JPH0425182B2 - - Google Patents
Info
- Publication number
- JPH0425182B2 JPH0425182B2 JP59140750A JP14075084A JPH0425182B2 JP H0425182 B2 JPH0425182 B2 JP H0425182B2 JP 59140750 A JP59140750 A JP 59140750A JP 14075084 A JP14075084 A JP 14075084A JP H0425182 B2 JPH0425182 B2 JP H0425182B2
- Authority
- JP
- Japan
- Prior art keywords
- braking
- limit value
- distance
- pressure
- brake
- 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.)
- Expired - Lifetime
Links
- 230000035484 reaction time Effects 0.000 claims description 3
- 230000001133 acceleration Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 2
- 230000003340 mental effect Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000002592 echocardiography Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000002459 sustained effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/06—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure
- B60K31/08—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and one or more electrical components for establishing or regulating input pressure
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
-
- 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
- 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
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
- B60W2720/106—Longitudinal acceleration
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
- G01S2013/9321—Velocity regulation, e.g. cruise control
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、通常の制動ペダルをもつ制動装置の
制御可能なブレーキ操作装置と、自動車とその前
にある物体との距離および相対速度をレーダデー
タとして検出しかつこれらのレーダデータから自
動車に固有のデータとしての速度、全制動の際の
可能な最大減速度および運転者の反応時間を考慮
して必要な安全距離を計算する距離レーダ装置
と、距離レーダ装置に接続されて安全距離に関係
する危険状態を自動車の運転者に通報する警報装
置と、距離レーダ装置により計算された必要な安
全距離から目標減速度を計算する危険計算機とを
有し、必要な安全距離の維持のために、この危険
計算機が、制御信号装置を介して、ブレーキ操作
装置に制動圧力を発生するため、補助力用蓄圧槽
を動作させる、自動車の制動装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention provides a controllable brake operating device for a brake system having a conventional brake pedal, and a radar system that measures the distance and relative speed between an automobile and an object in front of it. a distance radar device that detects data and calculates the necessary safety distance from these radar data by taking into account vehicle-specific data such as speed, maximum possible deceleration during full braking and reaction time of the driver; , has an alarm device that is connected to the distance radar device and notifies the driver of a car of a dangerous situation related to the safe distance, and a danger calculator that calculates the target deceleration from the required safe distance calculated by the distance radar device. The present invention relates to a braking device for a motor vehicle, in which the danger calculator operates an auxiliary force accumulator to generate braking pressure in a brake operating device via a control signal device in order to maintain a necessary safety distance.
このような制動装置はドイツ連邦共和国特許出
願公開第2642211号明細書から公知である。ここ
でも自動車はいわゆる常用ブレーキを備えてお
り、運転者が制動ペダルを操作（常用制動）する
と、制動ペダルの操作行程または操作力に関係し
てブレーキ操作装置に制動圧力が生じて、自動車
の減速を行なう。このブレーキ操作装置には、制
動圧力を強めるため補助力用蓄圧槽が付加されて
いるので、自動車がその前にある物体へ許容でき
ないほど近接すると、制動ペダルを介して運転者
により生ずる制動圧力が不充分であつても、その
とき動作する蓄圧槽の液圧補助力により、ブレー
キ操作装置の制動圧力を高めることができる。
Such a braking device is known from DE 26 42 211 A1. Here again, automobiles are equipped with so-called service brakes, and when the driver operates the brake pedal (service braking), braking pressure is generated in the brake operating device in relation to the operating stroke or operating force of the brake pedal, causing the automobile to decelerate. Do this. This brake operating device is equipped with an auxiliary force accumulator to increase the braking pressure, so that when the vehicle approaches an object in front of it unacceptably, the braking pressure exerted by the driver via the brake pedal is reduced. Even if it is insufficient, the braking pressure of the brake operating device can be increased by the hydraulic auxiliary force of the pressure accumulator that operates at that time.
