CN111791852A - Method and control device for controlling an automatic emergency braking system - Google Patents
Method and control device for controlling an automatic emergency braking system Download PDFInfo
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- CN111791852A CN111791852A CN202010249064.0A CN202010249064A CN111791852A CN 111791852 A CN111791852 A CN 111791852A CN 202010249064 A CN202010249064 A CN 202010249064A CN 111791852 A CN111791852 A CN 111791852A
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- 230000008569 process Effects 0.000 claims abstract description 33
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- 230000001276 controlling effect Effects 0.000 description 10
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- 238000011156 evaluation Methods 0.000 description 6
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/14—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated upon collapse of driver
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/087—Interaction between the driver and the control system where the control system corrects or modifies a request from the driver
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/02—Active or adaptive cruise control system; Distance control
- B60T2201/022—Collision avoidance systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/215—Selection or confirmation of options
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
- B60W2555/60—Traffic rules, e.g. speed limits or right of way
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention relates to a method for controlling an automatic emergency braking system of a motor vehicle, by means of which a collision of the vehicle against an obstacle is prevented, the emergency braking function of which is at least partially or completely inoperative in an inactive mode and receives and evaluates data of a sensor device in an active mode, which data represent an instantaneous driving situation of the motor vehicle relative to the obstacle, and on the basis of which an automatic emergency braking process of the vehicle is triggered as required, from which active mode into an inactive mode and also from the inactive mode into an active mode can be transferred via a human-machine interface, and the driving speed of the motor vehicle is ascertained. If it is ascertained that the emergency braking function is switched into the deactivated mode via the human-machine interface and the ascertained travel speed has exceeded a predetermined speed threshold, the emergency braking function is automatically switched from the deactivated mode into the activated mode via the activation signal, otherwise no activation signal is generated.
Description
Technical Field
The invention is based on a method for controlling an automatic emergency braking system of a motor vehicle, by means of which a collision of the vehicle against an obstacle is prevented, wherein an emergency braking function of the emergency braking system is at least partially restricted or completely inoperative in an inactive mode and is implemented completely in an active mode by receiving and evaluating data of a sensor device, which data represent an instantaneous driving situation of the motor vehicle relative to the obstacle, and on the basis of which an automatic emergency braking process of the vehicle is triggered as required, wherein the emergency braking function of the emergency braking system can be transferred from the active mode into the inactive mode and also from the inactive mode into the active mode via a human-machine interface, and the driving speed of the motor vehicle is ascertained.
Furthermore, the invention is based on a control device for controlling an automatic emergency braking system of a motor vehicle, by means of which a collision of the motor vehicle against an obstacle is prevented, according to the preamble of claim 5, wherein the emergency braking function of the emergency braking system is at least partially restricted or completely inoperative in the deactivated mode and is implemented completely in the activated mode by receiving and evaluating data of the first sensor device, which data represents the instantaneous driving situation of the motor vehicle relative to the obstacle, and on the basis of which an automatic emergency braking process of the vehicle is triggered as required, comprising: a human-machine interface by means of which the emergency braking function of the emergency braking system can be transferred from an active mode into an inactive mode and also from an inactive mode into an active mode, and which generates a status signal depending on the active mode or the inactive mode; and a second sensor device that detects a traveling speed of the vehicle and generates a vehicle speed signal representing the detected vehicle speed.
Background
Document EP 1539523B 1 describes an emergency braking system (also referred to as AEBS) for carrying out an automatic emergency braking process in a vehicle for avoiding a collision with an obstacle, such as a vehicle traveling ahead, and a method, wherein a driver warning is triggered by an evaluation device if at least one warning condition stored in the evaluation device is met, wherein the satisfaction of the warning condition provides: an automatic emergency braking process can be triggered on the basis of the instantaneous driving situation of the vehicle relative to the obstacle, wherein the evaluation device triggers the automatic emergency braking process only after triggering of the driver warning and the subsequent elapse of the warning duration. The emergency braking system triggers an automatic emergency braking process only after the warning duration has elapsed, while the driver is provided with the possibility of avoiding an automatic emergency braking process by means of an intervention in the form of a driver braking request. The warning duration is divided into two phases in time, wherein a visual and/or audible driver warning is output according to the first phase warning duration. If the driver does not react to this, partial braking with a partial braking deceleration, which is less than the predetermined (maximum) emergency braking deceleration, is introduced within the second phase warning duration. The emergency braking process is automatically triggered only if the driver also lets through the second phase warning duration without actuating the brake. Within the scope of the warning duration, the driver therefore has the possibility of avoiding a dangerous situation by actuating the brake.
