DE102005012037A1 - A method of operating a collision avoidance or collision sequence mitigation system of a vehicle and collision avoidance or collision mitigation system - Google Patents

A method of operating a collision avoidance or collision sequence mitigation system of a vehicle and collision avoidance or collision mitigation system

Info

Publication number
DE102005012037A1
DE102005012037A1 DE200510012037 DE102005012037A DE102005012037A1 DE 102005012037 A1 DE102005012037 A1 DE 102005012037A1 DE 200510012037 DE200510012037 DE 200510012037 DE 102005012037 A DE102005012037 A DE 102005012037A DE 102005012037 A1 DE102005012037 A1 DE 102005012037A1
Authority
DE
Germany
Prior art keywords
pedal position
pedal
braking
vehicle
danger
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
DE200510012037
Other languages
German (de)
Inventor
Bernd Dipl.-Ing. Danner
Thomas Dipl.-Ing. Dohmke
Jörg Dipl.-Ing. Hillenbrand
Volker Dr.-Ing. Schmid
Andreas Dr.-Ing. Spieker
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daimler AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Priority to DE200510012037 priority Critical patent/DE102005012037A1/en
Publication of DE102005012037A1 publication Critical patent/DE102005012037A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T7/00Brake-action initiating means
    • B60T7/12Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22Brake-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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255Systems in which the braking action is dependent on brake pedal data
    • B60T8/3275Systems with a braking assistant function, i.e. automatic full braking initiation in dependence of brake pedal velocity
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W50/00Details 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
    • B60W50/08Interaction between the driver and the control system
    • B60W50/14Means for informing the driver, warning the driver or prompting a driver intervention
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE 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
    • B60T2201/00Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02Active or adaptive cruise control system; Distance control
    • B60T2201/024Collision mitigation systems

Abstract

The invention relates to a collision avoidance or collision sequence reduction system for a vehicle (6) and a method for operating the system (5), comprising a control unit (16) for determining a time duration variable describing the remaining time until the vehicle impacts an obstacle. The control unit (16) activates a first warning and / or information function upon reaching a first time duration threshold value of the time duration variable, and system intervention with an autonomous partial braking upon reaching a second time duration threshold value of the time duration variable. The control unit (16) automatically triggers a danger-braking operation with a maximum possible braking deceleration when a predetermined danger-braking condition is fulfilled. In order to test the fulfillment of the danger brake condition, a pedal position variable (ps, pd) describing the brake pedal position and, additionally, a pedal speed variable (pv) describing the brake pedal speed are evaluated in at least one value range of the pedal position variable (ps, pd).

Description

  • The The invention relates to a method for operating a collision avoidance or Kollisionsfolgenminderungssystems of a vehicle after the The preamble of claim 1 and a collision avoidance or Kollisionsfolgenminderungssystem according to the preamble of claim 15th
  • It are often systems for distance and speed control known, who not only intervene in a braking maneuver when in doubt, but even rear-end collisions can foresee and thereby the danger for to reduce the passengers to a minimum. In this so-called "Collision Mitigation System "(CMS) be already before a possible Collision with a potential collision partner all necessary countermeasures automatically initiated. So the known CMS calculates the probability a collision due to driving conditions, a distance to the preceding vehicle and a relative speed. If necessary, attack the CMS then independently to prevent collisions. The time for this System intervention is based on a necessary target delay as well on a driver reaction time. Before the system intervention is at the known CMS activates an optical and / or audible warning function. However, there is no additional backup function for the Driver.
  • A generic method or a generic device are from the DE 102 58 617 A1 known. There, depending on the distance between the vehicle and an obstacle and the remaining time until the impact of the vehicle on the obstacle first an optical and / or acoustic driver warning and possibly another haptic driver warning triggered before an emergency braking to avoid the collision with the obstacle or to reduce the consequences of accidents is triggered. The delay achievable during the emergency braking process can either be fixed in the range between 5 m / s 2 and 7 m / s 2 or determined on the basis of variables such as vehicle mass, lining, coefficient of friction, road surface condition, etc.