自動ブレーキ操作装置をもつ自動車の制動装置
も公知で（ドイツ連邦共和国特許出願公開第
2513517号明細書）、自動車とその前にある物体と
の距離を検出して必要な安全距離を計算する距離
レーダ装置と、ブレーキ操作装置へ制御信号を供
給する装置とをもつている。この制御信号は、自
動車が物体に対して所定の距離以下に接近したと
き発生され、加速ペダルの位置を検出する第１の
検出器と変速機選択レバーの位置を検出する第２
の検出器とをもつ過制御回路およびゲート装置に
よつて、加速ペダルが低いかまたは最低の加速に
相当する位置にあり、しかも選択された速段が高
い速度範囲に相当するときのみ、自動ブレーキ操
作用制御信号を通すけれども、加速ペダルが高い
かまたは最高加速における加速位置にあるか、ま
たは速段が低ないし中走行速度に相当していると
きには、制御信号を阻止する。この過制御回路
は、車両が前記の走行状態にあり、この走行状態
で運転者がその車両を通常のように制動すると
き、ブレーキが自動的にかかるのを防止する。こ
の装置によつては、特定の走行状態において危険
は瞬間に全制動をも行なうのを阻止することがで
きない。したがつて曲り道において例えば道路縁
にある交通標識により距離レーダ装置から誤警報
が発せられると、この誤警報によつて車両におい
て全制動が誤つて開始されるおそれがある。それ
により後続車両が危険な強制状態および最高危険
状態となる。自動制動装置により本来のブレーキ
に対する運転者の心の準備が薄らぐことによつ
て、別の危険な状態が生ずる可能性もある。しか
しこの装置がいつたん故障すると、運転者の適時
の反応がおこらないことがある。 Braking systems for motor vehicles with automatic brake operating devices are also known (see Patent Application Publication No.
2513517), it has a distance radar device that detects the distance between the vehicle and an object in front of it and calculates the necessary safety distance, and a device that supplies a control signal to the brake operating device. This control signal is generated when the vehicle approaches an object within a predetermined distance, and is generated by a first detector that detects the position of the accelerator pedal and a second detector that detects the position of the transmission selection lever.
An overcontrol circuit and gate device with a detector ensures automatic braking only when the accelerator pedal is in a position corresponding to low or minimum acceleration and the selected gear corresponds to a high speed range. The operating control signal is passed, but the control signal is blocked when the accelerator pedal is in the high or maximum acceleration position or when the gear corresponds to a low to medium travel speed. This overcontrol circuit prevents the brakes from being applied automatically when the vehicle is in the aforementioned driving condition and the driver normally brakes the vehicle in this driving condition. With this device, it is not possible to prevent a hazard from immediately applying full braking in certain driving situations. Therefore, if a false alarm is issued by the distance radar device on a curved road, for example due to a traffic sign on the edge of the road, there is a risk that full braking of the vehicle will be initiated inadvertently as a result of this false alarm. This places the following vehicle in a dangerous forced and maximum danger situation. Another dangerous situation may arise when the automatic braking system reduces the driver's mental readiness for actual braking. However, once this device fails, the driver may not be able to react in a timely manner.
しかしこれらの問題のほかに、さらに次のこと
も考慮する必要がある。すなわち一連の衝突は、
運転者が危険な状態を知つたとき充分早くしかも
充分な程度にブレーキを操作しないことに帰因す
る。その代りに制動過程が遅れて開始され、全制
動でも事故を防止するのにもはや充分でないと
き、すなわち既に最小停止距離以下になつたと
き、はじめて制動ペダルの操作力が強められるこ
とがよくある。これに対する２つの理由があげら
れる。第１の理由は、特に視界が悪いと運転者は
その前にある障害物の危険性を正しく評価でき
ず、急激な制動の必要性について決定するため障
害物へもつと近づきたくなることである。第２の
理由は、日常の走行動作では３ｍ／s2の制動減速
度以上にはならないことである。これは次のこと
による。すなわち非常に多くの自動車運転者は可
能な最大制動減速度に対する感覚をもつておら
ず、したがつてできるけ短い距離で車両を停止さ
せるとき車両の能力限界を利用することが全くで
きないからである。 However, in addition to these issues, we also need to consider the following: In other words, the series of collisions is
This is due to the fact that the driver does not apply the brakes sufficiently early and to a sufficient extent when he/she becomes aware of a dangerous situation. Instead, the braking process is started late and the actuation force on the brake pedal is often increased only when full braking is no longer sufficient to prevent an accident, ie when the minimum stopping distance is already below. There are two reasons for this. The first reason is that, especially with poor visibility, drivers are unable to properly assess the danger of obstacles in front of them and are therefore tempted to move closer to the obstacle in order to decide on the need for sudden braking. . The second reason is that in daily driving operations, the braking deceleration does not exceed 3 m/s 2 . This is due to the following. This is because very many motor vehicle drivers have no sense of the maximum possible braking deceleration and are therefore completely unable to utilize the vehicle's capacity limits when stopping the vehicle in the shortest possible distance. .
