WO2001002229A1 - Procédé pour identifier une situation de freinage de secours - Google Patents

Procédé pour identifier une situation de freinage de secours Download PDF

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Publication number
WO2001002229A1
WO2001002229A1 PCT/EP2000/001651 EP0001651W WO0102229A1 WO 2001002229 A1 WO2001002229 A1 WO 2001002229A1 EP 0001651 W EP0001651 W EP 0001651W WO 0102229 A1 WO0102229 A1 WO 0102229A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
criterion
threshold value
derived therefrom
brake
Prior art date
Application number
PCT/EP2000/001651
Other languages
German (de)
English (en)
Inventor
Oliver Hecker
Steffen Ritz
Original Assignee
Continental Teves Ag & 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
Priority claimed from DE19936436A external-priority patent/DE19936436A1/de
Application filed by Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO2001002229A1 publication Critical patent/WO2001002229A1/fr

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

Definitions

  • the present invention relates to a method for recognizing an emergency braking situation according to the preamble of patent claim 1.
  • brake assist systems Such methods are known in particular under the name “brake assist” systems.
  • the triggering of known brake assist systems is based on the direct or indirect observation of the actuation speed of the brake pedal. If the driver presses the brake pedal at a speed significantly higher than normal braking, the system evaluates this as a criterion for the presence of an emergency braking situation and activates the driver assistance by increasing the wheel brake pressures beyond the pressure normally corresponding to the pedal force.
  • pneumatic brake assist systems can be found in the publication DE 43 29 140 Cl. With a pneumatic brake assist system, the pedal speed is measured, e.g. B.
  • the pedal speed can be determined via a pressure gradient that occurs in the master cylinder.
  • the known systems have in common that they react sensitively to errors in the required sensors. This can erroneously activate the automatic braking process lead even though the driver did not actually operate the pedal at the required high speed.
  • a change in a longitudinal acceleration of the vehicle or a variable derived therefrom is advantageously determined.
  • This criterion is also largely independent of the condition of the brake fluid and also of the sensors that sense its condition.
  • the longitudinal acceleration of the vehicle can be sensed directly by an acceleration sensor attached to the vehicle.
  • the longitudinal acceleration of the vehicle is preferably derived from further, measured variables.
  • the exceeding of a first threshold value by the driver's actuation speed of a brake pedal is used as a first criterion for triggering an automatic braking process.
  • the pedal speed can be measured using the speed of the diaphragm plate in the brake booster (pneumatic brake assistant) or by the pressure gradient in the master cylinder (hydraulic brake assistant).
  • This criterion is preferably used in addition to, either higher-ranking or lower-ranking, further criteria.
  • a second threshold value is exceeded by the absolute amount of the change in the rotational acceleration or a quantity derived therefrom is used as a second criterion for triggering an automatic braking process in a predetermined period of time.
  • the speed acceleration or angular acceleration of at least one vehicle wheel rises above the second threshold value, this is an indication that there is no emergency braking situation at all.
  • the exceeding of a third threshold value by the absolute amount of the change in the longitudinal acceleration of the vehicle or a quantity derived therefrom is used as a third criterion for triggering an automatic braking operation. If the change in the longitudinal acceleration of the vehicle that is directly determined or derived from auxiliary variables is greater than a third threshold value, this is an indication that there is no emergency braking situation at all.
  • An automatic braking process is advantageously only triggered if the first and at least one of the second and third criteria are met.
  • the conventional first criterion is the higher-ranking criterion for triggering an automatic emergency braking operation.
  • the second and third criteria proposed according to the invention serve as lower-level "plausibility" conditions, which are preferred as subordinate criteria, in particular in the case of low temperatures, which result in an increased viscosity of the brake fluid.
  • the common application of the second and third criteria creates a plausibility check preferred for reasons of redundancy.
  • this can be used as a condition not to trigger the automatic braking process.
  • falling below a fourth threshold value due to the time interval between reaching the first criterion and reaching the second or third criterion is used as a fourth criterion for triggering an automatic braking process.
  • This also indicates low temperatures or a high viscosity of the brake fluid.
  • the non-fulfillment of this criterion indicates that the first criterion, as the sole criterion for triggering an automatic braking process, must be critically examined. This can be remedied, for example, by increasing the first threshold value accordingly.
  • the failure to meet the fourth criterion can be used to prevent activation of the brake assist.
  • a temporal relationship between the wheel speed or quantities derived therefrom and a tandem master cylinder pressure is adapted or approximated.
  • a temperature value for the brake fluid is then derived or estimated therefrom.
  • the temperature value of the brake fluid can also be measured directly.
  • the first threshold is preferably lenwert depending on the temporal relationship or the temperature of the brake fluid. In this way, the security of the first criterion can be improved according to the invention in connection with or with the help of further criteria.
  • the lower the temperature of the brake fluid the greater the first threshold value.
  • the triggering criterion is falsified by measuring pressure sensors, which is why this further development of the invention makes the activation threshold in this case correspondingly less sensitive for safety reasons.
  • FIG. 1 schematically shows a flow chart of an exemplary embodiment of the method according to the invention for recognizing an emergency braking situation. It should be noted that the method according to the invention in general for recognizing or for plausibility checking a rapid, significant increase in brake pressure, regardless of whether it is the driver of the vehicle was controlled via the brake pedal or not.
  • the sequence of steps shown in FIG. 1 is run continuously during operation and is iterated in practice in the millisecond range.
  • a query is made as to whether the pedal speed vp triggered by the driver is greater than or equal to a first threshold value Si.
  • the threshold value Si is predefined in particular as a function of the temperature of the brake fluid, the higher the lower the measured or otherwise determined temperature.
  • the cut-in threshold of the brake assistant can be increased at low temperatures, in particular to take account of measurement-related circumstances.
  • the query to be carried out in step 100 can be carried out using the solutions developed in the prior art for activating a brake assistant. If the result of the comparison carried out in step 100 is negative, the method according to the invention continues again after a time interval with the query according to step 100. If the result of the comparison in step 100 is positive, ie at one point in time the sensed pedal speed is greater than or equal to the first threshold value Si, the method continues to step 110. In step 110, the absolute amount of the change in the angular acceleration a ac j is compared with a second threshold value S2 over a predetermined period of time.
  • step 120 the absolute amount of the change in the longitudinal acceleration
  • steps 100, 110, 120 and 130 are not critical to the present invention. Steps 100, 110, 120 and 130 can be performed in any order. However, step 130, if present, should be performed after steps 100 and 110. Furthermore, step 100 and / or step 130 can be omitted according to the invention. This means that the queries in steps 110 and / or 120 cannot be used as auxiliary criteria or plausibility checks, but as the sole criteria for triggering an automatic braking process. Finally, criteria 110 and 120 are shown as queries in this order.
  • step 140 triggers an automatic braking process if one of the two queries shown in steps 110 and 120 is positive.
  • acceleration and “change in acceleration”, and the latter in particular "over a predetermined period of time” have been used. It should be noted that this is understood in particular to mean difference quotients or differential quotients and related mathematical quantities.

