable the ECU to issue an instruction based on the feedback, and an Electro-Mechanical Unit (EMU) that, based on receipt of the instruction from the ECU, activates a screw mechanism to translate turning motion of a gear nut into linear motion of a screw shaft, the linear motion being transferred from the screw shaft to a master cylinder for enabling adaptive braking action on one or more brakes of the vehicle.
[0039] In an embodiment, the EMU comprises a first push rod and a second push rod along with a bush for connecting a brake booster to a master cylinder. In an embodiment, the screw mechanism is configured after the bush.

BRIEF DESCRIPTION OF THE DRAWINGS
[0040] The accompanying drawings are comprised to provide a further understanding of the present disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.
[0041] FIG. 1 illustrates an exemplary sectional view of an adaptive braking system in accordance to an embodiment of the present disclosure.
[0042] FIG. 2 illustrates an exemplary exploded view of the adaptive braking system in accordance to an embodiment of the present disclosure.
[0043] FIG. 3 illustrates an exemplary block diagram of the adaptive braking system in accordance to an embodiment of the present disclosure.
[0044] FIG. 4 illustrates an exemplary representation of twin push rod assembly of the proposed adaptive braking system in accordance to an embodiment of the present disclosure.
[0045] FIGs. 5A and 5B illustrates an exemplary representation of parallel arrangement and perpendicular arrangement respectively of motor and master cylinder of the proposed adaptive braking system in accordance to an embodiment of the present disclosure.
[0046] FIG. 6 illustrates an exemplary flowchart representation showing implementation of the proposed adaptive braking system in accordance to an embodiment of the present disclosure.

DETAILED DESCRIPTION
[0047] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosure as defined by the appended claims.
[0048] Each of the appended claims defines a separate invention, which for infringement purposes is recognized as comprising equivalents to the various elements or limitations specified in the claims. Depending on the context, all references below to the "invention" may in some cases refer to certain specific embodiments only. In other cases it will be recognized that references to the "invention" will refer to subject matter recited in one or more, but not necessarily all, of the claims.
[0049] Various terms as used herein are shown below. To the extent a term used in a claim is not defined below, it should be given the broadest definition persons in the pertinent art have given that term as reflected in printed publications and issued patents at the time of filing.
[0050] The present disclosure relates to a sensor based braking system to automate braking of a vehicle on detection of occurrence of collision and/or accident of the vehicle. An aspect of the present disclosure pertains to an adaptive braking system configured in a vehicle that comprises an Electronic Control Unit (ECU) operatively coupled with a plurality of sensors that measure one or more desired parameters and provide feedback to the ECU so as to enable the ECU to issue an instruction based on the feedback, an Electro-Mechanical Unit (EMU) that, based on receipt of the instruction from the ECU, activates a screw mechanism to translate turning motion of a gear nut into linear motion of a screw shaft, the linear motion being transferred from the screw shaft to piston of a master cylinder for enabling adaptive braking action on one or more brakes of the vehicle.
[0051] In an embodiment, the EMU is operatively coupled with a twin push rod assembly comprising a first push rod and a second push rod along with a bush that connects a brake booster to piston of the master cylinder. In an embodiment, the screw mechanism is configured after the bush.
[0052] In an embodiment, the master cylinder comprises or is operatively coupled with a fluid reservoir that assists in providing braking action to any or a combination of front wheel brake calipers and rear wheel brake calipers of the vehicle.
[0053] In an embodiment, the gear nut is driven by a bi-directional electric motor, the motor having a planetary gear set that is arranged beside the master cylinder.
[0054] In an embodiment, activation of the motor effectuates the screw shaft to move linearly so as to actuate the master cylinder, wherein rotational movement of the screw shaft is constrained using any or a combination of at least one pin or the bush.
[0055] In an embodiment, the motor is arranged in parallel to axis of the master cylinder.
[0056] In an embodiment, the motor is arranged perpendicular to axis of the master cylinder through a worm gear arrangement.