計算機制御される距離レーダ装置によりこの問
題に対処することもできるが、このような装置を
実際に使用できるかどうかは、レーダエコーによ
り本当の障害物を見せかけの障害物と区別できる
かどうかにより大きく左右される。現在実現され
ている装置では、大きい進歩にもかかわらず、本
当の障害物と見せかけの障害物との区別における
絶対な確実さはまだなく、さらに長期間の開発後
はじめて得られるにすぎない。 Computer-controlled range radar devices could address this problem, but the practical use of such devices depends largely on the ability of radar echoes to distinguish real obstacles from spurious obstacles. Depends on it. With currently realized devices, despite great advances, there is still no absolute certainty in distinguishing between real and spurious obstacles, and this can only be achieved after a longer period of development.
したがつて本発明の課題は、制動の必要性につ
いての決定は運転者が行なうけれども、必要な制
動減速の評価および実行の際運転者が援助される
ように、最初にあげた種類の自動車制動装置を構
成することである。
It is therefore an object of the invention to develop a motor vehicle brake system of the first-mentioned type in such a way that, although the decision as to the need for braking is made by the driver, he is assisted in assessing and carrying out the necessary braking deceleration. configuring the device.
この課題を解決するため本発明によれば、制動
ペダルの操作に関係する所定の限界値例えば操作
行程または操作力の限界値以上で限界値信号を発
生する限界値信号発生器と、制動ペダルの操作の
際限界値信号発生器から発生される限界値信号を
受けてブレーキ操作装置の測定された実際制動圧
力を危険計算機へ与える制動圧力検出器とが設け
られ、危険計算機が、この実際制動圧力から実際
減速度を計算して目標減速度と比較し、必要な場
合制御信号装置を介して、ブレーキ操作装置にお
ける制動圧力を強めるため、補助力用蓄圧槽を充
分な程度に動作させる。
In order to solve this problem, the present invention provides a limit value signal generator that generates a limit value signal above a predetermined limit value related to the operation of the brake pedal, such as a limit value of the operating stroke or operating force; A brake pressure detector is provided which receives the limit value signal generated by the limit value signal generator during operation and supplies the measured actual braking pressure of the brake operating device to the danger calculator, and the danger calculator receives the actual braking pressure from the brake operating device. The actual deceleration is calculated and compared with the target deceleration, and if necessary, the auxiliary force accumulator is operated to a sufficient extent via the control signal device in order to increase the braking pressure in the brake operating device.
本発明によれば、安全距離を下回ると、これが
運転者に警報として通報され、運転者が制動ペダ
ルを踏むことにより、この警報を確認する時にの
み、またその際存在する実際制動圧力または実際
制動減速度が必要な安全距離を維持するのに充分
でない時にのみ、制動装置の実際制動圧力が必要
な目標制動圧力まで強められるように、補助力用
蓄圧槽が操作される。これに反し警報信号に対す
る運転者の制動反応が行なわれないと、制動圧力
の強めを行なうことができない。したがつて本発
明によれば、距離レーダ装置による定量的測定
が、運転者による知的評価と組合わされ、それに
より危険は状態が、自動的ではなく、運転者によ
り処理されるようにすることができる。こうして
自動ブレーキ操作装置をもつ制動装置におけるよ
うにブレーキに対する運転者の心の準備が薄らぐ
ことはなく、また曲り道において、例えば道路縁
にある交通標識に距離レーダ装置が反応して自動
的に全制動を誤つて開始する危険もなくなる。
According to the invention, if the safety distance is below, this is signaled to the driver as a warning, and only when the driver confirms this warning by pressing the brake pedal, and only when the actual braking pressure or actual braking pressure present is Only when the deceleration is not sufficient to maintain the required safety distance, the auxiliary force accumulator is operated in such a way that the actual braking pressure of the braking system is increased to the required target braking pressure. On the other hand, unless the driver reacts to the warning signal by braking, the braking pressure cannot be increased. According to the invention, therefore, quantitative measurements by a distance radar device are combined with an intelligent evaluation by the driver, so that the danger situation can be handled by the driver rather than automatically. I can do it. In this way, the driver's mental readiness for braking is not weakened, unlike in braking systems with automatic brake operating devices, and on curved roads, for example, the distance radar system reacts to traffic signs on the edge of the road and automatically applies the brakes. There is also no danger of starting braking incorrectly.
本発明の実施例が図面に示されており、以下こ
れについて説明する。
An embodiment of the invention is shown in the drawing and will be described below.