  • Of the Invention is based on the object, a further developed method for operating a collision avoidance or collision sequence mitigation system of a vehicle as well as an associated improved collision avoidance or To provide collision sequence mitigation system.
  • The The object is achieved by the Characteristics of the independent Claims solved.
  • at the method according to the invention, in which one the remaining time until the impact of Vehicle determined on an obstacle time duration size. Achieved the time duration size one first duration threshold, will be a first warning function and / or Information function activated. Achieved the time duration size one second time duration threshold is a system intervention in which at least one autonomous partial braking is performed. If after reaching of the first or second time duration threshold, a hazard brake condition Fulfills is, then an automatic danger braking or emergency braking with maximum possible deceleration triggered. For testing the fulfillment the danger brake condition becomes a brake pedal position be writing Pedal position size and at least in a value range of the pedal position size in addition to the brake pedal speed descriptive pedal speed variable evaluated. It can the brake pressure in the wheel brake of the vehicle so far elevated until at least one of the wheels reaches the blocking limit Has.
  • at The invention therefore only triggers the danger braking process when the driver requests this by a brake pedal operation satisfying the hazard brake condition or triggers. Thus reserves the driver over the sovereignty the implementation the danger braking process. The requirement of the danger braking process can by evaluating the pedal position size and possibly additionally the Pedal speed size safe be determined. To further enhance safety by the autonomous partial braking already before a possible Danger braking reduces the kinetic energy of the vehicle. This can reduce the risk of accidents or at least the consequences of the accident be mitigated.
  • As the first warning function and / or information function, for example, audible warning signals (eg conspicuous sounds / sounds, voice output or also action recommendations) and / or optical warning signals (eg light signals) can be emitted. Furthermore, visual warning signals, for example optical instructions on the display or representations of the vehicle and the obstacle on the display, and / or also haptic warning signals, for example vibrations or shaking of the steering wheel, are possible. As a haptic warning signal can also be a Gurtzupfen - that is, an alternating tightening and loosening of the driver's seat belt - done, causing the driver particularly insistent on an impending danger awareness of the situation.
  • advantageous Embodiments of the invention will become apparent from the dependent claims and the description of the figure.
  • advantageously, if the danger brake condition is met, if the pedal position size is one exceeds first pedal position threshold. It gets away from it assumed that in this area the pedal position size above of the first Pedalstellungsschwellenwertes independent of the Pedalgeschwindigkeitsgröße a danger braking process from Driver is requested.
  • The Danger brake condition can be independent not from the pedal speed size be fulfilled if the pedal position size is one falls below the second pedal position threshold. For a pedal position size below the pedal position threshold is out of braking to assume a dangerous situation.
  • there Is it possible, that the danger brake condition is met when the pedal position size at least the second pedal position threshold and at most the first pedal position threshold corresponds and the pedal speed is simultaneously one of the Pedal position size dependent pedal speed threshold exceeds. In the range from the second pedal position threshold to the first Pedal position threshold depends the fulfillment the danger brake condition in addition to the pedal position size too from the pedal speed size. The pedal speed threshold is not constant in this area, but depends on the Pedal position size specified. As a result, there is a very variable default option for the danger brake condition, which also at driving conditions of the Vehicle and / or adaptable to the driving behavior of the driver is.
  • Of the Pedal speed threshold can depend on from the pedal position size in sections be given linear, creating a simple specification of the course the pedal speed threshold at sufficiently accurate Adaptability to distinguish pedal operations to request Danger braking on the one hand and pedal operations for Requirement of metered target braking operations on the other hand is possible.
