EP1651482A1 - Procede et dispositif pour assister le conducteur d'un vehicule lors d'une operation de freinage d'urgence - Google Patents

Procede et dispositif pour assister le conducteur d'un vehicule lors d'une operation de freinage d'urgence

Info

Publication number
EP1651482A1
EP1651482A1 EP04763546A EP04763546A EP1651482A1 EP 1651482 A1 EP1651482 A1 EP 1651482A1 EP 04763546 A EP04763546 A EP 04763546A EP 04763546 A EP04763546 A EP 04763546A EP 1651482 A1 EP1651482 A1 EP 1651482A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
driver
emergency braking
determined
information
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Withdrawn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
EP04763546A
Other languages
German (de)
English (en)
Inventor
Uwe Petersen
Volker Schmid
Thomas Unselt
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
Publication of EP1651482A1 publication Critical patent/EP1651482A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements 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
    • B60T8/321—Arrangements 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
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/3275—Systems with a braking assistant function, i.e. automatic full braking initiation in dependence of brake pedal velocity
    • 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
    • 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
    • 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
    • B60T2201/03—Brake assistants

Definitions

  • the invention relates to a method and a device for assisting the driver of a vehicle in carrying out an emergency braking operation in order to prevent the vehicle from colliding with an object located in a detection area in front of the vehicle in the direction of travel, in particular with a vehicle in front.
  • brake means provided for braking / decelerating the vehicle to carry out the emergency braking process are activated independently of the driver when a predetermined emergency braking condition is fulfilled and when it is determined that a driver request to carry out the emergency braking process is present, with emergency braking information to the driver when the emergency braking condition is fulfilled of the vehicle is issued.
  • the publication DE 198 52 375 AI discloses such a braking system for a vehicle.
  • the brake system comprises a brake system and a distance detection device that detects the distance to a vehicle in front.
  • the brake system can be operated both by the driver via a brake pedal and independently of the driver by a control device.
  • the control device checks whether the braking deceleration of the vehicle caused by the actuation is sufficient to prevent a collision with the preceding vehicle. If this is not the case, the brake system is actuated by the control device independently of the driver in such a way that a collision is avoided becomes. Since the driver is not warned beforehand, the control device may intervene in the braking system in a surprising manner.
  • a brake assistance system for a vehicle is known from JP 112 55 087 A.
  • the brake assistance system is used to prevent the vehicle from colliding with an object, in particular with a vehicle that is stationary in front of the vehicle in a detection area or is moving ahead at a low speed. If the brake assistance system detects an immediate risk of collision and the driver of the vehicle simultaneously actuates a brake pedal provided for controlling the vehicle's braking means, the braking force generated by the driver via the brake pedal in the braking means and thus the braking deceleration of the vehicle is automatically increased in this way, that the collision is avoided. When the immediate risk of a collision occurs, a driver warning is issued which informs the driver of the need to carry out the braking operation by actuating the brake pedal. It is disadvantageous that the brake assistance system only responds to the occurrence of an immediate risk of collision, that is to say when the vehicle is already in a critical situation. However, driver support measures that aim to prevent the occurrence of the immediate risk of collision are not provided.
  • the braking means provided for braking the vehicle are then driver-independent triggered when a predetermined emergency braking condition is met and when it is determined that there is a driver request to carry out the emergency braking process, with emergency braking information being output to the driver of the vehicle when the emergency braking condition is fulfilled.
  • driver information is output which informs the driver of the vehicle of the current environmental or traffic situation in the detection area, the driver information being adapted depending on the fulfillment of one or more predetermined information conditions.
  • the driver can be given information about the relevance of the objects, so that he has to adapt his driving style to the current environmental or traffic situation in order to be able to prevent the occurrence of an immediate risk of collision.
  • the objects lying in the detection area are advantageously detected, with a position variable that describes a spatial position of the respective object relative to the vehicle and / or a relative speed variable that describes a relative speed between the vehicle and the respective object being determined for each detected object.