Such emergency braking systems can be transferred from an active mode into an inactive mode and also from an inactive mode into an active mode, typically via a human-machine interface, for example in the form of switches or buttons arranged in the cab or in the interior of the motor vehicle.
Disclosure of Invention
The object of the present invention is to provide a method for controlling an automatic emergency brake system or a control device for controlling an automatic emergency brake system of a motor vehicle in such a way that a high level of driving safety is achieved. Furthermore, an emergency braking system controlled by such a control device and a motor vehicle having an emergency braking system controlled by such a control device are also to be provided.
This object is achieved according to the invention by the features of claims 1, 5, 10 and 11. Advantageous further developments of the invention are the subject matter of the appended dependent claims.
The invention is based on a method for controlling an automatic emergency braking system of a motor vehicle, by means of which a collision of the vehicle against an obstacle is prevented, wherein an emergency braking function of the emergency braking system is at least partially restricted or completely inoperative in an inactive mode and is implemented completely in an active mode by receiving and evaluating data of a sensor device, which data represent an instantaneous driving situation of the motor vehicle relative to the obstacle, and on the basis of which a vehicle automatic emergency braking process is triggered as required, wherein the emergency braking function of the emergency braking system can be transferred from the active mode into the inactive mode and also from the inactive mode into the active mode via a human-machine interface; and wherein the driving speed of the motor vehicle is ascertained.
The emergency braking system or the emergency braking function can in particular be integrated into or integrated with other driver assistance systems, for example with driving dynamics control (ESP).
The emergency braking function is itself designed to trigger an automatic emergency braking process in the vehicle for avoiding a collision with an obstacle, such as a vehicle traveling ahead, wherein the emergency braking function preferably triggers a driver warning if at least one warning condition is fulfilled, wherein the fulfillment of the warning condition gives: an automatic emergency braking process can be triggered on the basis of the instantaneous driving situation of the vehicle relative to the obstacle, wherein the automatic emergency braking process is preferably triggered by the emergency braking function only after the triggering of the driver warning and the subsequent elapse of the warning duration.
In general, the emergency braking function of such an emergency braking system is switched from the active mode into the inactive mode by actuating the ignition switch (de-energized) when parking the motor vehicle, and from the inactive mode into the active mode by actuating the ignition switch (energized) when starting the motor vehicle. The ignition switch is used at least for starting or shutting down a drive of the motor vehicle.
In addition and separately from the ignition switch, a human-machine interface is present, by means of which the emergency brake system or the emergency brake function can be transferred from the active mode into the inactive mode and also from the inactive mode into the active mode, and which is formed, for example, by manually operable electrical switches or buttons.
The switch has, for example, two switch positions, wherein in a first switch position of the switch the emergency braking function is switched into the active mode, and in a second switch position it is switched into the inactive mode. The emergency braking function can thus be transferred from the active state into the inactive state by switching the switch from the first switch position into the second switch position, while the emergency braking function is transferred from the inactive state into the active state by switching the switch from the second switch position into the first switch position.
An active mode is understood to mean a mode in which the emergency braking system can fully implement the emergency braking function or "wake up" from a standby mode (with little energy consumption). In the active mode, the emergency braking system can then fully implement the emergency braking function as required, i.e. as a function of the instantaneous driving situation of the motor vehicle relative to the obstacle, so that the emergency braking function, for example, merely automatically triggers an automatic emergency braking process or outputs a driver warning, and in the event of an unconfirmed reaction of the driver to the driver warning, then automatically triggers an automatic emergency braking process.
The inactive mode is understood to mean a mode in which the emergency braking system either completely fails, or cannot completely or only partially implement the emergency braking function, for example because the emergency braking system is switched into a standby mode with reduced energy consumption.
The emergency braking function is automatically placed in the active mode, in particular when the vehicle is started, by actuating the ignition switch, and can then be changed from the active mode into the inactive mode by actuating the human-machine interface (e.g. switches, push buttons).
In practice, it has been shown that the driver of a motor vehicle frequently switches the emergency braking function of the emergency braking system from the active mode into the inactive mode via a human-machine interface in dense traffic within a closed village/city in order to avoid frequent activation of the emergency braking function of the emergency braking system and associated therewith frequent triggering of a driver warning. In this case, when the driver leaves a closed village/city and is, for example, on the way on a rural or motorway, he often forgets to switch the emergency braking function of the emergency braking system from the inactive mode back into the active mode via the human-machine interface. However, in an emergency situation in which automatic intervention of the emergency brake function is originally necessary, the emergency brake function which is then inactive can no longer support the driver. This may result in an undesirable influence on driving safety.