[0057] In an embodiment, the screw shaft is dimensioned to securely match profile of a cover so as to transmit the motion to the second push rod and accordingly effectuate the master cylinder.
[0058] In an embodiment, any or both of the first push rod and the second push rod are threaded to allow flexibility of adjusting total length of the twin push rod assembly.
[0059] In an embodiment, the plurality of sensors are selected from any or a combination of, but not limited to, a travel sensor, a potential collision distance measurement sensor, a distance measurement sensor, a vehicle speed determination sensor, a trajectory determination sensor, a sensor configured to determine pressure required to control brake system through the ECU, RADAR, a camera, LIDAR, and a scenario sensor.
[0060] In an embodiment, the electromechanical unit is provided with two travel sensors. One travel sensor is mounted on the bush, which functions as a contactless switch and provides an initial position of the screw shaft. Another travel sensor is mounted on the gear nut to measure number of teeth moved, which is directly proportional to the linear movement of the screw shaft. Use of two travel sensors allows ECU to crosscheck the position values, thereby providing a failsafe design. The travel sensors provide feedback of the current position of the screw shaft to the ECU.
[0061] In an embodiment, the adaptive braking system transfers linear motion from the screw shaft to piston of the master cylinder without any manual intervention.
[0062] In an embodiment, the adaptive braking system assists manual braking of the vehicle in case when additional braking power is required during manual braking, for example in case of possibility of an event of collision of the vehicle.
[0063] In an embodiment, the adaptive braking system allows a driver of the vehicle to manually apply the one or more brakes of the vehicle without activation of the screw mechanism of the EMU.
[0064] Another aspect of the present disclosure pertains to a vehicle that comprises an adaptive braking system, the adaptive braking system comprising an Electronic Control Unit (ECU) operatively coupled with a plurality of sensors that measure one or more desired parameters and provide feedback to the ECU so as to enable the ECU to issue an instruction based on the feedback, and an Electro-Mechanical Unit (EMU) that, based on receipt of the instruction from the ECU, activates a screw mechanism to translate turning motion of a gear nut into linear motion of a screw shaft, the linear motion being transferred from the screw shaft to a master cylinder for enabling adaptive braking action on one or more brakes of the vehicle.
[0065] In an embodiment, the EMU comprises a first push rod and a second push rod along with a bush for connecting a brake booster to a master cylinder. In an embodiment, the screw mechanism is configured after the bush.
[0066] In an embodiment, the proposed adaptive braking system can be retrofitted to existing vehicles with less number of components and with minimal design alterations. In another embodiment, the proposed adaptive braking system can be installed in an automobile at the time of its manufacturing.
[0067] In an embodiment, the adaptive braking system may be accommodated in any standard vehicle, and may work with or without a vacuum booster or an Anti-lock braking system (ABS) or Electronic Stability Control (ESC).
[0068] In an embodiment, the adaptive braking system does not require any clutch mechanism to engage and disengage electric drive and may work as a conjoint or an independent control system.
[0069] FIGs. 1 and 2 illustrate exemplary sectional and exploded views 100 and 200, respectively of an adaptive braking system in accordance to an embodiment of the present disclosure. The adaptive braking system works with an electro mechanical unit (EMU) 312 (illustrated in FIG. 3) that comprises of a twin pushrod (also referred to as split pushrod and both these terms used interchangeably hereinafter) i.e. one push rod 102, and another push rod 104, along with a bush 106 for connecting a brake booster 306 (as shown in FIG. 3) to a piston of master cylinder 304 (as shown in FIG. 3). Furthermore, a gear nut 108 with a bearing 110 and screw shaft 112, among other crucial parts/components, may be present inside a housing 116 as illustrated through the view 200 of the present disclosure.
[0070] In an aspect, as illustrated in Fig. 5A, a screw mechanism after bush 106 is provided to translate turning motion of gear nut 108 to linear motion of screw shaft 112, wherein the gear nut 108 is driven by a bi-directional motor 202, such as, an electric motor, a DC motor, a stepper motor and the likes, that incorporates a planetary gear set 204 that is concentrically arranged beside master cylinder 304.
