EP2086809A1 - Systeme de reduction de la course de freinage d'un vehicule - Google Patents

Systeme de reduction de la course de freinage d'un vehicule

Info

Publication number
EP2086809A1
EP2086809A1 EP07821281A EP07821281A EP2086809A1 EP 2086809 A1 EP2086809 A1 EP 2086809A1 EP 07821281 A EP07821281 A EP 07821281A EP 07821281 A EP07821281 A EP 07821281A EP 2086809 A1 EP2086809 A1 EP 2086809A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
vehicles
environment model
lidar
radar
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Withdrawn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
EP07821281A
Other languages
German (de)
English (en)
Inventor
Stefan LÜKE
Jürgen Pfeiffer
Matthias Strauss
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.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
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 Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP2086809A1 publication Critical patent/EP2086809A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions

Definitions

  • the invention relates to the field of vehicle brakes, and more particularly relates to a system for reducing the braking distance of a vehicle in which braking is prepared and performed upon the occurrence of a predetermined event.
  • a detection system of a vehicle which detects obstacles in the direction of travel or near the direction of travel of the vehicle. Sensors mounted on the vehicle provide characteristic parameters for the condition of the vehicle. Furthermore, sensors are assigned to the brake pedal and the gas pedal. A control unit determines, based on the data supplied by the detection system, if braking is necessary. Furthermore, the control unit determines a desired "stand-by brake pressure". By this system, therefore, a stopping distance shortening can be achieved when objects are detected in advance of the vehicle.
  • a system in which a sensor detects a multiplicity of potential collision objects and with the aid of the acquired data predicts, for example, a possible danger in the form of a collision.
  • braking means and / or steering means be activated by a vehicle control unit
  • the driver When braking in emergency situations, the driver must first overcome the clearance of the brake until a brake pressure can be built up to cause a significant deceleration of the vehicle. This costs time and extends the stopping distance. To reduce this so-called swelling time, the brake can be pre-filled with a low pressure, which does not cause noticeable delay. When the brake is pressed by the driver then no more air play must be removed.
  • An event at the onset of which the brake is prefilled represents the rapid removal of the driver's foot from the accelerator pedal.
  • a disadvantage of these known systems is that only located in the rear half space of a transmitting vehicle vehicles receive information and that no precise information about the current position of the affected vehicles are available. Therefore, the assessment of a risk of collision is subject to uncertainties. Vehicles located in the semi-compartment in front of the sending vehicle do not receive any information, even if they are approaching the scene of the accident and encounter an unexpected risk in a short space of time
  • the invention has for its object to provide a system that overcomes the described deficiency of the prior art and allows a shortened braking distance.
  • the system according to the invention shortens the stopping distances of a vehicle by means of an analysis of data received via vehicle-vehicle communication and an analysis of the surroundings 8 for the vehicle Transmission of vehicle-specific data and an integration of this into an existing security concept with a dynamic environment model takes place.
  • the system performs an adaptation of the search areas for the analysis of the surroundings used by the radar, lidar or camera sensors by means of an evaluation of the dynamic environment model and the system expands and / or adapts the dynamic environment model after the adaptation of the search areas by the radar, Lidar and camera sensors.
  • an analysis and evaluation of the data received via a vehicle-vehicle communication concerning one of the located in the immediate and indirect environment vehicles and the individual vehicles characterizing speed and / or acceleration profile, wherein the mediate Environment is determined by the range of the radar, lidar, and camera sensors.
  • the vehicle safety and driver assistance systems are advantageously activated.
  • an adaptation of the search areas of the surroundings detection such as e.g. Radar, Lidar- or camera sensors to the previously known and pre-analyzed situation starting from a dynamic environment model.
  • an analysis and evaluation of the acceleration information to shorten the reaction time is performed.
  • an extension of the environment model is performed around the objects that are outside the detection range of the beam and video sensors.
  • the present invention is based on the assumption that an effective avoidance of dangerous traffic situations, in particular of pile - ups and accidents in passenger traffic and intersection traffic, is only possible if as far as possible all vehicles that are in a certain environment are in one Safety concept and if as accurate a position as possible of all included vehicles is made available.
  • the present invention provides a system for road traffic that not only incorporates the vehicles located behind a preceding vehicle, but also all vehicles that are in a specific traffic environment.
  • accurate location coordinates are also provided which allow the participating vehicles a more precise risk assessment. Participation in such a system requires that the vehicles be equipped with a location and communication system, such as a vehicle-to-vehicle communication system and a GPS receiver, linking these systems to on-board systems such as driver assistance and vehicle safety systems are to obtain from this information about data of interest of the vehicle, which are of importance for a vehicle-wide system.
  • the participating vehicles as vehicle safety systems have electrically controllable brake systems in order to enable the fastest possible intervention in the event of a dangerous situation.
  • each vehicle will be data providers and / or data receivers.
  • All vehicles are equipped with a non-directional radio link, which allows all-round communication, a so-called broadcast, in the immediate vicinity.
  • point-to-point communication links will be established and maintained, if, for example, it can be seen that a particular vehicle is approaching other vehicles in such a way that a collision is imminent.
  • the information exchange between the vehicles also includes precise location coordinates.
  • All vehicles receiving this information determine their relative position to the braking vehicle.
  • a decision contributing to the risk reduction takes place. For example, no measures are taken if the vehicle receiving a warning signal is located in front of or next to the braking vehicle because there is no danger. If the receiving vehicle is located a sufficient distance behind the sending vehicle, and with the help of ACC a too dense startup is avoidable, at the most a warning is given.
  • an automatic braking intervention can take place in order to prevent a collision.