A typical distinction between driving within a closed village/city and driving outside a closed village/city is characterized by a corresponding typical driving speed of the vehicle.
The method then provides that, according to the invention, if it is ascertained that the emergency braking function is switched from the active mode into the inactive mode via the human-machine interface and the ascertained travel speed has exceeded a predetermined speed threshold, the emergency braking function is automatically switched from the inactive mode into the active mode via the activation signal, otherwise no activation signal is generated.
In this case, the speed threshold value can be variably predefined as a parametrizable value. Preferably, the velocity threshold is greater or equal relative to a predetermined highest velocity within the closed village/city. According to a further development, the speed threshold may be the sum of predetermined maximum speed and tolerance speed values within the closed village/city, e.g. 50km/h plus 15km/h equals 65 km/h.
In other words, if the driver of the motor vehicle forgets to transfer the emergency braking function from the inactive mode into the active mode by means of the human-machine interface when leaving the closed village/city, the emergency braking function automatically transfers from the inactive mode into the active mode.
The invention is also based on a control device for controlling an automatic emergency braking system of a motor vehicle, by means of which a collision of the motor vehicle against an obstacle is prevented, wherein an emergency braking function of the emergency braking system is at least partially restricted or completely inoperative in an inactive mode and is implemented completely in an active mode by receiving and evaluating data of a first sensor device, which data represent an instantaneous driving situation of the motor vehicle relative to the obstacle, and on the basis of which an automatic emergency braking process of the vehicle is triggered as required, comprising: a human-machine interface by means of which the emergency braking function of the emergency braking system can be transferred from an active mode into an inactive mode and also from an inactive mode into an active mode, and which generates a status signal depending on the active mode or the inactive mode; and a second sensor device that detects a traveling speed of the vehicle and generates a vehicle speed signal representing the detected vehicle speed.
According to the invention, the control device is designed such that it receives the vehicle speed signal and the status signal and, if the control device then recognizes from the status signal that the emergency braking function is switched from the active mode into the inactive mode via the human-machine interface and from the vehicle speed signal that the detected vehicle speed has exceeded a predetermined speed threshold, it automatically derives an activation signal to the emergency braking system, which signal switches the emergency braking function from the inactive mode into the active mode; and otherwise the control device does not generate an activation signal.
If, for example, it is detected that the driving speed of the motor vehicle is smaller or equal to the speed threshold value and/or if the generated status signal indicates a mode of the emergency braking function of the emergency braking system which has been activated in the first place, the control device does not generate an activation signal or suppresses an activation signal, for example, by not forwarding this activation signal to the emergency braking system.
The control device may have at least one microprocessor and in particular a memory, into which the speed threshold value can be read out as a parameterisable value. The method described above can then be implemented as software in an electronic control unit.
Advantageously, the first sensor device and the second sensor device may also have a coincidence in the form of at least one common sensor (for example in the form of at least one wheel speed sensor), for example, so that the driving speed of the motor vehicle is ascertained from their signals. Since the driving speed is not only an input variable for the control device for automatically activating the emergency braking function of the emergency braking system as required, but also an input variable for implementing the emergency braking function itself.
According to a particularly preferred embodiment, the electronic control unit can also be integrated at least partially into an electronic control unit of the emergency brake system, which is designed to carry out an emergency braking function or to trigger a driver warning and/or an automatic emergency braking process of the motor vehicle as required.
The invention also relates to an emergency braking system of a motor vehicle controlled by the above-mentioned control device, and also to a motor vehicle comprising an emergency braking system controlled by the above-mentioned control device.
Drawings
The invention is described in more detail below with reference to the accompanying drawings according to embodiments. In the figure:
fig. 1 shows a schematic configuration of a control device for controlling an emergency braking system of a motor vehicle according to a preferred embodiment of the present invention;
fig. 2 shows a diagram of the acceleration a and the speed v of a motor vehicle and the distance d from a preceding vehicle over time t after triggering a driver warning;
fig. 3 shows a flow chart of a preferred embodiment of a method for controlling an emergency brake system.