[0071] In an aspect, activation of motor 202 effectuates screw shaft 112 to move linearly so as to actuate master cylinder 304. Rotational movement of the screw shaft 112 is constrained using guiding pins (also referred to as pins hereinafter) 114 or D-shaped bush 106 that is fastened in housing 116 using C clips or any appropriate fastening means known in the art, wherein the screw shaft 112 slides on the pins 114 or D-shaped bush 106.
[0072] In an aspect, screw mechanism is configured to translate rotary motion of gear 206 to linear motion consisting of gear nut 108 and screw shaft 112 supported by bush 106. Further, motor 202 is operatively coupled with planetary gear set 204 so as to obtain variable speed and high torque. The planetary gear set 204 enables large torque multiplication which allows for the use of a high speed motor thereby reducing the size of the entire mechanism. Moreover, the screw shaft 112 may be dimensioned to securely match profile of a cover so as to transmit the motion, as aforementioned, to another push rod 104 (of the split push rod 102, and 104), in turn, to effectuate master cylinder 304, while taking input from brake pedal/lever 308 (not shown herein).
[0073] FIG. 3 illustrates exemplary block diagram 300 of an adaptive braking system in accordance to an embodiment of the present disclosure. As illustrated, ECU 314 is configured with one or more sensors, like, but not limited to, travel sensor 316, scenario sensor 318 and/or wheel speed sensor 324, so as to measure required parameter(s) and provide feedback to the ECU 314. One sensor (of the one or more sensors) may be configured to identify distance or potential collision ahead of the vehicle (alternatively, car). This information is then combined with vehicle travel speed and/or trajectory to determine whether or not a critical situation can be expected. Another sensor i.e. travel sensor 316 is used so as to identify the pressure or force to control the brake system via ECU 314 that effectuates a motor 202.
[0074] In an implementation, adaptive braking system comprises a screw mechanism after a bush 106 that is provided to translate turning motion of gear nut 108 to linear motion of screw shaft 112. An electro mechanical unit (EMU) 312 comprises a twin pushrod i.e. one push rod 102, and another push rod 104, along with bush 106 for transferring linear motion from the screw shaft 112 to push rod 104 and, in turn, to piston of a master cylinder 304. Notably, an ECU 314 may effectuate the EMU 312, wherein the ECU 314 that is configured with one or more sensors depending upon parameter(s) and/or feedback considerations.
[0075] In an embodiment, a sensor, for example, a travel sensor 316 may be in direct communication with the EMU 312 to effectuate the motor 202 based on identification of the pressure or force to be applied in order to control the brake system.
[0076] In an embodiment, the EMU 312 is provided with two travel sensors. One travel sensor 316, is mounted on the bush 106, which functions as a contactless switch and provides an initial position of the screw shaft 112. Another travel sensor 316 is mounted on the gear nut 108 to measure number of teeth moved, which is directly proportional to the linear movement of the screw shaft 112. Use of two travel sensors allows ECU 314 to crosscheck the position values, thereby providing a failsafe design. The travel sensors provide feedback of the current position of the screw shaft 112 to the ECU 314. When control is first handed to the ECU 314, the current position of the brake is checked via travel sensor in bush 106 and the screw shaft 112 is brought to the initial position.
[0077] In an aspect, master cylinder 304 comprises a fluid reservoir 302 to assist in its working while providing braking action to any or a combination of front wheel brake calipers 320-1, and 320-2 (each for left and right front wheels) and rear wheel brake calipers 322-1, 322-2 (likewise for left and right rear wheels), as, it could very well happen, based on the feedback from the one or more sensors (preferably, travel sensor 316 and scenario sensor 318), that not all wheels (and only a selected number/combination thereof) need to be engaged by the master cylinder 304.