  • a dynamic environment model is generated in the vehicles that always performs cyclical queries to the built-in sensors in the vehicle environment detection, the queries are prioritized on the bus systems one and depending on the dynamically adjusted environment field model, the prioritization of the query is changed to the Data traffic to the dynamic conditions prevailing in the real environment.
  • FIG. 1 represents a driving situation in front of a vehicle 1, wherein the front vehicle area of vehicle 1 is monitored by the sensors 8. If, in addition to the beam sensors 8, recourse is made to the vehicle to vehicle communication, this results in a greatly expanded and dynamically adaptable environmental model.
  • the estimated coefficient of friction can also be transmitted and the intervention and warning strategy adjusted accordingly. For example, on black ice much earlier and more specific warned or intervened. In principle, all vehicle data can be transmitted in order to be able to adapt the strategies.
  • chassis control units such as the active suspension orcardineinstellsysteme
  • inventive method or system according to the invention by means of the dynamic environment model.
  • the communication system supports different mobile transmission methods that support at least one information distribution in the so-called broadcast mode. This is defined as a broadcast or broadcast in a computer-based network, the transmission of a message in which it is transmitted from one point to all participants of a network defined. Alternatively, other transmission modes of telecommunications, such as multicast, unicast can be used.
  • Positioning systems are used to determine your own position.
  • GPS receivers and navigation systems 5 are suitable as positioning systems.
  • integrated positioning systems which combine the functionalities of GPS receiver and navigation system in one device can also be used.
  • Vehicle safety systems As vehicle safety systems, all braking systems available in the vehicle can be used with electronic control. Vehicle safety systems can use the Electronic Break System
  • EBS Engine Management System
  • ABS Anti-lock Braking System
  • ASR Traction Control
  • ESP Electronic Stability Program
  • EDS transmission control unit
  • TCU transmission control unit
  • TCS traction control system
  • EVS electronic brake force distribution
  • MSR engine drag torque control
  • Driver assistance systems are electronic ancillary devices in vehicles to assist the driver in certain driving situations. These systems take part autonomously or autonomously in drive, control (eg gas, brake).
  • driver assistance systems are, for example, parking aid (sensor arrays for obstacle and distance detection), brake assist (BAS), cruise control, adaptive cruise control or proximity control (ACC), distance warning, turn assistant, traffic jam assistant, lane detection system, lane departure warning / lane assistant (lane departure warning (lane departure warning) Lane change support), lane change assistance, lane change support, Intelligent Speed Adaptation (ISA), Adaptive Heading Light, Tire Pressure Monitoring System, Driver Status Detection, Traffic Sign Detection, Platooning, Automatic Emergency Braking
  • ANB headlamp dipping and dipping assist, night vision system.
  • Another example of the effectiveness of the system according to the invention is the following: Several vehicles drive too close behind each other. The front man has to brake. The middle driver reacts too late and drives to the front man. For the third driver, it is no longer possible in time for braking due to the sudden deceleration of the front vehicle. If the first and the last car had a vehicle-to-vehicle communication, the second accident could have been prevented.
  • the search areas are limited even before the recognition of an object, since the position of the object is already known.
  • an acceleration, deceleration or change of direction is directly measurable by the other vehicles and does not have to be interpolated over several measurements. This results in a much shorter reaction time of the entire system, since now no longer several measurements must be awaited.
  • the vehicle safety system in the execution of a brake assist system supports, by measuring with built-in sensors in the vehicle, how fast the brake pedal is pressed. From the pedal speed, the brake assist system reliably detects whether the driver wants to initiate full braking. If this is the case, the Brake Assist in the brake booster immediately provides full brake pressure when the information is compared from the dynamic environment model that the brake pressure requested by the driver is too low. In addition, the signals required for activation are verified via vehicle-to-vehicle communication and the dynamic environment model, and necessary measures are initiated. If the driver takes his foot slightly off the brake pedal, the Brake Assist immediately becomes inactive.
  • BA brake assist system
  • the vehicle safety system in the execution of a brake assist system consists of a vacuum brake booster (BKV), which is electrically activated by means of a valve.
  • BKV vacuum brake booster
  • the brake pedal travel is measured indirectly as the diaphragm path of the BKV via a resistance potentiometer.
  • the control unit is mounted directly on the BKV and thus forms, together with BKV and the integrated position potentiometer, a compact overall system.
  • the basic function of the braking device is not affected by the brake assist.
  • the driver's desire for maximum braking is calculated from the brake pedal speed. When a certain threshold is reached, which depends on the pedal position and the vehicle speed, the basic prerequisite for an activation is given. Three more signals are needed to activate the Brake Assist.
  • the brake light switch signal which is supplied via the CAN of ABS, and the current vehicle speed, which is also supplied via the CAN.
  • the release switch signal which is tapped directly from the booster.
  • vehicle-to-vehicle communication will also take into account further objectives for a stopping distance reduction. These are especially red lights, tight corners and icy roads. It is characteristic of these goals that when a vehicle approaches these targets at too high a speed, an ESP intervention occurs, whereby the subsequent vehicles classify this target as dangerous, if the location and that an ESP intervention of the vehicle in question is at the the surrounding area vehicles is communicated through the vehicle to vehicle communication and the dynamic environment model is adapted.
  • a warning is also given to the driver after an analysis of the dynamic environment or intervention is made directly in the driving behavior of the vehicle, as is the case of a stopping distance shortening by prefilling, pre-braking and an extended braking assistant Case is.
  • the system according to the invention receives and transmits by means of the vehicle-vehicle communication for the transmission of vehicle-specific data such as whereabouts, speed, acceleration, steering wheel angle and other important variables and evaluates the transmitted data for the identification of objects in the road to make these into an existing safety concept, how to incorporate a stopping distance shortening.
  • vehicle-specific data such as whereabouts, speed, acceleration, steering wheel angle and other important variables
  • vehicle-specific data such as whereabouts, speed, acceleration, steering wheel angle and other important variables

