Classifications

• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/16—Anti-collision systems
  • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
• • 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
  • 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
  • B60T8/17—Using electrical or electronic regulation means to control braking
• • 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
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
  • B60W30/095—Predicting travel path or likelihood of collision
  • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
• • 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
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
  • B60W30/095—Predicting travel path or likelihood of collision
  • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
• • 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
  • B60W50/00—Details 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
  • B60W50/0097—Predicting future conditions
• • 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
  • B60T2201/02—Active or adaptive cruise control system; Distance control
  • B60T2201/022—Collision avoidance systems
• • 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
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/10—Longitudinal speed
• • 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
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/10—Longitudinal speed
  • B60W2520/105—Longitudinal acceleration
• • 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
  • B60W2554/00—Input parameters relating to objects
  • B60W2554/80—Spatial relation or speed relative to objects
  • B60W2554/801—Lateral distance
• • 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
  • B60W2554/00—Input parameters relating to objects
  • B60W2554/80—Spatial relation or speed relative to objects
  • B60W2554/804—Relative longitudinal speed
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
  • Y02T10/84—Data processing systems or methods, management, administration

Definitions

• This method can work without the inclusion of a predetermined emergency brake delay.
• the document DE 41 01 759 AI shows an automatic vehicle brake system with a speed sensor for detecting the vehicle speed and a distance sensor for detecting the distance between the vehicle and a vehicle in front.
• the braking system determines, based on the relative speed and the distance to the vehicle ahead, a time limit that is required for the vehicle to impact the preceding vehicle to alert the driver of the vehicle by operating an alarm device when the brake pedal is not depressed Boundary time becomes shorter than a threshold time threshold. If the driver of the vehicle fails to depress the brake pedal upon delivery of the alarm signal, an automatic braking operation is performed after a time interval to reduce the vehicle speed to avoid impacting the preceding vehicle until the limit time is again greater than the threshold time threshold ,
• the threshold time limit is too short, an impact on the preceding vehicle may not always be avoided in the automatic braking operation. An exclusive consideration of the time limit until the impact is not sufficient. Therefore, a required stopping distance of the vehicle is additionally determined from the vehicle speed and the friction coefficient between the road surface and the vehicle tires. If the time limit is greater than the predetermined limit time threshold, but the distance between the vehicle and the vehicle ahead is smaller than the particular stopping distance, so will after the alarm signal has been issued, the automatic braking operation of the vehicle is carried out until the distance is again greater than the currently determined stopping distance.
• the alarm signal can be given and, if appropriate, the automatic braking process initiated too early, too late, not at all or in an unnecessary manner.
• the publication WO 2004028847 AI describes a method and apparatus for triggering an automatic emergency braking operation of a vehicle, in particular a truck to an assistance function to avoid a
• a driver warning is triggered when a given warning condition is met.
• the warning condition is due to the current driving situation of the vehicle and a predetermined emergency braking delay at the end of a predetermined warning period to avoid a collapse of the vehicle on the vehicle in front to trigger the automatic emergency braking.
• a predetermined target relative speed or a target safety distance between the vehicle and the vehicle ahead is to be achieved.
• the current driving situation results from the determined acceleration of the vehicle and the determined relative acceleration between the vehicle and the vehicle ahead.
• the predetermined emergency braking delay is one of a total of five cumulatively tested for their presence criteria for triggering a driver warning.
• the emergency brake operation itself ⁇ active is triggered after triggering of a driver warning and ⁇ closing passage of a predetermined warning time period.
• the driver warning is to be triggered upon fulfillment of a predetermined warning condition into which (i) the driving situation of the vehicle determined taking into account the determined acceleration of the vehicle, (ii) a predetermined emergency braking delay, (iii) a predetermined target safety distance, (iv) a predetermined target relative speed speed between the vehicle and the vehicle in front as target conditions that can be reached with the completion of the automatic emergency braking operation, and (v) the determined current present relative acceleration between the vehicle and the vehicle ahead.
• Critical driving situations can be recognized early by appropriate evaluation of a corresponding raw data-supplying sensor arrangement, in a critical situation driver warnings (eg acoustically, visually, haptically ...) leave and the vehicle to support the driver in a critical situation (eg influence a brake assistant, pre-filling the brake system, %) preconditioning.
• driver warnings eg acoustically, visually, haptically
• leave and the vehicle to support the driver in a critical situation eg influence a brake assistant, pre-filling the brake system, ...) preconditioning.