  • the detection range is determined by the type and design of the sensor means provided for determining the position variables and / or the relative speed variable.
  • the sensor means can be common and therefore in their Function proven radar or ultrasonic sensors act as they are used in vehicles in parking aids or distance control systems.
  • a distance variable can be determined from the location variable, which describes a distance between the vehicle and the respective object.
  • the relative speed variable can be determined either by gradient formation or time derivative of the distance variable or else by direct measurement, for example on the basis of a Doppler shift detected by suitable sensor means.
  • the use of CCD cameras in stereo arrangement or infrared distance sensors is also conceivable.
  • the driving hose used by the vehicle is determined on the basis of the current driving course. If it is determined on the basis of the location size that an object lies within the travel tube, it represents a potential obstacle for the vehicle. This reduces the risk that e.g. in the case of cornering or an evasive maneuver, objects detected, such as pavement cladding, traffic signs at the edge of the road, etc. are mistakenly regarded as obstacles even though they are not in the driving hose.
  • the determination of the current driving course and thus of the driving tube takes place, for example, on the basis of a steering angle set on steerable wheels of the vehicle or on a correlated size and the current driving speed of the vehicle.
  • a reliability value (“liability”) can be assigned to each of the obstacles, which describes the probability of the respective obstacle being in the travel tube.
  • the reliability value increases with the time span since the detected object in the travel tube has been known An object lying in the driving tube is only regarded as an actual obstacle if the reliability value reaches a predetermined minimum value, so that the probability of objects mistaken for an obstacle can be further reduced.
  • a setpoint value of a braking deceleration variable is determined for each of the obstacles on the basis of the determined position variables and / or the determined relative speed variables.
  • the setpoint value of the braking deceleration variable indicates which braking deceleration is at least necessary in order to reliably prevent the vehicle from colliding with the respective obstacle.
  • the greatest relevance with regard to driving upward is then that obstacle that requires the greatest braking deceleration, which can be determined by simple evaluation of the setpoint values of the braking deceleration variable determined for the obstacles.
  • the emergency braking condition is advantageously predetermined as a function of the determined position size and / or the determined relative speed size.
  • the driver information changes with increasing risk of collision to clarify the corresponding urgency. This can be achieved by choosing suitable optical and / or acoustic and / or haptic signals.
  • the respective type of signals can be determined on the basis of perception psychological examinations.
  • the presence of a driver's request for the emergency braking process to be carried out can be reliably determined by evaluating the actuation of a brake control element provided for influencing the vehicle's braking means on the driver's side, the brake control element typically being a brake pedal.
  • the brake control element typically being a brake pedal.
  • a corresponding evaluation of the actuation of a drive control element provided for driver-side influencing of drive means of the vehicle, for example an accelerator pedal can also take place.
  • the emergency braking process is carried out in particular with the aim of achieving a predetermined safety distance between the vehicle and the object and / or a predetermined relative speed between the vehicle and the object, the relative speed preferably being predefined at approximately zero.
  • a predetermined safety distance between the vehicle and the object and / or a predetermined relative speed between the vehicle and the object, the relative speed preferably being predefined at approximately zero.
  • the speed of travel of the vehicle is reduced by the emergency braking process only as far as absolutely necessary in order to prevent the vehicle from colliding with the vehicle in front. Any further reduction in the speed of travel is unnecessary and represents a considerable danger, especially for vehicles behind.
  • Fig. 2 shows a vehicle and several objects in a schematic representation in plan view
  • Fig. 3 shows a schematically illustrated embodiment of the device according to the invention.
  • FIG. 1 shows an exemplary embodiment of the method according to the invention in the form of a flow chart, which will be described below with reference to FIG. 2.
  • FIG. 2 shows an exemplary driving situation of a vehicle 50 equipped with the method according to the invention and the device according to the invention, the vehicle 50 moving in the direction of the travel speed vector v f on a road 53 defined by road boundaries 51, 52.
  • the method shown in FIG. 1 is started in a higher-level initialization step 10.