  • Thereby, that when checking whether the danger brake condition is met is, the vehicle longitudinal dynamics descriptive longitudinal dynamics variable and in particular the vehicle longitudinal speed considered it is guaranteed that the current vehicle longitudinal dynamics during the exam the fulfillment considered in the danger brake condition becomes. The driving condition of the vehicle may therefore be in the test of fulfillment considered in the danger brake condition become.
  • It is advantageous when the first pedal position threshold and / or the second pedal position threshold and / or the pedal speed threshold from the driving condition of the vehicle such as e.g. from the longitudinal dynamics quantity and in particular from the vehicle longitudinal speed dependent are. This makes the distinction between the requirement of metered target braking processes and danger braking operations considering the driving condition of the vehicle further improved.
  • Prefers may be another upon reaching the second duration threshold security measure and in particular an occupant fixation, for example in the form a belt tightening done. By the belt tightening in addition to Partial braking is warned not only the driver, but at the same time the safety of the vehicle occupants in the event of an accident increased.
  • A while the partial braking deceleration set in the autonomous partial braking process can in a preferred embodiment of the invention to an amount be limited below one for a collision avoidance required delay lies. This has the advantage that the collision avoidance system not abusive can be used as a "distance assistant" but that to avoid a possible collision an attention level the driver is required. The partial braking delay can In this case, for example, be about 90% of a maximum achievable braking deceleration.
  • The Part deceleration is preferably dependent from the vehicle longitudinal speed determined. In particular, the partial braking delay with increasing vehicle longitudinal speed For example, gradually decrease. At low vehicle speeds can a higher one deceleration be set as at higher Vehicle longitudinal speeds.
  • Farther It is advantageous if the system intervention on reaching the second Duration threshold an autonomous steering intervention takes place. The system intervention for collision avoidance or Kollisionsfolgenminderung can therefore designed as an autonomous braking intervention and as an autonomous steering intervention be.
  • Upon request by the driver, the system intervention and / or the danger braking process be deactivated. For example, a deactivation threshold value can be determined for deactivating the system intervention or the danger braking process from pedal position size and / or pedal speed variable. In a simple implementation to be realized, the deactivation threshold may be set as a percentage of the pedal position size and may be, for example, -50%, which corresponds to a 50% reduction in the pedal position by shifting the brake pedal toward the brake pedal rest position. Deactivation of the system intervention or of the danger braking process would thus occur in the case of a withdrawal of the brake pedal starting from the current brake pedal position by at least half the current pedal travel in this example.
  • Further it is possible the system intervention triggered upon reaching the second time duration threshold and / or the danger braking operation by a steering threshold exceeding Steering wheel movement of the driver is disabled. From such a steering activity the driver is closed on an initiated evasive maneuver. To the sovereign over the driver the choice of the appropriate means for accident prevention or accident consequence reduction to leave the deactivation of autonomously initiated measures takes place.
  • Conveniently, become the system intervention triggered upon reaching the second time duration threshold and / or the danger braking process by a longitudinal acceleration triggered by the driver deactivated.
  • To the deactivation of the system intervention and / or the danger braking process, may be the audible and / or visual warning or information of the Drivers are maintained to the remaining danger situation display.
  • in the The invention will be explained below with reference to an embodiment shown in the drawing embodiment explained in more detail. there demonstrate:
  • 1 An embodiment of a collision avoidance or Kollisionsfolgenminderungssystems in block diagram similar schematic representation,
  • 2 a diagram showing the pedal speed over the pedal position size with two exemplified trajectories,
  • 3 a schematic representation of the time course of a driving situation with an approaching to an obstacle vehicle.
  • In 1 is a block diagram of a collision avoidance and / or Kollisionsfolgenminderungssystems 5 to avoid a rear-end collision or to reduce the consequences of a rear-end collision of a vehicle 6 on an obstacle 7 shown. The collision avoidance and / or collision sequence mitigation system 5 has a distance determining device 12 on. The distance determining device 12 determines a distance D between the vehicle 6 and the obstacle 7 descriptive distance size A. In the preferred embodiment, the distance A is from that in the direction of travel 13 of the vehicle 6 measured distance D of the vehicle 6 to the obstacle 7 educated.