[0078] In an aspect, the present disclosure aims to configure the brake control based on situation that comprises an electro mechanical unit (EMU) 312 and master cylinder 304 with or without brake booster 306 that may enable actuation of the master cylinder 304 manually via brake pedal/lever 308 (taking a driver input 310) without any assistance by the EMU 312. This provides “manual override ability” to adaptive braking system in accordance with an implementation of the present disclosure.
[0079] In an alternate aspect, for situation based control of the brake, master cylinder 304 is actuated by an electric motor 202 connected via EMU 312. This can preferably be used in situations when driver input 310 is either absent or insufficient in order to control/stop vehicle in accordance with feedback of travel sensor 316 and/or scenario sensor 318 (or even any other sensor(s)). Moreover, in cases of panic braking with the driver input 310 being substantially more than desired, for safe stopping of the vehicle, the adaptive brake control or simply the EMU 312 may kick-in to regulate braking action/command to any or a combination of front wheel brake calipers 320-1, and 320-2 and rear wheel brake calipers 322-1, and 322-2 as per desire for better control/anti-lock braking/maneuvering and the like.
[0080] In an aspect, scenario sensor 318 may be any sensor known in the art which can measure the distance. For example, scenario sensor 318 maybe selected from any or a combination of the group consisting of, but not limited to, radar, camera, and LIDAR, so as to identify any chance of a potential collision ahead of vehicle. Further, information from the scenario sensor may be combined with the vehicle travel speed or brake input sensor (travel sensor 316) to determine whether or not to activate and control electro mechanical unit 312.
[0081] FIG. 4 illustrates an exemplary representation of twin push rod assembly 400 of the proposed adaptive braking system in accordance to an embodiment of the present disclosure. In an embodiment, the twin push rod assembly 400 comprises a first push rod 102 and a second push rod 104, any or a combination of which may have threaded portion 402 that aids in coupling of the first and second push rods 102 and 104 such that length of the twin push rod assembly 400 may be adjusted as desired. In an embodiment, one push rod among the first and second push rods 102 and 104 may have internal threads and the other push rod may have external threads on at least a portion of respective push rods to allow coupling of the first push rods 102 and the second push rod 104. In an embodiment, any or both of the first push rod 102 and the second push rod 104 are threaded to allow flexibility of adjusting total length of the twin push rod assembly 400.
[0082] Referring now to FIG. 5A, where parallel arrangement 500 of the bi-directional electric motor 202 and the master cylinder 304 is shown, the planetary gear set 204 of the motor 202 may be concentrically arranged beside the gear nut 108 such that rotation of a driver gear of the planetary gear set 204, that meshes with the gear nut 108 effectuates rotation of the gear nut 108 in order to effect linear movement of the screw shaft 112 so as to actuate the master cylinder 304. The motor 202 may be located at a location suitable for meshing of the driver gear and the gear nut 108 of the EMU 312. Further, the motor 202 may be provided with suitable fixture arrangements to prevent undesired movement of the motor 202 and to reduce vibrations produced by operation of the motor 202.
[0083] Referring now to FIG. 5B, where perpendicular arrangement 550 of the bi-directional electric motor 202 and the master cylinder 304 is shown, a worm gear arrangement having a worm gear 552 coupled with the motor 202 meshes with the gear nut 108 of the EMU 312 such that the motor 202 is oriented perpendicular to the axis of the master cylinder 304.
[0084] It would be appreciated that although the embodiments of the present disclosure are explained in terms of parallel as well as perpendicular arrangement of the motor and the master cylinder 304, the scope of the present disclosure is not limited to the same in any way whatsoever, and any other form of arrangement of the motor and the master cylinder 304, such as, arrangement of the motor and the master cylinder 304 at an angle, is well within the scope of the present disclosure. For instance, the driver gear can be a helical or a double helical gear to transfer rotary power to the gear nut 108 at an angle inclined with axis of the motor 202.
[0085] In an embodiment, piston of the master cylinder 304 is connected to the brake booster 306 to effect movement of the brake booster 306 when rotation of the motor 202 is actuated by the ECU 314 based on feedback provided to the ECU 314 by the sensors.