レーダ検出器２と計算機３からなる距離レーダ
装置１は、レーダ検出器２を介して、自動車とそ
の前にある可能性のある物体との距離および相対
速度についての情報をレーダデータとして供給す
る。計算機３は、これらのレーダデータから自動
車に固有のデータすなわち速度、全制動の際の可
能な最大減速度および運転者の反応時間を考慮し
て、その前にある物体までの必要な安全距離を求
める。さて必要な安全距離に達するかまたはそれ
以下になると、距離レーダ装置１に持続された警
報装置４が危険状態を運転者に通報する。この警
報を確認して運転者が制動ペダル５を踏み、その
操作行程または操作力が所定値を超過すると、限
界値信号発生器６から限界値信号７が発生され
る。この信号７は、倍力装置をもつブレーキ操作
装置９に持続されて制動ペダル操作の強さに関係
する液圧を測定する制動圧力検出器８へ供給され
る。測定されたこの実際制動圧力は制動導線１０
を介して危険計算機１１へ供給され、この計算機
１１がこの圧力から実際制動減速度を計算する。
さらに計算機１１は、信号導線１２を介して得ら
れる距離レーダ装置１の計算された必要な安全距
離から車両の目標減速度を計算し、これを実際制
動減速度と比較する。さて不充分な実際制動圧力
または不充分な実際制動減速度により必要な安全
距離以下になる危険が生ずると、計算機１１が制
御信号装置１３を介して補助力用蓄圧槽１４を動
作させるので、制動ペダル５を介して運転者から
与えられる操作力に加えて、蓄圧槽１４から与え
られる付加的な流体圧補助力により、ブレーキ操
作装置９における制動圧力が充分な程度に強めら
れる。制動力が強められることにより場合によつ
ては車輪がロツクするのを回避するため、ブレー
キ操作装置９をロツク防止装置（ABS）１５と
組合わせするのが有利である。 A distance radar device 1 consisting of a radar detector 2 and a computer 3 supplies, via the radar detector 2, information about the distance and relative speed between the vehicle and an object that may be in front of the vehicle as radar data. From these radar data, the calculator 3 calculates the necessary safe distance to the object in front of it, taking into account vehicle-specific data, namely speed, maximum possible deceleration during full braking and reaction time of the driver. demand. Now, when the required safety distance is reached or less than that, the warning device 4 maintained in the distance radar device 1 notifies the driver of the dangerous situation. When the driver confirms this alarm and depresses the brake pedal 5, and the operating stroke or operating force thereof exceeds a predetermined value, the limit value signal generator 6 generates a limit value signal 7. This signal 7 is supplied to a brake pressure detector 8 which measures the hydraulic pressure which is sustained by a brake operating device 9 with a booster and which is related to the strength of the brake pedal operation. This measured actual braking pressure is connected to the brake line 10.
via the pressure calculator 11, which calculates the actual braking deceleration from this pressure.
Furthermore, the computer 11 calculates a target deceleration of the vehicle from the calculated required safety distance of the range radar device 1 available via the signal line 12 and compares this with the actual braking deceleration. Now, if there is a risk of falling below the required safety distance due to insufficient actual braking pressure or insufficient actual braking deceleration, the computer 11 activates the auxiliary force accumulator 14 via the control signal device 13, so that the braking is stopped. In addition to the operating force applied by the driver via the pedal 5, the braking pressure in the brake operating device 9 is strengthened to a sufficient degree by the additional fluid pressure assisting force applied from the pressure accumulator 14. In order to avoid possible wheel locking due to increased braking forces, it is advantageous to combine the brake operating device 9 with an anti-lock system (ABS) 15.
しかし運転者が制動ペダル５の操作力を著しく
減少するかまたは制動ペダル５を全くはなすと、
限界値信号発生器６を介して反転信１６が発生さ
れ、制御信号装置１３を介して補助力用蓄圧槽１
４を動作させなくするので、制動圧力の強めが一
部または全く打消される。こうして例えば軽い制
動過程が偶然おこるため、例えば曲り道の前にお
いて、距離レーダ装置による誤警報のため場合に
よつては道路縁にある交通標識によつて不当な全
制動が開始されるのを防止される。 However, if the driver significantly reduces the operating force on the brake pedal 5 or releases the brake pedal 5 altogether,
An inverted signal 16 is generated via the limit value signal generator 6 and is transmitted via the control signal device 13 to the auxiliary force accumulator 1.