  • The distance determining device 12 has ambient sensors, for example in the form of a radar, a lidar (Lidar = light detection and ranging), a video sensor and / or an ultrasonic sensor. Particularly preferably, the environmental sensors are designed as a 77 GHz radar sensor, which can have a range between about 7 and 150 m at an opening angle of about 9 °. Alternatively or additionally, 24 GHz radar sensors may also be provided, each of which may have a range of about 0.1 to 30 m at an opening angle of about 45 °, whereby the quality of obstacle detection can be improved. In particular, an improved detection of stationary obstacles is possible. The distance determination device can be part of a vehicle 6 existing, known per se distance control speed device for controlling the vehicle longitudinal speed vx and the distance D to be ahead vehicles.
  • The distance size A formed by the distance D is determined by the distance determining device 12 to a control unit 16 transmitted. The control unit 16 determined from the distance D and the vehicle longitudinal speed vx - that of the control unit 16 from a longitudinal speed sensor 17 is transmitted - a period size, the remaining time h to the impact of the vehicle 6 on the obstacle 7 indicates. Depending on the amount of time duration or duration h, at least one driver warning is initially produced. This is the control unit 16 with an optical and acoustic driver warning system 19 and a haptic driver warning system 20 connected.
  • Furthermore, a brake pedal position of a brake pedal 24 of the vehicle 6 descriptive pedal position size px to the control unit 16 transfer. The pedal position size px results example, by the pedal travel ps, the pedal of a sensor 25 is detected, and one in the master cylinder 26 of the brake system 27 of the vehicle 6 generated by the brake pedal position master cylinder pressure pd, of a pressure sensor 28 is measured. In a modification to the preferred embodiment, only one of the two values pedal travel ps or master cylinder pressure pd could be used as the pedal position size px. Other parameters correlated with the brake pedal position, such as the pedal force, could alternatively or additionally serve to form the pedal position size px.
  • For automatic release of a braking operation, the control unit 16 the brake system 27 to drive, as shown schematically in 1 is shown. It can be independent of the driver by the operation of the brake pedal 24 requested braking deceleration z in one or more of the wheel brake of the brake system 24 a brake pressure or a braking force can be established.
  • Based on 2 and 3 Now is the timing of the approach of the vehicle 6 to the obstacle 7 also described in the present case by a substantially same direction of travel 13 formed vehicle is formed.
  • From the remaining time h is in the control unit 16 first determines a first braking time for a collision avoidance by a braking operation with a first braking delay value z0. This first braking time corresponds to a first time duration threshold h0. The first duration threshold h0 is selected to be about 2.0 s to 3.0 s in the preferred embodiment. From this, the first braking deceleration value z0 is then determined, which of other variables such as vehicle longitudinal speed vx, relative speed of the vehicle 6 to the obstacle 7 and distance D to the obstacle 7 depends.
  • When the remaining time h reaches this first time duration threshold h0, the control unit releases 16 by controlling the visual and audible driver warning system 19 and the haptic driver warning system 20 First, a first warning function with visual, acoustic and haptic driver warning, which warns the driver of the impending collision with the obstacle. The driver is thereby prompted to initiate a braking operation to prevent the rear-end collision. Visual and acoustic driver warnings are known per se and can be configured in many ways.
  • The haptic driver warning system becomes the haptic driver warning system 20 triggered, for example, causes a Gurtzupfen on the driver's seat belt. The driver's seatbelt is alternately cocked and released again. Other haptic driver warnings such as vibration of the steering wheel or the driver's seat can by the haptic driver warning system 20 to be triggered.
  • In Modification to the illustrated embodiment, the visual, acoustic and the haptic driver warning also in time triggered one after the other become and so to speak different escalation levels of the driver warning form.