[0086] In an embodiment, the proposed adaptive braking system eliminates manual intervention while providing for sufficient braking action to apply brakes of the vehicle. In an embodiment, the proposed adaptive braking system assists manual braking of the vehicle and aids in providing of additional braking power to the brakes of the vehicle in case when braking power developed during manual braking is not adequate for the required braking action, for example during occurrence of collision of the vehicle. In another embodiment, the proposed adaptive braking system allows a driver of the vehicle to manually apply the brakes of the vehicle without any assistance of the EMU (312).
[0087] In an embodiment, the proposed adaptive braking system can be retrofitted to existing vehicles with less number of components and with minimal design alterations. In another embodiment, the proposed adaptive braking system can be installed in the automobile at the time of its manufacturing.
[0088] In an embodiment, the proposed adaptive braking system provides for completely automatic braking without any driver intervention in order to reduce dependency of the proposed adaptive braking system on the driver and to automatically apply brakes of the vehicle without interaction of the driver.
[0089] In an embodiment, the adaptive braking system may be accommodated in any standard vehicle, and may work with or without a vacuum booster or an Anti-lock braking system (ABS) or Electronic Stability Control (ESC).
[0090] In an embodiment, the adaptive braking system does not require any clutch mechanism to engage and disengage electric drive and may work as a conjoint or an independent control system.
[0091] FIG. 6 illustrates an exemplary flowchart representation showing implementation of the proposed adaptive braking system in accordance to an embodiment of the present disclosure. In an aspect, the method of adaptive braking 600 comprises, at step 602, cranking of engine of the vehicle. Thereafter, at step 604, it may be checked whether adaptive braking system of the vehicle is at an initial position or not. The initial position of the adaptive braking system is the position in which the EMU of the system is not activated and brakes are not applied. If the adaptive braking system of the vehicle is at the initial position, then, at step 606, the ECU of the vehicle receives signals from external sensors, such as, travel sensors, scenario sensors, and the likes, and at step 608, probability of occurrence of a collision of the vehicle is checked based on the signals received by the ECU from the external sensors. On the other hand, if at step 604, the adaptive braking system of the vehicle is not at the initial position, shaft of the motor of the adaptive braking system is rotated so that the adaptive braking system resets to the initial position, at step 610. In an embodiment, if at step 608, likeliness of the collision is not probable, step 606 is again executed.
[0092] In an embodiment, the method 600 comprises, at step 612, receiving, at the ECU, signals from internal sensors, for instance, vehicle speed sensor, in order to determine the amount of braking power required to halt motion of the vehicle, at step 614. Thereafter, at step 616, it is checked whether manual braking is sufficient to generate the required braking power, and if the manual braking is sufficient to generate the required braking power, shaft of the motor is rotated so that the adaptive braking system resets to the initial position, at step 610. However, if at step 616, manual braking is not sufficient to generate the required braking power, the adaptive braking system automatically applies the one or more brakes of the vehicle until adequate braking power is generated, at step 618. In a instance, the adaptive braking system can apply the one or more brakes of the vehicle in case of possibility of collision of the vehicle. Thereafter, at step 620, it is checked if the collision is avoided or not, and if the collision is avoided, a user, particularly, but not exclusively, the driver of the vehicle is alerted of the collision prevention scenario, at step 622, and then, shaft of the motor is rotated so that the adaptive braking system resets to the initial position, at step 610. However, if at step 620, the collision is not avoided and probability of occurrence of the collision still exists, step 606 is again executed.
[0093] In an aspect, adaptive brake system/electromechanical unit may be retrofitted into any vehicle having vacuum/brake booster without much modification for a traditional brake system. In another aspect, the adaptive braking system may be installed into an automobile at the time of its manufacturing. Further, the adaptive brake system/electromechanical unit may be used for brake control with electrical or hydraulic booster having intricate design parameters for controlling brake lever or hydraulic unit of an automobile or machinery. Applicability of electromechanical unit along with standard vacuum booster provides for safe and controlled operation with an option of manual intervention, if at all required.