• Determining the path profile of the own vehicle from the time course of the acceleration to be anticipated can by
• Determining the path profile of the object from the time profile of the acceleration to be anticipated can be determined by
• Determining the path profile of the object by integrating the particular velocity profile of the object.
• Predefining an acceleration profile dependent on driving variables of one's own vehicle can take account of a detected or calculated current vehicle acceleration and / or a detected or calculated current vehicle speed of a separate vehicle.
• the assumption of a time course of a predicted vehicle acceleration of the own vehicle for a predetermined period of time may be based on the current vehicle acceleration of the own vehicle and / or the time course of the acceleration of the own vehicle during a time period of predetermined length in the past.
• the assumption of a temporal course of an anticipated acceleration profile dependent on driving variables of the own vehicle can take place depending on its current speed, wherein the acceleration profile is assigned the current vehicle acceleration as the starting value and the acceleration profile slowly decreases at high speed and decreases rapidly at low speed.
• the assumption of a temporal course of a predicted vehicle acceleration of the preceding object may take place for a predetermined period based on its current acceleration of the preceding vehicle and possibly on the time course of the vehicle acceleration of the preceding vehicle during a past in the period of predetermined length.
• the assumption of a temporal course of an anticipated acceleration profile dependent on driving variables of the preceding object can take place as a function of its current speed, the acceleration profile being assigned the actual acceleration of the object as start value and the acceleration profile slowly decreasing at high speed and rapidly decreasing at low speed.
• the time course is adapted to the current driving situation, preferably to the current speed of the own vehicle;
• the anticipated acceleration of the preceding object decreases in the predetermined period, preferably the time course adapted to the current driving situation, preferably to the current speed of the preceding object becomes;
• an example of an optical or acoustic warning can be output to following road users.
• the setting a driving sizes of the own vehicle dependent Accelerat ⁇ n Trentsprofils may consider a sensed or calculated current vehicle acceleration and / or a sensed or calculated current vehicle speed of an own vehicle.
• the residual velocity of the own vehicle are determined relative to the object located ahead to the anticipated collision time and the possible Ge ⁇ schwindtechniksabbau to the estimated time of collision.
• Assuming a time course of a foreseeable located ahead acceleration of the object may comprise a calculating or determining the current speed of the abso ⁇ Luten object located ahead and / or of the absolute current acceleration of the object. Comparing the time with the determined prospective collision time of the own vehicle with the preceding object includes setting a time before the prospective collision time.
• the assumption of a chronological course of an anticipated acceleration profile which depends on driving variables of the own vehicle can be carried out on the basis of a real system response of the own vehicle for a given emergency braking deceleration.
• the routes for the own object and the object ahead are determined.
• Examining the two path profiles relative to one another may involve searching for a point in time where either both path profiles have a common intersection or the one's own and the preceding object are at a minimum distance from each other.
• a first condition for initiating a driver-independent emergency braking operation it may be below a predefinable minimum distance between the own and the preceding object, and / or
• a time for a warning or other collision preparation measures may be set sooner or later depending on driver activities, the current driving scenario, and current environmental conditions.
• a visual and / or acoustic warning can be issued to following road users.
• FIG. 1 shows an overview flow diagram of a method for detecting critical driving situations of trucks or passenger cars in order to avoid (collision) collisions between the driver's own vehicle and a vehicle or object moving in front of the driver's own vehicle.
• FIG. 2 shows a flowchart of a partial aspect of the method according to FIG. 1, in which the own vehicle is considered.
• FIG. 3 shows a flowchart of a partial aspect of the method according to FIG. 1, in which the vehicle or object located in front of the own vehicle is considered.
• FIG. 4 shows a schematic diagram of the processes of the method according to FIG. 2, in which the own vehicle is considered.
• FIG. 5 shows a schematic diagram of the processes of the method according to FIG. 3, in which the vehicle or object located in front of the own vehicle is considered.
• FIG. 6 shows a schematic diagram of the procedures of the method for determining whether a warning is issued to the driver of the own vehicle.
• FIG. 7 shows a schematic diagram of the processes of the method in order to determine whether a driver-independent emergency braking of the own vehicle is initiated.
• two conditions for initiating an emergency braking can be taken into account: a residual distance of the own vehicle from the object and / or a speed reduction up to a collision or minimum distance time.
• Fig. 8 illustrates schematically the modular structure to the functional relationship between the determination of the driver warning and then, after the expiry of the warning period, to be determined need for emergency braking and their subsequent triggering.
• FIG. 9 schematically illustrates the situation of a vehicle ahead of the own vehicle and the data to be determined by means of a radar sensor on the own vehicle in this situation.