Detailed Description
The preferred embodiment of the emergency brake system 1 (also referred to as AEBS) shown in fig. 1 is provided for triggering an automatic emergency braking process in a vehicle for avoiding a collision with an obstacle, for example a vehicle traveling ahead. The emergency brake system 1 or the emergency brake function of the emergency brake system 1 is preferably designed such that it triggers a driver warning if at least one warning condition is fulfilled, wherein the fulfillment of the warning condition gives: an automatic emergency braking process can be triggered by the emergency braking function on the basis of the instantaneous driving situation of the vehicle relative to the obstacle. However, it is preferred that the automatic emergency braking process is triggered only after the triggering of the driver warning and the subsequent elapse of the total warning duration. In other words, the driver is alerted within the total warning duration, for example in the form of a visual or audible signal, to the opportunity to brake the vehicle by means of an automatic braking intervention by him, after which no automatic emergency braking process is triggered. If, however, the driver misses reacting to the driver warning within the total warning duration (for example in the form of braking, steering, flashing, a downshift of the accelerator pedal or a change of the emergency brake function from an active mode into an inactive mode), the automatic emergency brake function is triggered by the emergency brake function of the emergency brake system.
The emergency braking function of the emergency braking system can therefore be switched into the active mode or the inactive mode by means of an AEBS switch or an AEBS button 8, which can be actuated by the driver, for example. The AEBS switch here has, for example, two switch positions: a first switch position in which the emergency braking function is switched to an active mode and a second switch position in which the emergency braking function is switched to an inactive mode, for example. In this connection, the AEBS switch 8 supplies a corresponding status signal ("active mode" or "inactive mode") via the control line 14 to the electronic control device 4 of the emergency brake system 1, so that there is information about the corresponding switch position of the AEBS switch 8. The status signal therefore represents either an active mode or an inactive mode of the emergency braking function of the emergency braking system.
The AEBS switch 8 is provided separately and in addition to an ignition switch 10 of the motor vehicle, and by actuating the AEBS switch, the emergency braking function of the emergency braking system is likewise switched from the active mode to the inactive mode when the motor vehicle is parked (by switching off the power supply) and automatically again from the inactive mode to the active mode when the motor vehicle is started (by switching on the power supply).
At least the AEBS switch 8 and the electronic control device 4 of the emergency brake system 1 form part of a control system 20 of the emergency brake system 1.
An active mode is understood to mean a mode in which the emergency braking system can fully implement the emergency braking function or "wake up", for example, from a standby mode (with low energy consumption). In the active mode, the emergency braking system can then carry out the emergency braking function completely as required, i.e. as a function of the instantaneous driving situation of the motor vehicle relative to the obstacle, so that the emergency braking function here outputs, for example, a driver warning and, if no response of the driver to the driver warning is detected, then automatically triggers an automatic emergency braking process.
The inactive mode is understood to mean a mode in which the emergency brake system is either completely disabled, or not completely, or only partially, capable of implementing the emergency brake function, for example because the emergency brake system or the emergency brake function is switched into the standby mode.
In the active mode, the instantaneous driving situation of the vehicle and in particular the relative movement situation with respect to the obstacle, in this case for example with respect to a preceding vehicle, are initially detected by the emergency braking function of the emergency braking system. For this purpose, the emergency braking system of the vehicle has a sensor device 2 which detects a relative movement between the vehicle and an obstacle, for example a vehicle travelling in front, wherein here for example the travel speed v of the vehicle in the travel direction x is detectedxAnd a distance dx of the vehicle to a preceding vehicle in the direction of travel x and a distance dy in a transverse direction y relative thereto, and a relative speed v of the vehicle to a preceding vehicle (obstacle) in the direction of travelxRel. These variables are supplied to the electronic control unit 4 of the emergency brake system.
In addition, a partial braking deceleration a in the travel direction x is stored in the memory 12 of the electronic control unit 4 of the emergency braking system, for examplexvPartialBrakingAnd a safety distance d of the vehicle in the direction of travel x relative to a preceding vehiclexSecureAs a predetermined parameterisable variable (parameter). Said partial braking deceleration axvPartialBrakingIn the context of a second warning phase of the driver warning, which is explained in more detail below, this is used as a predetermined variable. Safety distance d of the vehicle in the direction of travel x from a preceding vehiclexSecureIs the distance to be achieved, which can be introduced either by the driver himselfAnd/or can be carried out either by an automatically triggered emergency braking process.