  • If the driver does not respond, or only insufficiently, so that the risk of collision still exists when the remaining time h has reached a second time duration threshold h1, the control unit will respond 16 for further haptic driver warning and for reducing the kinetic energy of the vehicle 6 the service brake system 27 controlled and set a partial braking operation with a predetermined partial braking force or a predetermined partial braking delay z1.
  • In the preferred embodiment, the partial braking delay z1 is up to 90% of a maximum achievable braking delay z, wherein the partial braking delay z1 is specified depending on the vehicle longitudinal speed vx. As the vehicle longitudinal speed vx increases, the predetermined partial braking delay z1 decreases in stages. By way of example, at partial vehicle longitudinal speeds vx up to about 50 km / h, a partial braking deceleration of about 4 m / s 2 is set, at vehicle longitudinal speeds vx from about 50 km / h to about 150 km / h a partial braking deceleration of about 3 m / s 2 and at vehicle longitudinal speeds from about 150 km / h a partial braking delay of about 2m / s 2 . The partial braking deceleration z1 set during the partial braking process is selected so that it is smaller in magnitude than the nominal deceleration that would be necessary at the time of reaching the second time duration threshold h1 at the current vehicle longitudinal speed vx, the current distance D of the vehicle 6 to the obstacle 7 and the current relative speed between the vehicle 6 and obstacle 7 a drive onto the obstacle 7 to prevent. This will misuse the collision avoidance or collision avoidance system 5 as means for adjusting the distance to a preceding vehicle prevented. The responsibility to initiate necessary measures to end or prevent dangerous situations in traffic therefore remains with the driver.
  • The second time duration threshold h1 can For example, be chosen so that up to the last possible time, to which by a steering intervention or braking intervention, a collision of the vehicle 6 with the obstacle 7 can be avoided, nor a predetermined period of action remains, which is about 1.0 s to 2.0 s in the embodiment.
  • at A second time duration threshold h1 is also reached an occupant fixation of the vehicle occupants in the form of a reversible belt tightening as a further safeguard.
  • An alternative embodiment of the invention may also provide an automatic steering intervention in addition to the partial braking process, with the aim of the vehicle 6 at the obstacle 7 to steer past the accident avoidance or the vehicle 6 in terms of the obstacle 7 to be aligned in such a way that in the event of a rear-end collision, the consequences for the accident participants are as small as possible. This requires knowledge of the position, orientation and nature of the obstacle 7 required, which can be obtained, for example, from the data of an object recognition device.
  • After reaching the first or second duration threshold h0 or h1, the control unit checks 16 whether a given hazard brake condition is met. If so, the control unit controls 16 the brake system 27 of the vehicle 6 and triggers a hazard braking operation with the maximum achievable braking deceleration zmax. At the in 3 This is illustrated by way of example at a time when the remaining time h takes on the time duration value h2. In this case, the braking force or the brake pressure in the wheel brake of the vehicle 6 increases until at least one of the braked vehicle wheels has reached its blocking threshold and a known anti-lock control - such as ABS - engages.
  • The fulfillment The danger brake condition is determined by the pedal position size px and one from the temporal change the pedal position size px Pedal speed size pv tested.
  • 2 shows a coordinate system, where the abscissa indicates values for the pedal position size px and the ordinate values for the pedal speed variable pv. The origin of the coordinate system is marked with U. Positive values of pedal speed pv mean that the brake pedal 24 from its unoperated home or rest position, while negative values of the pedal speed pv indicate a return movement of the brake pedal 24 describe from a deflected, actuated position back to the unactuated initial position. The starting position of the brake pedal 24 is indicated by the origin U of the coordinate system.