• the situation of a vehicle ahead of one's own vehicle is detected by means of a radar sensor;
• the absolute ⁇ speed of the vehicle ahead of the relative speed of the vehicle ahead and the detected by means of wheel speed sensors of the vehicle own absolute speed of the own vehicle are determined.
• the radar sensor provides the distance between the vehicle in front and the own vehicle.
• the acceleration of the preceding vehicle can also be determined from these data.
• FIG. 8 shows how the two functions "determination of the necessity of a driver warning” and “determination of the necessity of emergency braking” can be modular in the method described here and can be carried out successively.
• the "determination of the necessity of emergency braking” and its subsequent triggering can also be omitted; conversely, the procedure presented here also does not allow the "determination of the necessity of a driver warning” to be carried out and directly in the
• a current vehicle acceleration 3 ⁇ , ⁇ and a current vehicle speed V A KT, E are detected or determined as a first step, for example directly with a longitudinal acceleration sensor or indirectly by calculation from data from wheel speed sensors.
• the next step of this first phase assumes a temporally variable acceleration profile f (t), where the current vehicle acceleration 3AKT, E is used as start value (f (0)).
• V A KT E and / or the driving environment (for example city,
• the acceleration profile is modified: At high speed (highway) the preset acceleration profile decreases slowly; at low speed (city traffic) the given acceleration profile decreases rapidly.
• the current vehicle acceleration of the own vehicle is positive a A i, E> 0, ie if the own vehicle accelerates, it is assumed for the time course that the anticipated vehicle acceleration of the own vehicle ao, E decreases in the predetermined period TV O R , wherein the time course is adapted to the current driving situation, eg the current vehicle speed of the own vehicle V A KT, E.
• predetermined period is constant.
• a preceding vehicle or an object located in front of the own vehicle is considered (FIGS. 1, 3, 5).
• object or "vehicle ahead” is always understood to mean both a vehicle driving ahead relative to the driver's own vehicle or an object located in front of the driver's own vehicle, which can also be stationary.
• a first step of the second phase takes place, for example, with a radar sensor, detecting a current distance dist A i , v and a current relative speed vrel A T, v between the own vehicle and the object.
• the absolute speed of the object is calculated from the current relative speed (vrel A i, v) of the object and the current vehicle speed (V A KT, E) of the own vehicle (V A KT, E). and calculating the absolute acceleration of the object from the velocity profile of the current absolute velocity of the object by stepwise differentiating by time.
• the assumption of a chronological course of an anticipated acceleration profile dependent on driving variables of the own vehicle can be carried out on the basis of a real system response of the own vehicle for a given emergency braking deceleration.
• This real system response could be stored as a vehicle-dependent characteristic field.
• the path profiles for the own and the preceding object are determined in a first step.
• the path profile of the own vehicle for each discrete point in time (tnO ... tnx) in the period (0 ⁇ t ⁇ TVOR) is compared with the path profile of the object. If the two path profiles intersect, this means a potential collision of the own vehicle with the preceding object under the previously made assumptions.
• an estimated collision time (TK) of the own vehicle with the preceding object is determined from the intersection of the two path profiles. This is followed by a comparison of this time prior to the potential collision with the calculated prospective collision time. If the expected collision time (T K ) is before the specified time, a warning will be issued
• Examining the two path profiles relative to each other may result in finding a point in time T at which both path profiles share a common intersection.
• An intersection of the two Wegprofile means a poten ⁇ tielle collision of the own with the located ahead object at the time T "under the previously made assumptions (in the upper right diagram of FIG. 7, this is the point of intersection between the lower solid line (own vehicle) with the dashed line (leading vehicle) at time T K ).
• Examining the two path profiles can also determine a minimum residual distance D rest between the own vehicle and the vorausbefindlichen Object at time T min dist under the assumptions made previously (in the upper right diagram of Fig. 7, this is the intersection between the solid line (own vehicle) and the upper dashed line (preceding vehicle) at time Tmindist) -
• Examining the two path profiles relative to each other may involve searching for a point in time at which either both path profiles have a common point of intersection or the own and the preceding vehicle coincide a minimum distance D res t.
• An intersection of the two path profiles means a potential collision of one's own with the preceding object among the previously made assumptions. In the event that such an intersection exists, the following are determined: (i) the point in time T k of the intersection (ie the potential collision), (ii) the residual path to collision and / or the residual velocity at the time of the potential collision, and ( iii) the deceleration ⁇ until the time of the potential collision.