[0094] In an embodiment, the proposed adaptive braking system provides for completely automatic braking without any driver intervention in order to reduce dependency of the proposed adaptive braking system on the driver and to automatically apply brakes of the vehicle without interaction of the driver.
[0095] Thus, the present disclosure provides adaptive braking system that improves interoperability with standard braking setups of automobiles and assembly costs related thereto, and increases productivity, while resulting in an overall improvement in the safety provided by the system. The system of the present invention provides for an economic and low-cost adaptive barking system. Additionally, the present disclosure provides for a retrofit adaptive braking system which minimizes the need of any change to the existing vehicle configuration. Further, the system of the present invention provides an adaptive braking control with manual override capability. The system of the present disclosure can further also be used for parking brake assist. The adaptive braking system provides an additional switch to engage into a ‘parking brake’ mode. Parking brake is engaged and applied by this switch or on the removal of ignition key, whereas it is disabled by using this switch or on the pressing of the accelerator. When the parking brake is engaged, the system applies full braking if the vehicle is stationary. The parking brake is released when the switch is pressed or if the driver accelerates. When the parking brake feature is active, then at the crank time the brakes will be kept engaged and as soon as the user presses the accelerator the brakes will be dis-engaged so that the vehicle can move forward. When the brake is dis-engaged the braking system comes to its initial position. When the parking brake feature is not available, as soon as the driver cranks the vehicle, the brake mechanism comes to its initial position.
[0096] While the foregoing describes various embodiments of the invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof. The scope of the invention is determined by the claims that follow. The invention is not limited to the described embodiments, versions or examples, which are included to enable a person having ordinary skill in the art to make and use the invention when combined with information and knowledge available to the person having ordinary skill in the art.

ADVANTAGES OF THE INVENTION
[0097] The present disclosure provides an adaptive braking system that automatically applies brakes of a vehicle in an event detection of collision of the vehicle.
[0098] The present disclosure provides a cost-effective adaptive braking system that incorporates a plurality of sensors to detect an event of collision of the vehicle.
[0099] The system of the present invention provides an economic and low-cost adaptive barking system.
[00100] The present disclosure provides an adaptive braking system that eliminates manual intervention associated with application of brakes of the vehicle.
[00101] The present disclosure provides adaptive braking system that assists manual braking in case when additional braking power is required during manual braking.
[00102] The present disclosure provides an adaptive braking system incorporating a manual override feature.
[00103] The present disclosure provides an adaptive braking system that can be retrofitted to existing vehicles with less number of components and minimal design alterations.
[00104] The present disclosure provides an adaptive braking system that can be installed in vehicles at the time of manufacturing/assembly of the vehicle.
[00105] The present disclosure provides an adaptive braking system that improves road safety and reduces driver fatigue.
[00106] The present disclosure provides an adaptive braking system that can be used with parking brake assist system.
[00107] The present disclosure provides a compact, simple and efficient solution for braking control.
[00108] The present disclosure provides an adaptive braking system that can be accommodated in any standard vehicle.
[00109] The present disclosure provides an adaptive braking system that can work with or without vacuum booster or an Anti-lock braking system (ABS) or Electronic Stability Control (ESC).
[00110] The present disclosure provides an adaptive braking system that does not require any clutch mechanism to engage and disengage electric drive.
[00111] The present disclosure provides an adaptive braking system that can work as conjoint or independent control system.
,CLAIMS:
1. An adaptive braking system configured in a vehicle comprising:
an Electronic Control Unit (ECU) (314) operatively coupled with a plurality of sensors that measure one or more desired parameters and provide feedback to said ECU (314) so as to enable said ECU (314) to issue an instruction based on said feedback;
an Electro-Mechanical Unit (EMU) (312) that, based on receipt of said instruction from said ECU (314), activates a screw mechanism to translate turning motion of a gear nut (108) into linear motion of a screw shaft (112), said linear motion being transferred from said screw shaft (112) to piston of a master cylinder (304) for enabling adaptive braking action on one or more brakes of the vehicle.