  • With the help of driving tests was determined that by a driver by pressing the brake pedal 24 caused dosed target braking operations on the one hand and danger braking operations on the other hand can be distinguished on the basis of the resulting trajectories in Pedalstellungsgrößen pedal speed variable coordinate system. The trajectories always begin and end in the origin U of the coordinate system. In 2 are a first trajectory describing a metered target braking process 30 and a second trajectory characterizing a danger braking process 31 for a vehicle longitudinal speed of about 50-70 km / h exemplified.
  • From the driving tests it has become apparent that the coordinate system is in a target braking range 33 and a danger zone 34 divide, with the two areas 33 . 34 change depending on the vehicle's longitudinal speed. The first range limit shown as a solid line 35 applies to vehicle longitudinal speeds of about 50-70 km / h.
  • In this speed range arise for metered target braking operations trajectories, which are essentially in a range section 38 of the target braking area 33 extending from the origin U along the abscissa to an end point 39 extends and is formed approximately symmetrically to the abscissa. The width of the area section seen transversely to the abscissa 38 increases from the origin to a maximum width and then decreases first stronger and then weaker to the end point 39 out.
  • The hazard brake condition is met when the pedal operation of the brake pedal 24 descriptive trajectory the target braking range 33 at least at one point leaves. The danger brake condition is fulfilled, for example, independently of the pedal speed variable pv when the pedal position quantity px exceeds a first pedal position threshold px1. A pedal position amount px whose amount is greater than the first pedal position threshold px1 exceeds the first range limit 35 ,
  • If the amount of the pedal position amount px is smaller than a second pedal position threshold px2, then the danger brake condition is not satisfied regardless of the pedal speed pv. The trajectory then always runs in the target braking range 33 ,
  • If the pedal position size at least the second pedal position threshold px2 and at most the first pedal position threshold px1, the danger braking condition is met only if at the same time the pedal speed value pv exceeds a pedal speed threshold pvs dependent on the pedal position size px.
  • The pedal speed threshold, pvs, is positive and decreases with increasing values of the pedal position size px. In the preferred embodiment, the pedal speed threshold pvs depending on the pedal position size px sections linearly and has here two sections each having a constant slope, wherein a first section 40 starting from the second pedal position threshold px2 with increasing pedal position size px falls in magnitude more than an adjoining second section 41 which ends at the first pedal position threshold px1.
  • For a higher vehicle longitudinal speed vx results in a second range limit 45 , which is shifted in terms of magnitude larger values of the pedal position size, the basic course is maintained. The second range limit may be, for example, by multiplying the first range limit 35 be obtained with a factor. This results in a modified first and second pedal position threshold px1 'bzw., px2'.
  • The system intervention triggered by reaching the second time duration threshold value h1 and the danger braking process can be deactivated again in the exemplary embodiment if an abort criterion is met. The termination criterion is then fulfilled if a longitudinal acceleration of the vehicle triggered by the driver 6 is detected. For example, the control unit 16 For this purpose, the accelerator pedal position or the signal of a longitudinal acceleration sensor are transmitted.
  • To meet the termination criterion, a deactivation threshold for the pedal position size px is also specified. For example, the deactivation threshold is -50% so that the abort criterion is met when the pixel size px has decreased by 50%. So if the brake pedal 24 is moved in the direction of its initial or rest position and the pedal position size has thereby reduced by at least 50%, the termination criterion is met.
  • Furthermore, in an alternative embodiment, the termination criterion can also be satisfied if a steering wheel movement of the driver exceeding a steering threshold value is determined. The steering wheel movement can be described by the steering wheel angle and / or the steering wheel torque and / or a time derivative of these variables. This would require the control unit 16 at least one of these the steering wheel movement descriptive quantities are transmitted.
  • Furthermore, the abort criterion is met when the driver is using the collision avoidance or collision sequence mitigation system 5 switches off by a corresponding operation, which can be done for example by a corresponding menu selection in a vehicle instrument. When the distance determining device 12 has a fault or the obstacle can not be reliably detected, the termination criterion is also met.