4, the increase in braking pressure is partially or completely canceled out. In this way, for example, the accidental occurrence of a light braking process, for example before a bend, is prevented from triggering an unwarranted full braking due to a false alarm by the range radar device, possibly due to a traffic sign on the road edge. be done.
図は本発明による制動装置の構成図である。
１……距離レーダ装置、４……警報装置、５…
…制動ペダル、６……限界値信号発生器、７……
限界値信号、８……制動圧力検出器、９……ブレ
ーキ操作装置、１１……危険計算機、１３……制
御信号装置、１４……補助力用蓄圧槽。
The figure is a configuration diagram of a braking device according to the present invention. 1...Distance radar device, 4...Alarm device, 5...
...Brake pedal, 6...Limit value signal generator, 7...
Limit value signal, 8... Braking pressure detector, 9... Brake operating device, 11... Risk calculator, 13... Control signal device, 14... Pressure accumulator for auxiliary force.
Claims (1)
なブレーキ操作装置と、自動車とその前にある物
体との距離および相対速度をレーダデータとして
検出しかつこれらのレーダデータから自動車に固
有のデータとしての速度、全制動の際の可能な最
大減速度および運転者の反応時間を考慮して必要
な安全距離を計算する距離レーダ装置と、距離レ
ーダ装置に接続されて安全距離に関係する危険状
態を自動車の運転者に通報する警報装置と、距離
レーダ装置により計算された必要な安全距離から
目標減速度を計算する危険計算機とを有し、必要
な安全距離の維持のために、この危険計算機が、
制御信号装置を介して、ブレーキ操作装置に制動
圧力を発生するため、補助力用蓄圧槽を動作させ
るものにおいて、制動ペダル５の操作に関係する
所定の限界値以上で限界値信号７を発生する限界
値信号発生器６と、制動ペダル５の操作の際限界
値信号発生器６から発生される限界値信号７を受
けてブレーキ操作装置９の測定された実際制動圧
力を危険計算機１１へ与える制動圧力検出器８と
が設けられ、危険計算機１１が、この実際制動圧
力から実際減速度を計算して目標減速度と比較
し、必要な場合制御信号装置１３を介して、ブレ
ーキ操作装置９における制動圧力を強めるため、
補助力用蓄圧槽１４を充分な程度に動作させるこ
とを特徴とする、自動車の制動装置。 ２ 所定の限界値が操作行程の限界値であること
を特徴とする、特許請求の範囲第１項に記載の装
置。 ３ 所定の限界値が操作力の限界値であることを
特徴とする、特許請求の範囲第１項に記載の装
置。 ４ 制動ペダル５の操作に関係する値を著しく減
少するとき、限界値信号発生器６が反転信号１６
を発生し、この反転信号１６が、補助力用蓄圧槽
１４によるブレーキ操作装置９における制動圧力
の強めを打消することを特徴とする、特許請求の
範囲第１項に記載の装置。 ５ 反転信号１６が制動圧力の強めを一部打消す
ことを特徴とする、特許請求の範囲第４項に記載
の装置。 ６ 反転信号１６が制動圧力の強めを完全に打消
すことを特徴とする、特許請求の範囲第４項に記
載の装置。 ７ ブレーキ操作装置９がロツク防止装置１５と
組合わされていることを特徴とする、特許請求の
範囲第１項に記載の装置。[Claims] 1. A brake operating device that can control a braking device having a normal brake pedal, detecting the distance and relative speed between a car and an object in front of it as radar data, and detecting the distance and relative speed of a car from an object in front of the car as radar data. a distance radar device that calculates the required safe distance taking into account the speed as specific data, the maximum possible deceleration during full braking and the driver's reaction time, and a distance radar device that is connected to the distance radar device to calculate the safe distance. It has an alarm device that notifies the driver of the relevant dangerous situation and a danger calculator that calculates the target deceleration from the necessary safe distance calculated by the distance radar device, and is used to maintain the necessary safe distance. , this risk calculator is
In order to generate braking pressure in the brake operating device via a control signal device, a limit value signal 7 is generated when the pressure accumulator for auxiliary force is operated, at a predetermined limit value or more related to the operation of the brake pedal 5. A limit value signal generator 6 and a braking device that receives a limit value signal 7 generated from the limit value signal generator 6 when operating the brake pedal 5 and supplies the actual braking pressure measured by the brake operating device 9 to the danger calculator 11. A danger calculator 11 calculates the actual deceleration from this actual braking pressure and compares it with the setpoint deceleration and, if necessary, controls the braking in the brake operating device 9 via a control signal device 13. To increase the pressure
A braking device for an automobile, characterized in that an auxiliary force pressure accumulator 14 is operated to a sufficient extent. 2. Device according to claim 1, characterized in that the predetermined limit value is a limit value of the operating stroke. 3. The device according to claim 1, characterized in that the predetermined limit value is a limit value of the operating force. 4. When significantly reducing the value associated with the actuation of the brake pedal 5, the limit value signal generator 6 generates an inverted signal 16.