Furthermore, the first warning duration t is ascertained from the past behavior of the vehicle travelling in front on the basis of the variable detected by the sensor device (see fig. 1: "transformation")WarningSignalAnd a second warning duration tPartialBrk。
The first warning duration tWarningSignalThe following are given: during this time period, a visual and/or audible signal is generated by the signaling device in order to activate the driver's time for an intervention, for example by active braking, by steering, flashing, downshift of the accelerator pedal or switching off the emergency braking function of the emergency braking system by means of the AEBS switch 8, while the second warning time period t isPartialBrkRepresents the time period during which the electronic control device 4 of the emergency braking system sends a signal to a brake device, not shown here, in order to trigger a brake system with a partial braking deceleration axvPartialBrakingIs smaller than a maximum emergency braking deceleration, which is effective, for example, in the area of an automatically triggered emergency braking process.
As can be seen from fig. 2, the first warning duration tWarningSignalFor example temporally over the second warning duration tPartialBrkDuring this first warning duration, the driver is previously instructed by means of a visual and/or audible signal from the electronic control 4 of the emergency brake system (AEBS) via a corresponding signaling device, which is controlled by an electrical signal and is not shown here, for an intervention, for example by active braking, by steering, flashing, a downshift of the accelerator pedal or by switching the emergency brake function of the emergency brake system (AEBS) into an inactive mode by means of the AEBS switch 8.
If the driver is at the first warning duration tWarningSignalReacting to the vehicle and establishing at least a safe distance d of the vehicle relative to a preceding vehicle in the direction of travel x and/or in a direction transverse thereto, for example by active braking or steeringxSecureThe emergency braking function is not continued. However, if the driver does not react or reacts to an insufficient extent, a second warning duration t is automatically initiatedPartialBrkDuring this second warning period, the electronic control device 4 of the emergency braking system sends a signal to the braking device without driver action in order to trigger a braking operation with a partial braking deceleration axvPartialBrakingThe part of (2) is braked. Only when the driver does not react or does not react sufficiently to this haptic detectable partial braking (for example by active braking, steering, flashing, a downshift of the accelerator pedal or a changeover of the emergency braking function into the inactive mode by means of the AEBS switch 8), a signal is sent from the electronic control unit 4 of the emergency braking system to the braking device, which triggers an automatic emergency braking process with a maximum emergency braking deceleration or with a desired, for example regulated, deceleration.
Thus, the total warning duration tWarningFrom the first warning duration tWarningSignalAnd a second warning duration tPartialBrkAnd (4) forming. A time counter integrated into the electronic control device 4 of the emergency brake system monitors the total warning duration tWarningOr a first warning duration tWarningSignalOr a second warning duration tPartialBrkThe process of (2).
Then, the electronic control device 4 of the emergency braking system determines the collision avoidance deceleration a from the detected input quantityAvoidThe vehicle must be braked at the collision-avoidance deceleration in order to achieve at least the necessary safety distance d of the vehicle from the preceding vehicle in the direction of travel xxSecure. In the comparator 6 of the emergency braking system, the deceleration a will be avoided for the collisionAvoidThe ascertained value is correlated with the maximum applicable emergency braking deceleration a of the braking device of the vehiclexvEmergencyBrakingAnd (6) comparing. The emergency braking deceleration axvEmergencyBrakingIn particular representing a fixed predetermined threshold.
If the comparator 6 confirms that: to pairAt the collision avoidance deceleration aAvoidThe ascertained value is reduced with respect to emergency braking axvEmergencyBrakingSmaller or equal, the driver warning is not triggered in combination with the automatic emergency braking process. And if deceleration a is avoided for collisionAvoidThe ascertained value is greater than the emergency braking deceleration axvEmergencyBrakingThen a driver warning and, if required, also an emergency braking process are automatically triggered.
The electronic control unit 4 of the emergency brake system 1 is also designed to carry out the above-described steps of detecting the variables, calculating, comparing, etc., cyclically or periodically, so that a corresponding collision monitoring takes place continuously in the emergency braking function of the emergency brake system in the active mode.
In fig. 2, the distance (distance) from the vehicle traveling ahead is shown by a solid line, the speed (velocity) of the vehicle itself is shown by a dashed line, and the acceleration (acceleration) of the vehicle is also shown by a solid line.
If it is assumed with reference to the example of fig. 2 that at time t0From-3.0 s having, for example, v0Constant speed of 60km/h without acceleration (a)0＝0m/s2) The vehicle of (2) is started, and the analysis device confirms that: for example, since the vehicle traveling ahead is decelerating, the deceleration a is avoided for collisionAvoidThe ascertained value is greater than the emergency braking deceleration axvEmergencyBrakingThus, a driver warning is initiated, which may also be accompanied by an automatically triggered emergency braking process.