  • a position variable that describes a spatial position Xi, y x of the respective object i relative to the vehicle 50 and a relative speed variable that describes a relative speed v rel _ , between the vehicle 50 and the respective object i describes.
  • the detection area 54 is indicated by the hatching and is determined by the type and design of the sensor means 55, 56 provided for determining the position sizes and / or the relative speed sizes.
  • a distance variable is determined from each of the position variables, which describes a distance s x between the vehicle 50 and the respective object i.
  • the distance s x between the vehicle 50 and the respective object i that is relevant for a collision results from the path actually to be traveled from vehicle 50 to object i, thus ultimately from the current driving course of vehicle 50.
  • the determination of the current driving course takes place, for example, on the basis of a steering angle ⁇ set on steerable wheels of vehicle 50 and the current driving speed v f of vehicle 50
  • the distance size is then based, for example, on an approximation equation of the shape
  • the correction term x represents a function of the current driving course, x, ⁇ x, ( ⁇ , v £ ).
  • the distance size is based on an approximation equation of the form s, * y, (A3) that is completely sufficient for most cases.
  • the target value of braking deceleration size indicates i ⁇ with which the braking deceleration a to e ⁇ be performed i n braking operation must at least to a collision of the vehicle 50 to the object to-i prevent reliably.
  • the setpoint of the braking deceleration quantity is determined on the basis of an equation of the form a Soll “ « -, (A4)
  • equation (A4) is in (Vrel.i - Vrel.o) 2 , __. a soi ⁇ , ⁇ *: ⁇ ) 2 (s x - s 0 )
  • equation (A5) ultimately represents a generalization of equation (A4).
  • a ⁇ nfo and a warn represent predetermined braking decelerations that correspond to a weak or medium braking effect: a ⁇ n £ o * 0. 1 ... 0. 25 amax a warn * 0. 25 ... 0. 8 amax
  • the size a, ⁇ indicates the maximum braking deceleration to be achieved. In conventional vehicles, this is typically in the range between 7 and 10 m / s 2 .
  • equations (A8) and (A9) ultimately represent generalizations of equations (A6) and (A7).
  • each of the obstacles is assigned a reliability value (“reliability”) that describes the probability of the respective obstacle being in the determined driving tube.
  • the reliability value increases with the time span since the detected object i in the driving tube is known an object i lying in the driving tube is only regarded as an actual obstacle if the associated reliability value reaches or exceeds a predetermined minimum value.
  • a subsequent fourth main step 14 it is checked whether obstacles have been determined in the previous third main step 13. If this is the case, the process continues with a fifth main step 15, in which the obstacle that is most relevant for a collision of the vehicle 50 is determined from the ascertained obstacles.
  • the greatest relevance is in particular the obstacle that requires the greatest braking deceleration a soll / i , which is described by the target value of the braking deceleration variable, according to equation (A4) or equation (A5).
  • driver information (“free travel”) is sent to the driver of the vehicle in a first secondary step 21 50 is output, the process sequence returning to the first main step 10 in order to start again.
  • Driver information is provided, for example, by displaying an optical symbol or text of suitable coloring and shaping.
  • the limit value a ref represents a predetermined braking deceleration which corresponds to a high or very high braking effect: a ref * 1 • 0 ... 1.5 a warn
  • the emergency braking information takes place, for example, by displaying an optical symbol or text of suitable coloring and shaping and / or by outputting acoustic warning signals.
  • a voice warning which indicates the immediate danger of a collision
  • a haptic driver warning it is also conceivable to issue a voice warning, which indicates the immediate danger of a collision, and / or a haptic driver warning.
  • the emergency braking process is triggered in a fourth sub-step 14 by driver-independent activation of braking means of the vehicle 50. Otherwise, the process flow returns to the first main step 11.
  • the emergency braking process is only ended in a sixth secondary step 26 when a predetermined termination condition is fulfilled, for example when: s-, «s 0 and / or v rel « v rel / 0
  • a seventh main step 17 in which it is checked whether the distance described by the distance variable s- is greater than the distance s warn described by the warning threshold. If this is the case, a corresponding driver information item (“medium risk of collision”) is output in a seventh sub-step 27, which indicates to the driver with medium urgency to take suitable measures to reduce the risk of collision, for example by braking or avoiding.
  • the driver information is provided by Display of an optical symbol or text of suitable coloring and shaping and / or by output of an acoustic warning signal, at the same time the process sequence returns to the first main step 11.
  • an eighth main step is used to check whether the distance s. Described by the distance variable is greater than the distance s ⁇ nfo described by the information threshold value in order to output appropriate driver information ("low risk of collision") in an eighth sub-step 28, which indicates to the driver with little urgency, suitable measures for Reduce the risk of collision.