2. The device according to claim 1, wherein the inverted signal 16 cancels the increase in braking pressure in the brake operating device 9 caused by the auxiliary force pressure accumulator 14. 5. Device according to claim 4, characterized in that the reversal signal 16 partially cancels out the increase in braking pressure. 6. Device according to claim 4, characterized in that the reversal signal 16 completely cancels out the increase in braking pressure. 7. Device according to claim 1, characterized in that the brake operating device 9 is combined with an anti-lock device 15.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3325714.0 | 1983-07-16 | ||
| DE3325714A DE3325714C2 (en) | 1983-07-16 | 1983-07-16 | Device for braking motor vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6038238A JPS6038238A (en) | 1985-02-27 |
| JPH0425182B2 true JPH0425182B2 (en) | 1992-04-30 |
Family
ID=6204152
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59140750A Granted JPS6038238A (en) | 1983-07-16 | 1984-07-09 | Brake gear for automobile |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPS6038238A (en) |
| DE (1) | DE3325714C2 (en) |
Families Citing this family (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4309850C2 (en) * | 1993-03-26 | 1996-12-12 | Lucas Ind Plc | Brake booster system for regulating a brake pressure with a brake booster |
| JP3927256B2 (en) | 1996-05-28 | 2007-06-06 | トヨタ自動車株式会社 | Braking force control device |
| JP2757862B2 (en) * | 1996-10-30 | 1998-05-25 | トヨタ自動車株式会社 | Brake control method |
| DE19738690C2 (en) * | 1997-09-04 | 2002-05-29 | Bosch Gmbh Robert | Method and device for controlling the brake system of a vehicle |
| DE19749296C5 (en) * | 1997-11-07 | 2007-01-11 | Daimlerchrysler Ag | Method for determining a tripping threshold value for an automatic braking process |
| DE19803870A1 (en) * | 1998-01-31 | 1999-08-12 | Daimler Chrysler Ag | Method and device for braking vehicles |
| DE19806119A1 (en) * | 1998-02-14 | 1999-08-19 | Bayerische Motoren Werke Ag | Brake control system in motor vehicles |
| JP3692777B2 (en) * | 1998-05-27 | 2005-09-07 | 日産自動車株式会社 | Braking assist device for vehicle |
| JP3998855B2 (en) | 1999-05-18 | 2007-10-31 | 三菱電機株式会社 | Dangerous approach prevention device |
| DE50211974D1 (en) | 2001-07-11 | 2008-05-08 | Bosch Gmbh Robert | METHOD AND DEVICE FOR AUTOMATICALLY TRIGGERING A VEHICLE |
| EP1475765A3 (en) | 2003-05-08 | 2006-05-24 | Robert Bosch Gmbh | Apparatus for determining the possibility of a passage for a vehicle |
| JP2005306320A (en) * | 2004-04-26 | 2005-11-04 | Mitsubishi Motors Corp | Braking control device |
| EP2013053A1 (en) * | 2006-04-26 | 2009-01-14 | Continental Teves AG & CO. OHG | Method for the dynamic calibration and regulation of a motor vehicle brake system |
| JP2007331754A (en) * | 2007-08-20 | 2007-12-27 | Hitachi Ltd | Brake device |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5071037A (en) * | 1973-10-24 | 1975-06-12 |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5332427Y2 (en) * | 1974-04-10 | 1978-08-11 | ||
| DE2642211C2 (en) * | 1976-09-20 | 1985-01-03 | Daimler-Benz Ag, 7000 Stuttgart | Distance warning system for vehicles |
-
1983
- 1983-07-16 DE DE3325714A patent/DE3325714C2/en not_active Expired
-
1984
- 1984-07-09 JP JP59140750A patent/JPS6038238A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5071037A (en) * | 1973-10-24 | 1975-06-12 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6038238A (en) | 1985-02-27 |
| DE3325714A1 (en) | 1985-01-31 |
| DE3325714C2 (en) | 1985-11-07 |
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