Thus, here, for example, according to at t0A dynamic first warning duration t for a driver warning is ascertained as a function of the relative movement between the vehicle and a preceding vehicle detected by a sensor deviceWarningSignalAnd it is monitored by means of a time counter integrated into the electronic control device 4 of the emergency brake system. Then, if here, for example, the distance (distance) to the preceding vehicle is further reduced (for example because the preceding vehicle is further decelerated and the driver has continued for the first warning duration t)WarningSignalDuring which no reaction is made to the visual and/or audible signal initiated by the analysis means and output by the signaling means), the speed and acceleration of the vehicle are kept constant during this time period (warning period).
If the first warning duration t is elapsedWarningSignalIf no braking intervention has been performed on the part of the driver, then at time t-2.2 s (for a second warning duration t)PartialBrkStart of) the analysis means intervenes by the partial braking initiated by it, whereby the speed (speed) and the distance to the vehicle travelling ahead are reduced. Furthermore, during a second warning duration tPartialBrkDuring which the vehicle experiences a certain, for example-3 m/s2The partial braking deceleration of (c).
Then, if the second warning duration t elapsesPartialBrkIf, after this, no braking intervention is performed on the part of the driver, then at time t-0.8 s (start of the automatic emergency braking process), the evaluation device intervenes by the full braking initiated by it, as a result of which the speed and the distance (distance) to the preceding vehicle are reduced even further until time t-0.0 s the minimum distance to be achieved to the preceding vehicle is reached, which is small. Furthermore, during a second warning duration tPartialBrkDuring which the vehicle experiences, for example, -6m/s2Full braking deceleration of.
In the embodiment illustrated according to fig. 2, at time t0-3.0 seconds at which the collision avoidance deceleration a is determinedAvoidGreater than emergency braking deceleration axvEmergencyBraking-determining for a first warning duration tWarningSignalWith the value of (d) at the time t0The relative motion conditions existing between the vehicle and the vehicle travelling ahead correspond.
Alternatively, even at time t0After the triggering of the driver warning is completed in-3.0 seconds, the evaluation device 4 may also cause the first warning duration t to be reachedWarningSignalIs adapted to the current or in comparison to the changing relative movement between the vehicle and the vehicle driving aheadDynamic situation, for example, if a preceding vehicle is traveling for the first warning duration tWarningSignalDuring which slightly further deceleration or acceleration is carried out. In the first case, the total warning duration t can then be shortened by the evaluation device 4WarningAnd in the second case it is extended. The warning duration t can generally be carried out in any mannerWarning、tWarningSignalAnd/or tPartialBrkI.e. proportionally or non-linearly depending on the relative movement.
The electronic control device 4 of the emergency braking system, as already explained above, receives a signal representing the speed v of travel in the direction of travel x of the vehiclexAnd a status signal of the AEBS switch 8 representing either an activated or an inactivated mode of the emergency brake system 1 or the emergency brake function.
The electronic control unit 4 of the emergency brake system is then configured to recognize, after the vehicle has started, that the AEBS switch 8 is in the second switch position and therefore the emergency brake function of the emergency brake system is switched into the deactivated mode, on the basis of the status signal, and furthermore to recognize, on the basis of the vehicle speed signal, that the detected vehicle speed has exceeded the predetermined speed threshold value vgrenz(logical and "), the electronic control device automatically derives (aussteuern) an activation signal that causes the emergency braking function to transition from the inactive mode into the active mode.
Otherwise, i.e. if the detected vehicle speed v is detectedxRelative to a predetermined speed threshold vgrenzSmaller or identical and/or if it is ascertained from the status signal that the emergency braking function is already in the activated state, which is the case automatically when the vehicle is started, no activation signal is generated or the activation signal that has been generated is suppressed.
This is achieved if the driver, after consciously deactivating the emergency braking system or the emergency braking function by switching the AEBS switch 8 into the second switch position, exceeds the speed threshold vgrenzWhile continuing to drive at a driving speed that is not yet achievedIf the AEBS switch is switched into the first switch position in order to (again) switch the emergency brake system or the emergency brake function into the active mode, the active mode of the emergency brake system or the emergency brake function is automatically restored.