Abstract

L'invention concerne un procédé permettant d'identifier une situation de freinage de secours, afin de déclencher le système de servofreinage d'un véhicule. Selon l'invention, pour parvenir à un plus haut niveau de sécurité, il est prévu de détecter une modification de l'accélération de vitesse de rotation (aRad) (110) d'au moins une roue du véhicule ou d'une valeur qui en est dérivée ou une modification de l'accélération longitudinale (aKFZ) (120) du véhicule ou d'une valeur qui en est dérivée. Les modifications déterminées de l'accélération de vitesse de rotation (aRad) et/ou de l'accélération longitudinale (aKFZ) du véhicule s'utilisent comme critères de plausibilité de l'existence d'une situation de conduite critique, notamment en cas de températures basses.
PCT/EP2000/001651 1999-03-04 2000-02-28 Procédé pour identifier une situation de freinage de secours WO2001002229A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19909455 1999-03-04
DE19909455.1 1999-03-04
DE19936436.2 1999-07-30
DE19936436A DE19936436A1 (de) 1999-03-04 1999-08-03 Verfahren zum Erkennen einer Notbremssituation

Publications (1)

Publication Number Publication Date
WO2001002229A1 true WO2001002229A1 (fr) 2001-01-11

Family

ID=26052180

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2000/001651 WO2001002229A1 (fr) 1999-03-04 2000-02-28 Procédé pour identifier une situation de freinage de secours

Country Status (1)

Country Link
WO (1) WO2001002229A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015051929A1 (fr) * 2013-10-11 2015-04-16 Continental Teves Ag & Co. Ohg Procédé pour utiliser un système de freinage et système de freinage
EP2676852A4 (fr) * 2011-02-18 2015-10-14 Advics Co Ltd Dispositif de commande de freinage pour véhicule et procédé de commande de freinage pour véhicule
EP2676854A4 (fr) * 2011-02-18 2015-10-14 Advics Co Ltd Dispositif de commande de freinage de véhicule et procédé de commande de freinage de véhicule
US9434364B2 (en) 2011-02-18 2016-09-06 Advics Co., Ltd. Braking control device for vehicle and braking control method for vehicle

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4028290C1 (fr) * 1990-09-06 1992-01-02 Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De
DE4440290C1 (de) * 1994-11-11 1995-12-07 Daimler Benz Ag Verfahren zur Bestimmung eines Auslöseschwellenwertes für einen automatischen Bremsvorgang
DE4430461A1 (de) * 1994-08-27 1996-02-29 Teves Gmbh Alfred Verfahren zur Steuerung des Bremsdrucks in Abhängigkeit von der Pedalbetätigungsgeschwindigkeit
DE19524939A1 (de) * 1995-07-08 1997-01-09 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Bremsanlage eines Fahrzeugs
DE19526659A1 (de) * 1995-07-21 1997-01-23 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Bremsanlage eines Fahrzeugs

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4028290C1 (fr) * 1990-09-06 1992-01-02 Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De
DE4430461A1 (de) * 1994-08-27 1996-02-29 Teves Gmbh Alfred Verfahren zur Steuerung des Bremsdrucks in Abhängigkeit von der Pedalbetätigungsgeschwindigkeit
DE4440290C1 (de) * 1994-11-11 1995-12-07 Daimler Benz Ag Verfahren zur Bestimmung eines Auslöseschwellenwertes für einen automatischen Bremsvorgang
DE19524939A1 (de) * 1995-07-08 1997-01-09 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Bremsanlage eines Fahrzeugs
DE19526659A1 (de) * 1995-07-21 1997-01-23 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Bremsanlage eines Fahrzeugs

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2676852A4 (fr) * 2011-02-18 2015-10-14 Advics Co Ltd Dispositif de commande de freinage pour véhicule et procédé de commande de freinage pour véhicule
EP2676854A4 (fr) * 2011-02-18 2015-10-14 Advics Co Ltd Dispositif de commande de freinage de véhicule et procédé de commande de freinage de véhicule
US9434364B2 (en) 2011-02-18 2016-09-06 Advics Co., Ltd. Braking control device for vehicle and braking control method for vehicle
WO2015051929A1 (fr) * 2013-10-11 2015-04-16 Continental Teves Ag & Co. Ohg Procédé pour utiliser un système de freinage et système de freinage

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