• a speed reduction can take place on the basis of the previously determined times.
• a (t) is the course of the real system response of the own vehicle in an emergency braking request (see Fig. 7 left upper diagram).
• a first condition for introducing a driver-independent emergency braking may be the undershooting of a predetermined minimum distance D Sc hweiie between the own and the preceding object. This means that an emergency braking process could be initiated with the condition D Res t ⁇ D Sc hau.
• a driver-independent emergency braking operation may be initiated upon satisfaction of the first condition or on satisfaction of the second condition. Such a driver-independent emergency braking operation can also be initiated when the first and second conditions are met. In other words, if the speed reduction .DELTA.v of the own vehicle falls below a predefinable threshold value and / or the remaining distance D res t between own vehicle and
• T min dist also falls below a predetermined threshold or is zero, a driver-independent emergency braking process is initiated.
• the timing of a warning or other collision preparation measures may vary depending on driver activities such as turn signals, steering wheel activity, accelerator pedal operation, brake pedal, gear selector operation, etc., telephone activity, current driving situation, current driving scenario, and current
• Environmental conditions such as weather conditions detected by windshield wiper activity, rear fog light, rain sensor ... are set sooner or later.
• an optical warning may be issued to the following road user (already at the beginning or only during the warning period).
• the hazard warning lights can be activated and / or the brake lights (also intermittent) can be controlled.
• a critical situation and a suitable time for activating a collision-avoiding or at least collision-reducing braking can be detected earlier.
• a critical situation can be detected and the appropriate time can be determined at which a brake intervention of the vehicle brake system leads to having reached a predetermined speed reduction at the time of the collision.
• the appropriate time for a braking intervention of the vehicle brake system can be determined in order to have a predetermined residual distance at the same instantaneous speed of the preceding object and own vehicle. Faulty or unnecessary brake interventions should occur only rarely.
• the threshold for the speed reduction and the remaining distance can also be set depending on the above-mentioned criteria (driver activity, current driving situation, the current driving scenario and current environmental conditions).
• the automatic (emergency) braking is terminated or canceled if the current relative speed between the own vehicle and the preceding object is zero, if there is a minimum distance between them, and / or the predetermined speed reduction has been exceeded by the time (or the collision occurred).
• it is also taken into account, in particular when considering the predetermined speed reduction, that after the braking intervention has ended, the delay existing at that time is not immediately eliminated when the braking intervention is terminated.
• the real vehicle behavior after the end of the braking intervention can be taken into account.
• the brake equipment of the own vehicle can already be brought into braking position before the automatic emergency braking process (pre-filling of the brakes, easy application of brake pads to the brake discs, etc.) In this case, the own vehicle can already be easily braked. This can be done in a true ⁇ ′barer for the driver shape, and so already at least a part of the
• This preparation braking is smaller than the actual emergency braking.
• the automatic emergency braking process can be triggered when a predetermined emergency braking condition is met and the predetermined warning period has expired.
• the emergency braking deceleration or an associated variable, such as the emergency brake pressure, the emergency braking force or the emergency braking torque, can be specified either fixed or adjustable.
• the value of the emergency brake delay can also be fixed.
• warning period which can also be fixed or adjustable.
• a fixed warning duration has the advantage that the driver of the time of triggering the automatic emergency braking operation is known and this does not arrive unexpectedly or unpredictably.
• a suitable value of the predetermined warning period can be determined on the basis of driving tests. This is typically in the range between 1.5 and 2.5 seconds.
• a minimum value of the warning time duration is predetermined, which should not be undershot, so that the driver basically has sufficient time to prepare for the triggering of the automatic emergency braking operation or even intervene before.
• the relative speed of the object ahead to the own vehicle can be set either fixed or adjustable. It is advantageous if the value of a fixed target relative speed is approximately zero. In this case, the intrinsic speed of the vehicle is reduced by the automatic emergency braking process only as much as absolutely necessary to a Avoiding the drive-up of the own vehicle to the object in front reliably. Any further reduction in the airspeed is unnecessary and represents an additional danger, in particular for subsequent vehicles.
• the safety distance to the object ahead can also be fixed or adjustable.
• An adjustment of the value of the safety distance may be effected either as a function of variables which describe, for example, the vehicle mass, the brake pad friction value of the wheel brake devices of the own vehicle, the road condition, the vehicle speed or the visibility conditions, or manually by the driver of the own vehicle.
• a minimum value for the safety distance is preferably predetermined, so that an overly tight approach to the object ahead is prevented upon completion of the automatic emergency braking operation.