Since the driver of a motor vehicle equipped with an automatic emergency braking system in intensive traffic within a closed village/city via the AEBS switch 8 frequently switches the emergency braking function of the emergency braking system into the inactive mode in order to avoid frequent activation of the emergency braking function and in particular frequent triggering of a driver warning. In this case, if the driver leaves a closed village/city and is, for example, on the way to a rural highway or motorway, the driver often forgets to switch the emergency braking function from the inactive mode back into the active mode again by means of the AEBS switch 8. However, in an emergency situation in which an automatic intervention of the emergency brake system or of the emergency brake function is originally necessary, the emergency brake function which is then inactive can no longer support the driver. The invention thus avoids an undesired maintenance of the inactive mode of the emergency braking function.
A typical distinction between driving within a closed village/city and driving outside a closed village/city is characterized by a corresponding typical driving speed of the vehicle.
In this case, the speed threshold vgrenzThe values that can be parameterized are variably predefinable and can be stored by reading in a memory 12 of the electronic control unit 4. Preferably, said speed threshold vgrenzGreater or equal relative to a predetermined maximum velocity within a closed village/city. According to a further development, the speed threshold v isgrenzIt may be the sum of the highest speed predetermined within the closed village/city and here e.g. a positive tolerance speed value, e.g. 50km/h plus 15km/h equals 65 km/h. The emergency braking function of the emergency braking system 1 is then automatically switched from the inactive mode into the active mode beyond, for example, 65km/h here.
Fig. 3 shows a flow chart of a preferred embodiment of a method for controlling the automatic emergency braking system 1. In the methodAfter the start of the start, for example by switching on the ignition by means of the ignition switch 10, an activation signal for the emergency braking function is first automatically generated, so that the emergency braking function is then (first) activated. Thus, in step 100, the instantaneous vehicle speed v of the motor vehicle is detectedx。
In the following step 200, the detected vehicle speed v is measuredxWith a speed threshold vgrenzThe instantaneous speed v is comparedxIs exceeding said speed threshold vgrenz("J"), or the speed threshold ("N") has not been exceeded. If ("N") is not exceeded, no activation signal for the emergency braking function is generated by the electronic control device 4. If, however, the value does exceed ("J"), then in a subsequent step 300, additionally: depending on whether the status signal of the AEBS switch 8 is an active mode ("N") or an inactive mode ("J") where the emergency braking function is present. If an activation mode ("N") is already present, as is the case here, for example, then no activation signal for the emergency braking function is generated by the electronic control device 4. However, if the inactive mode ("J") is present, since the driver has deactivated the emergency brake function after the start, for example, an activation signal for the emergency brake function is generated, which then transfers the emergency brake function into the active mode. It is clear here that the order of steps 200 and 300 may also be interchanged.
List of reference numerals:
1 Emergency braking device
2 sensor device
4 electronic control device
6 comparator
8 AEBS switch
10 ignition switch
12 memory
14 control conductor
20 control device
tWarningTotal warning duration
tWarningSignalFirst warning duration
tPartialBrkSecond warning duration
vxVehicle speed
axvEmergencyBrakingEmergency braking deceleration
aAvoidCollision avoidance deceleration
dxSecureSafety spacing
axvPartialBrakingPartial braking deceleration
vxRelRelative velocity
Claims (11)
1. Method for controlling an automatic emergency braking system (1) of a motor vehicle, by means of which a collision of the vehicle against an obstacle is avoided, wherein an emergency braking function of the emergency braking system (1) is at least partially restricted or completely inoperative in an inactive mode and is implemented completely in an active mode by receiving and evaluating data of a sensor device (2), which data represent an instantaneous driving situation of the motor vehicle relative to the obstacle, and an automatic emergency braking process of the vehicle is triggered as required on the basis of the data, wherein:
a) the emergency braking function of the emergency braking system (1) can be switched from an active mode into an inactive mode and also from the inactive mode into the active mode by means of a human-machine interface (8); and is
b) Ascertaining the driving speed of the motor vehicle, characterized in that,
c) if it is determined that the emergency braking function of the emergency braking system (1) is switched from an active mode into an inactive mode via the human-machine interface (8) and the ascertained speed (v) of travelx) Has exceeded a predetermined speed threshold (v)grenz) The emergency braking function is then automatically transferred from the inactive mode into the active mode by the activation signal;
d) otherwise no activation signal is generated.
2. Method according to claim 1, characterized in that said speed threshold (v) is setgrenz) Can be predetermined as parametrizable values.
3. Method according to claim 1 or 2, characterized in that said speed threshold (v) is setgrenz) Greater or equal relative to a predetermined maximum velocity within a closed village/city.
4. Method according to one of the preceding claims, characterized in that the human-machine interface (8) is formed by a switching device which is different from an ignition switch (10) of the motor vehicle and which can be operated by the driver of the motor vehicle.