2. The system of claim 1, wherein said EMU (312) is operatively coupled with a first push rod (102) and a second push rod (104) along with a bush (106) that connects a brake booster (306) to piston of the master cylinder (304), and wherein said screw mechanism is configured after said bush (106).
3. The system of claim 2, wherein said master cylinder (304) comprises or is operatively coupled with a fluid reservoir (302) that assists in providing braking action to any or a combination of front wheel brake calipers (320-1 and 320-2) and rear wheel brake calipers (322-1 and 322-2).
4. The system of claim 2, wherein the gear nut (108) is driven by a bi-directional electric motor (202), said motor (202) having a planetary gear set (204) that is arranged beside said master cylinder (304).
5. The system of claim 4, wherein activation of said motor (202) effectuates said screw shaft (112) to move linearly so as to actuate said master cylinder (304), wherein rotational movement of said screw shaft (112) is constrained using any or a combination of at least one pin (114) or the bush (106).
6. The system of claim 4, wherein said motor (202) is arranged in parallel to axis of the master cylinder (304).
7. The system of claim 1, wherein said motor (202) is arranged perpendicular to axis of the master cylinder (304) through a worm gear arrangement.
8. The system of claim 2, wherein said screw shaft (112) is dimensioned to securely match profile of a cover so as to transmit the motion to said second push rod (104) and accordingly effectuate said master cylinder (304).
9. The system of claim 2, wherein any or both of said first push rod (102) and said second push rod (104) are threaded to allow flexibility of adjusting total length.
10. The system of claim 1, wherein said plurality of sensors are selected from any or a combination of a travel sensor (316), a potential collision distance measurement sensor, a distance measurement sensor, a vehicle speed determination sensor, a trajectory determination sensor, a sensor configured to determine pressure required to control brake system through said ECU (314), RADAR, a camera, LIDAR, and a scenario sensor (318).
11. The system of claim 1, wherein the adaptive braking system transfers linear motion from said screw shaft (112) to piston of the master cylinder (304) without any manual intervention.
12. The system of claim 1, wherein the EMU (312) is configured to actuate the master cylinder (304) in order to reduce braking effort required for enabling adaptive braking action on the one or more brakes of the vehicle.
13. The system of claim 1, wherein the adaptive braking system acts either as a conjoint or an independent control system for actuation of the one or more brakes of the vehicle without requirement of any clutch mechanism to engage or disengage an electrical drive of the vehicle.
14. The system of claim 1, wherein the adaptive braking system assists manual braking of the vehicle in case when additional braking power is required during manual braking.
15. The system of claim 1, wherein the adaptive braking system allows a driver of the vehicle to manually apply the one or more brakes of the vehicle without activation of the screw mechanism of the EMU (312).
16. The system of claim 1, wherein the adaptive braking system assists parking brake of the vehicle to generate adequate braking power of one or more parking brakes of the vehicle.
17. A vehicle comprising an adaptive braking system, said adaptive braking system comprising:
an Electronic Control Unit (ECU) (314) operatively coupled with a plurality of sensors that measure one or more desired parameters and provide feedback to said ECU (314) so as to enable said ECU (314) to issue an instruction based on said feedback; and
an Electro-Mechanical Unit (EMU) (312) that, based on receipt of said instruction from said ECU (314), activates a screw mechanism to translate turning motion of a gear nut (108) into linear motion of a screw shaft (112), said linear motion being transferred from said screw shaft (112) to a master cylinder (304) for enabling adaptive braking action on one or more brakes of the vehicle.
18. The vehicle of claim 17, wherein said EMU (312) comprises a first push rod (102) and a second push rod (104) along with a bush (106) for connecting a brake booster (306) to a master cylinder (304), and wherein said screw mechanism is configured after said bush (106).