  • Driver information is provided, for example, by displaying an optical symbol or text of suitable coloring and shaping.
  • driver information (“obstacle detected”) is optionally output in a ninth main step 19, which indicates a negligible risk of collision.
  • the process sequence returns to the first main step 11.
  • the driver information and the emergency brake information are output alternately.
  • the device comprises the sensor means 55, 56 already mentioned.
  • the sensor means 55, 56 are, for example, radar or ultrasonic sensors, such as those used in vehicles in parking aids or distance control systems.
  • the position variables and / or relative speed variables are optionally determined in the sensor means 55, 56 itself.
  • the latter is determined by the evaluation unit 60 on the basis of the steering angle ⁇ and the current driving speed v f .
  • the steering angle ⁇ is determined by evaluating the sig- signals of a steering wheel angle sensor 61.
  • the steering wheel angle sensor 61 detects a steering wheel angle ⁇ which is set on a steering wheel 62 provided for influencing the driver's steering and which is clearly related to the steering angle ⁇ .
  • the travel speed v f is determined by evaluating the signals from wheel speed sensors 63 to 66, which detect the wheel speeds of the wheels of vehicle 50.
  • ⁇ As an alternative to the steering angle ⁇ , another variable describing the transverse dynamics, such as the yaw rate, can also be used. Instead of the longitudinal velocity v f , another variable describing the longitudinal dynamics can also be used.
  • the brake means 70 provided for braking the vehicle 50 can be activated on the driver side by actuating a brake control element 71 and on the other hand independently of the driver at the instigation of the evaluation unit 60 by activating a brake means control 72 which interacts with the brake means 70.
  • the braking means 70 are, for example, conventional hydraulic or pneumatic wheel braking devices.
  • the drive means 73 can be controlled both by the driver by actuating a drive control element 74 and independently of the driver by means of the evaluation unit 60 by controlling a drive means control 75 which interacts with the drive means 73.
  • a drive means control 75 which interacts with the drive means 73.
  • the evaluation unit 60 determines that the emergency braking condition specified in the main step 16 is fulfilled and that a driver If the emergency braking process is to be carried out, the evaluation unit 60, in addition to the output of the emergency braking information, initiates the triggering of the emergency braking process by driver-independent activation of the braking means 70 and / or the drive means 73.
  • the brake control element 71 is a brake pedal and the drive control element 74 is an accelerator pedal.
  • the evaluation unit 60 evaluates the driver's actuation of the brake pedal and the accelerator pedal in order to determine whether there is a driver request for the emergency braking operation to be carried out, and this can be done using fuzzy logic. For this purpose, a brake pedal deflection s of the brake pedal caused by the driver is detected by a brake pedal sensor 80 or an accelerator pedal deflection 1 of the accelerator pedal caused by the driver is detected by an accelerator pedal sensor 81 and evaluated by the evaluation unit 60. The evaluation unit 60 concludes in particular that there is a driver request for the emergency braking operation to be carried out if
  • the brake pedal deflection s and / or the temporal increase in the brake pedal deflection s exceeds predetermined threshold values and / or when the accelerator pedal deflection 1 falls below a predetermined threshold value and / or the temporal decrease in the accelerator pedal deflection 1 exceeds a predetermined threshold value.
  • the threshold values are determined, for example, on the basis of driving tests in which the actuation of the brake pedal or accelerator pedal performed by different drivers is evaluated when an immediate risk of collision occurs.
  • the emergency braking process is preferably carried out with a predetermined emergency braking delay a ⁇ , the emergency braking delay a NB being regulated by the evaluation unit 60 by correspondingly controlling the braking means 70 and / or the driving means 73.
  • the evaluation unit 60 causes driver information to be output, the evaluation unit 60 adapting the driver information as a function of the information conditions specified in the main steps 14, 17 and 18.
  • Optical signal transmitters 82 and / or acoustic signal transmitters 83 are provided for outputting the driver information or the emergency brake information.
  • the optical signal transmitters 82 can be a display for displaying text information or warning symbols or other suitable optical display means.
  • the acoustic signal transmitters can be designed as an output system for outputting voice warnings and / or warning tones.
  • Haptic driver information or emergency braking information takes place, for example, in the form of a nail tape rattling connected to the steering wheel 62, for which purpose a steering wheel actuator 84 connected to the steering wheel 62 is provided.