• the specification of the value of the safety distance can also be fixed. Typically, this is then between zero and a few meters.
• an already triggered driver warning can be terminated and / or changed and / or omit the triggering of the automatic emergency braking operation.
• the driver of the own vehicle is given the opportunity, as long as possible, to take suitable countermeasures for avoiding the approach to the vehicle in front, and, on the other hand, a driver warning which has become unnecessary in the meantime is no longer maintained and / or an automatic emergency braking operation, which in the meantime has become unnecessary not triggered.
• the automatic emergency braking operation can be triggered automatically at the end of the predetermined warning period, unless the driver warning is canceled during the predetermined warning period. So is the driver of your own vehicle the time of the initiation of the automatic emergency braking operation is known, and he has opportunity to take appropriate countermeasures for avoiding the approach to the object ahead.
• the emergency braking time depends on the current driving situation when triggering the automatic emergency braking operation, the predetermined emergency brake delay, the relative speed and the safety distance between the vehicle and the mecanicfindlichen object.
• the driver warning consists of at least two warning levels, which are triggered in chronological succession within the predetermined warning period of the driver warning, each warning level is assigned a predetermined Warnlininzeitdauer.
• each warning level is assigned a predetermined Warnlininzeitdauer.
• the warning level duration of a warning level can be fixed or adjustable.
• a fixed warning level period has the advantage that the driver is aware of the time of triggering an optionally subsequent warning level and / or the automatic emergency braking process and this does not arrive unexpectedly or unpredictably.
• the value of the warning stage duration of a warning level is a function of variables which describe, for example, the vehicle mass, the brake pad friction value of the wheel brake devices of the own vehicle, the visibility conditions or the road condition.
• the last, and thus usually the most urgent, warning level can be triggered earlier, the more unfavorable the conditions are for avoiding starting up by triggering the automatic emergency braking operation.
• the possibility, after triggering a first warning level to trigger at least one further warning level only if one of the further warning level respectively assigned, predetermined warning condition is fulfilled.
• the necessity of triggering each further warning level can be checked and the triggering of unnecessary, the actual Auffahrgefahr inappropriate warning levels avoided.
• At least one of the already triggered warning levels can be terminated and / or omit the triggering of further warning levels. This avoids that the driver of the vehicle feels unnecessarily triggered warning levels as disturbing and disables the device.
• an already triggered warning level e.g. is present in the form of an optical driver warning to maintain until the expiration of the predetermined warning period and not trigger only further warning levels to alert the driver to the potential existing Auffahrgefahr.
• the presence of driver activity is detected on the basis of an actuation of at least one of the operating elements of the vehicle, the operating element serving in particular for changing the longitudinal or transverse dynamics of the vehicle.
• Controls that are suitable for detecting driver activity include, for example, the accelerator pedal, the brake pedal, the clutch pedal, the steering wheel, or the direction sensors of the vehicle.
• a reduction in Auffahrgefahr can be easily detected on the basis of a time increasing distance between the vehicle and the vehicle ahead and / or with a decreasing relative speed between the vehicle and the object ahead.
• the instantaneous driving situation of the vehicle becomes dependent on the determined distance between own vehicle and preceding object and / or the determined speed of the vehicle and / or the determined relative acceleration between the own vehicle and the object ahead and / or the ascertained acceleration of the vehicle and / or the roadway tion and / or determined by friction between the road and the vehicle wheels.
• a warning of preceding and / or following vehicles can be given.
• the brake lights, the vehicle horn, the hazard warning lights or the driving or high beam of the vehicle are operated.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Automation & Control Theory (AREA)
• Human Computer Interaction (AREA)
• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Traffic Control Systems (AREA)
• Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
• Regulating Braking Force (AREA)

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• 2010
  • 2010-11-12 DE DE102010051203.6A patent/DE102010051203B4/de active Active
• 2011
  • 2011-11-08 WO PCT/EP2011/005611 patent/WO2012062451A1/de not_active Ceased
  • 2011-11-08 JP JP2013538098A patent/JP5941475B2/ja active Active
  • 2011-11-08 WO PCT/EP2011/005612 patent/WO2012062452A1/de not_active Ceased
  • 2011-11-08 US US13/884,685 patent/US8868327B2/en active Active
  • 2011-11-08 CN CN201180064031.8A patent/CN103370238B/zh active Active
  • 2011-11-08 KR KR1020137015164A patent/KR101893157B1/ko active Active
  • 2011-11-08 JP JP2013538099A patent/JP6294667B2/ja active Active
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