5. Control device (20) for controlling an automatic emergency braking system (AEBS, 1) of a motor vehicle, by means of which collision of the motor vehicle onto an obstacle is avoided, wherein an emergency braking function of the emergency braking system (1) is at least partially restricted or completely inoperative in an inactive mode and is fully implemented in an active mode by receiving and evaluating data of a first sensor device (2), which data represent a momentary driving situation of the motor vehicle relative to the obstacle, and on the basis of which an automatic emergency braking process of the vehicle is triggered as required, comprising:
a) a human-machine interface (8) via which the emergency braking function of the emergency braking system (1) can be transferred from an active mode into an inactive mode and also from the inactive mode into the active mode, and which generates a status signal depending on the active mode or the inactive mode; and
b) a second sensor device (2) for detecting the running speed (v) of the vehiclex) And generates a signal representative of the detected vehicle speed (v)x) Characterized in that the control device (20) is configured to,
c) the control device receives the vehicle speed signal and the status signal and then determines whether the vehicle is passing the status signal if the control device determines from the status signalThe human-machine interface switches the emergency braking function from the active mode into the inactive mode and determines from the vehicle speed signal that the detected vehicle speed has exceeded a predetermined speed threshold (v)grenz) The control device (4) then automatically derives an activation signal which switches the emergency braking function from the inactive mode into the active mode; and is
d) Otherwise the control device does not generate an activation signal.
6. Control device according to claim 5, characterized in that the control device has a memory (12) into which the speed threshold value can be read and from which it can be read as a parameterisable value.
7. Control device according to claim 5 or 6, characterized in that the speed threshold (v) isgrenz) Greater or equal relative to a predetermined maximum velocity within a closed village/city.
8. Control device according to one of claims 5 to 7, characterized in that the human-machine interface (8) is formed by a switching device which is different from an ignition switch (10) of the motor vehicle and which can be operated by the driver of the motor vehicle.
9. Control device according to one of claims 5 to 8, characterized in that the control device is at least partially integrated in an electronic control unit (4) of the emergency braking system (1), which electronic control unit is designed to trigger an automatic emergency braking process of the motor vehicle as required.
10. Emergency braking system (1) of a motor vehicle, controlled by a control device (20) according to one of claims 5 to 9.
11. Motor vehicle comprising an emergency braking system (1) controlled by a control device (20) according to one of claims 5 to 9.
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| DE102019108502.0 | 2019-04-02 | ||
| DE102019108502.0A DE102019108502B4 (en) | 2019-04-02 | 2019-04-02 | Method and control device for controlling an automatic emergency braking system |
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| CN111791852A true CN111791852A (en) | 2020-10-20 |
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| DE (1) | DE102019108502B4 (en) |
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| CN113022519A (en) * | 2021-03-31 | 2021-06-25 | 东风汽车集团股份有限公司 | Redundancy control emergency braking method and system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2021024539A (en) * | 2019-08-09 | 2021-02-22 | トヨタ自動車株式会社 | Drive support device |
| CN114274930B (en) * | 2022-01-04 | 2023-03-28 | 中车青岛四方车辆研究所有限公司 | Emergency braking control method and device |
| CN114475564B (en) * | 2022-03-01 | 2023-09-26 | 清华大学苏州汽车研究院（相城） | Vehicle emergency response control method and system, vehicle and storage medium |
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- 2019-04-02 DE DE102019108502.0A patent/DE102019108502B4/en active Active
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| WO2003048710A1 (en) * | 2001-12-07 | 2003-06-12 | Regie Autonome Des Transports Parisiens | System for automatically determining a public transport vehicle emergency braking characteristics, in particular of a railway vehicle |
| EP1539523A1 (en) * | 2002-09-20 | 2005-06-15 | DaimlerChrysler AG | Method and device for triggering an automatic emergency braking process of a vehicle |
| US20060097570A1 (en) * | 2002-09-20 | 2006-05-11 | Daimlerchrysler Ag | Method and device for triggering an automatic emergency braking process of a vehicle |
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| CN113022519A (en) * | 2021-03-31 | 2021-06-25 | 东风汽车集团股份有限公司 | Redundancy control emergency braking method and system |
| CN113022519B (en) * | 2021-03-31 | 2022-03-11 | 东风汽车集团股份有限公司 | Redundancy control emergency braking method and system |
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| DE102019108502B4 (en) | 2021-05-20 |
| DE102019108502A1 (en) | 2020-10-08 |
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