  • After this by fulfilling the termination criterion the deactivation of the system intervention and / or the danger braking operation is carried out, the acoustic and / or optical and / or haptic warning or information of the driver remain maintained, especially as long as the first time threshold h0 due to a changed driving condition or an altered one Traffic situation was not fallen below again.

Claims (15)

  1. Method for operating a collision avoidance or collision sequence reduction system ( 5 ) of a vehicle ( 6 ), one of the remaining time (h) to the impact of the vehicle ( 6 ) on an obstacle ( 7 ) and a first warning function and / or information function is activated when a first time duration threshold value (h0) is reached, and when a second time duration threshold value (h1) is reached, system intervention with an autonomous partial braking operation (z1) is performed, characterized in that after the Time duration has reached the first or second time duration threshold (h0; h1), system intervention has been completed and a maximum deceleration braking event (zmax) is automatically performed when a danger braking condition is met, a pedal position magnitude describing the brake pedal position (px ) and at least in a range of values of the pedal position size (px) in addition a brake pedal speed descriptive pedal speed variable (pv) are evaluated.
  2. Method according to claim 1, characterized in that that the danger brake condition is fulfilled when the pedal position size (px) exceeds a first pedaling threshold (px1; px1 ').
  3. Method according to claim 1 or 2, characterized in that the danger braking condition is independent of the pedal speed variable is not met when the pedal position size (px) falls below a second pedal position threshold (px12; px2 ').
  4. The method of claim 2 in conjunction with claim 3, characterized in that the danger braking condition is met, when the pedal position size (px) at least the second pedal position threshold (px2; px2 ') and at most corresponds to the first pedal position threshold (px1; px1 ') and the pedal speed variable (pv) at the same time a pedal speed dependent pedal speed threshold (pvs) exceeds.
  5. Method according to claim 4, characterized in that that the pedal speed threshold (pvs) depending on from the pedal position size (px) partially linear.
  6. Method according to one of claims 1 to 5, characterized that when checking whether the danger brake condition is met is, the vehicle longitudinal dynamics descriptive longitudinal dynamics and in particular the vehicle longitudinal speed (vx) taken into account becomes.
  7. Method according to Claim 6, characterized that the first pedal position threshold (px1, px1 ') and / or the second Pedal position threshold (px2; px2 ') and / or the pedal speed threshold (pvs) of the longitudinal dynamics variable and in particular from the vehicle longitudinal speed (vx) dependent are.
  8. Method according to one of claims 1 to 7, characterized when the second time duration threshold (h1) is reached, a further security measure and in particular occupant fixation occurs.
  9. Method according to one of claims 1 to 8, characterized that one during the partial deceleration set by the autonomous partial braking process (z1) is limited to an amount below one for a collision avoidance required delay lies.
  10. Method according to claim 9, characterized in that that the partial braking delay (z1) dependent from the vehicle longitudinal speed (vx) is determined.
  11. Method according to claim 10, characterized in that that the partial braking delay (z1) with increasing vehicle longitudinal speed (vx) decreases.
  12. Method according to one of claims 1 to 11, characterized in the case of system intervention, when the second time duration threshold value is reached (h1) an autonomous steering intervention takes place.
  13. Method according to one of claims 1 to 12, characterized that when reaching the second time duration threshold (h1) triggered System intervention and / or the danger braking process by a Steering threshold exceeded Steering wheel movement of the driver is disabled.
  14. Method according to one of Claims 1 to 13, characterized in that the system intervention triggered on reaching the second time duration threshold value (h1) and / or the danger braking operation is determined by a longitudinal acceleration of the vehicle triggered by the driver ( 6 ) is deactivated.