Abstract

L'invention concerne un procédé et un dispositif pour assister le conducteur d'un véhicule lors d'une opération de freinage d'urgence destinée à empêcher que le véhicule ne percute un objet, en particulier un autre véhicule, se trouvant dans une zone de couverture à l'avant du véhicule dans le sens d'avance. D'après le procédé selon l'invention, des moyens de freinage servant à freiner le véhicule (50) sont actionnés indépendamment du conducteur si une condition de freinage d'urgence prédéterminée est remplie et s'il est établi que le conducteur souhaite réaliser l'opération de freinage d'urgence, un message de freinage d'urgence étant transmis au conducteur du véhicule (50) lorsque la condition de freinage d'urgence est remplie. Selon l'invention, un message informant le conducteur du véhicule (50) sur les conditions d'environnement ou de circulation actuelles dans la zone de couverture (54) est également transmis au conducteur lorsque la condition de freinage d'urgence n'est pas remplie, ce message étant adapté en fonction de la réalisation de conditions d'information prédéterminées.
EP04763546A 2003-08-05 2004-07-28 Procede et dispositif pour assister le conducteur d'un vehicule lors d'une operation de freinage d'urgence Withdrawn EP1651482A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10335738A DE10335738A1 (de) 2003-08-05 2003-08-05 Verfahren und Vorrichtung zur Unterstützung des Fahrers eines Fahrzeugs bei der Druchführung eines Notbremsvorgangs
PCT/EP2004/008419 WO2005016717A1 (fr) 2003-08-05 2004-07-28 Procede et dispositif pour assister le conducteur d'un vehicule lors d'une operation de freinage d'urgence

Publications (1)

Publication Number Publication Date
EP1651482A1 true EP1651482A1 (fr) 2006-05-03

Family

ID=34089079

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04763546A Withdrawn EP1651482A1 (fr) 2003-08-05 2004-07-28 Procede et dispositif pour assister le conducteur d'un vehicule lors d'une operation de freinage d'urgence

Country Status (5)

Country Link
US (1) US20060220908A1 (fr)
EP (1) EP1651482A1 (fr)
JP (1) JP2007501151A (fr)
DE (1) DE10335738A1 (fr)
WO (1) WO2005016717A1 (fr)

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DE102021204622A1 (de) 2021-05-06 2022-11-10 Zf Friedrichshafen Ag Fahrzeugvorrichtung und Verfahren zum Bestimmen einer Kupplungsöffnungsposition und einer Bremsposition

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Also Published As

Publication number Publication date
JP2007501151A (ja) 2007-01-25
US20060220908A1 (en) 2006-10-05
WO2005016717A1 (fr) 2005-02-24
DE10335738A1 (de) 2005-02-24

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