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé pour raccourcir la course d'arrêt d'un véhicule (1). Selon l'invention, une analyse des données reçues par le biais d'une communication (2, 3, 4, 5) de véhicule à véhicule ainsi qu'une analyse de l'environnement du véhicule (1) propre sont effectuées, puis il y a transmission de données spécifiques au véhicule et intégration de celles-ci dans un concept de sécurité existant.
EP07821281A 2006-10-13 2007-10-12 Systeme de reduction de la course de freinage d'un vehicule Withdrawn EP2086809A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006049103 2006-10-13
PCT/EP2007/060914 WO2008043850A1 (fr) 2006-10-13 2007-10-12 Système de réduction de la course de freinage d'un véhicule

Publications (1)

Publication Number Publication Date
EP2086809A1 true EP2086809A1 (fr) 2009-08-12

Family

ID=38962898

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07821281A Withdrawn EP2086809A1 (fr) 2006-10-13 2007-10-12 Systeme de reduction de la course de freinage d'un vehicule

Country Status (3)

Country Link
US (1) US20100094509A1 (fr)
EP (1) EP2086809A1 (fr)
WO (1) WO2008043850A1 (fr)

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Also Published As

Publication number Publication date
US20100094509A1 (en) 2010-04-15
WO2008043850A1 (fr) 2008-04-17

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