  15. Collision Avoidance or Collision Sequence Reduction System for a Vehicle ( 6 ), with a control unit ( 16 ) for determining the remaining time (h) to the impact of the vehicle ( 6 ) on an obstacle ( 7 ) descriptive duration size, wherein the control unit ( 16 ) upon reaching a first time duration threshold value (h0) of the time duration size, activates a first warning function and / or information function, and upon reaching a second time duration threshold value (h1) of the duration duration, system intervention with autonomous partial braking is triggered, characterized in that the control unit ( 16 ) terminates the system intervention and automatically triggers a danger braking process with maximum possible braking deceleration (zmax) when a predetermined danger braking condition is met, with a brake pedal position descriptive pedal position size (px) and at least in a range of the pedal position size (px) in addition to check the fulfillment of the danger brake condition a pedal speed variable (pv) describing the brake pedal speed is evaluated.
DE200510012037 2005-03-16 2005-03-16 A method of operating a collision avoidance or collision sequence mitigation system of a vehicle and collision avoidance or collision mitigation system Withdrawn DE102005012037A1 (en)

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PCT/EP2006/060700 WO2006097467A1 (en) 2005-03-16 2006-03-14 Method for operating a system for avoiding collisions or for reducing the consequences of a collision for a vehicle and a corresponding system for avoiding collisions or for reducing the consequences of a collision

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DE102006059036A1 (en) * 2006-12-14 2008-06-19 Volkswagen Ag Method and braking system to avoid multi-collision accidents and mitigate their effects
DE102007056780A1 (en) * 2007-11-23 2009-05-28 Volkswagen Ag Method and device for target braking of a motor vehicle
WO2010063507A1 (en) * 2008-12-01 2010-06-10 Robert Bosch Gmbh Method for adjusting a brake system in a vehicle
WO2011092229A1 (en) * 2010-01-29 2011-08-04 Bayerische Motoren Werke Aktiengesellschaft Method for automatically decelerating a vehicle to prevent a collision or reduce the consequences of a collision
DE102012002926A1 (en) * 2012-02-14 2013-08-14 Audi Ag Method for operating driver assistance system for longitudinal guidance of motor car during parking condition, involves issuing haptic warning signal in addition to optical warning signal of preliminary warning during acute warning
DE102015117976A1 (en) * 2015-10-22 2017-04-27 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Method and device for controlling a warning module
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DE102010006214A1 (en) * 2010-01-29 2011-08-04 Bayerische Motoren Werke Aktiengesellschaft, 80809 Emergency brake assistant for automatic braking of a vehicle for collision avoidance or collision consequence reduction
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JP3751142B2 (en) * 1998-02-18 2006-03-01 本田技研工業株式会社 Brake control device for vehicle
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WO2007113135A1 (en) * 2006-04-03 2007-10-11 Robert Bosch Gmbh Deactivation of a safety function by braking
EP2004462B1 (en) 2006-04-03 2015-09-09 Robert Bosch GmbH Deactivation of a safety function by braking
DE102006059036A1 (en) * 2006-12-14 2008-06-19 Volkswagen Ag Method and braking system to avoid multi-collision accidents and mitigate their effects
DE102007056780A1 (en) * 2007-11-23 2009-05-28 Volkswagen Ag Method and device for target braking of a motor vehicle
WO2010063507A1 (en) * 2008-12-01 2010-06-10 Robert Bosch Gmbh Method for adjusting a brake system in a vehicle
WO2011092229A1 (en) * 2010-01-29 2011-08-04 Bayerische Motoren Werke Aktiengesellschaft Method for automatically decelerating a vehicle to prevent a collision or reduce the consequences of a collision
DE102012002926A1 (en) * 2012-02-14 2013-08-14 Audi Ag Method for operating driver assistance system for longitudinal guidance of motor car during parking condition, involves issuing haptic warning signal in addition to optical warning signal of preliminary warning during acute warning
DE102015117976A1 (en) * 2015-10-22 2017-04-27 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Method and device for controlling a warning module
DE102017210377A1 (en) * 2017-06-21 2018-12-27 Honda Motor Co., Ltd. Vehicle travel support device

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