WO2014180551A1 - Procédé pour faire fonctionner un système de freinage, en conduite entièrement automatique, et véhicule correspondant - Google Patents

Procédé pour faire fonctionner un système de freinage, en conduite entièrement automatique, et véhicule correspondant Download PDF

Info

Publication number
WO2014180551A1
WO2014180551A1 PCT/EP2014/001184 EP2014001184W WO2014180551A1 WO 2014180551 A1 WO2014180551 A1 WO 2014180551A1 EP 2014001184 W EP2014001184 W EP 2014001184W WO 2014180551 A1 WO2014180551 A1 WO 2014180551A1
Authority
WO
WIPO (PCT)
Prior art keywords
action plan
motor vehicle
brake
control unit
brake system
Prior art date
Application number
PCT/EP2014/001184
Other languages
German (de)
English (en)
Inventor
Cheng Wang
Rainer Marstaller
Georg-Peter Duba
Heiko Henning
Original Assignee
Audi Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi Ag filed Critical Audi Ag
Publication of WO2014180551A1 publication Critical patent/WO2014180551A1/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
    • B60T8/88—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—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 with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension 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
    • 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
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • 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
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • 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
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up
    • 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
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • B60W2050/0292—Fail-safe or redundant systems, e.g. limp-home or backup 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
    • 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
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • B60W2050/0297—Control Giving priority to different actuators or systems
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G08G1/163—Decentralised systems, e.g. inter-vehicle communication involving continuous checking

Definitions

  • the invention relates to a method for operating a brake system in a motor vehicle having a driver assistance system designed for fully automatic, independent vehicle guidance.
  • the invention relates to a motor vehicle.
  • Brake systems in modern motor vehicles combine a variety of functions, so that they are becoming more complex according to their design.
  • Examples of control functions commonly used on brake systems include electronic brake force distribution (EBV), anti-lock braking systems (ABS) and electronic stability control (ESC), which make braking safer and more comfortable overall.
  • EBV electronic brake force distribution
  • ABS anti-lock braking systems
  • ESC electronic stability control
  • the control of the operation of modern brake systems is therefore usually organized so that, for example, as a higher-level control function, an electronic stability control is provided, the subordinate ABS controller and / or EBV controller are provided.
  • the controller structure of a brake system nowadays builds on a variety of sensor signals, signals from others, vehicle systems, plausibility checks, distributions and control circuits for vehicle movement and for wheel and motor control, so that results in an extremely complex interaction.
  • a plurality of fallback levels namely, for example, in a signal error, a vehicle electrical system error, a plausibility error or a communication error, the activation of an ABS fallback level, wherein when a signal error of the speed sensor and / or a voltage drop below 7V is present, can be attributed to an EBV fallback level. If even this is no longer operable, there is still mechanical penetration.
  • a major difference between a safety concept for non- or partially automated driver assistance system functions and fully automated driver assistance system functions is the time reserve until the driver should completely take over the driving operation himself.
  • semi-automated driver assistance systems such as ACC systems and the like, the driving task is not delivered by the driver, that is, the driver is still responsible for the driving of the motor vehicle and should be "in the loop", so that at any time a complete takeover of driving by the driver should be able to be implemented.
  • the invention is therefore based on the object to provide a method for operating a brake system, which allows for an independent vehicle guidance by a fully automated driver assistance system ensuring a safe state of the motor vehicle within a sufficient time reserve.
  • a safe state of the motor vehicle in particular special standstill, inducing braking measures in a timely sequence comprehensive action plan as a function of operating parameters comprising at least one the current operating condition of the motor vehicle descriptive Egoparameter and / or at least one surrounding the motor vehicle descriptive environment parameters, is determined and constantly updated using current operating parameters, wherein the current action plan is stored in a storage means, and that is spent by an emergency module in the event of failure of the brake system, the motor vehicle using the current action plan in the safe state.
  • the expression of the error of the brake system is to be understood here wide, because it includes all the normal operation of the brake system strongly affecting or completely excluding errors that may be present outside of the brake system, for example, in case of failure a communication link, the fully automatic driver assistance system or a loss of electrical energy.
  • the method is carried out by one or more control devices of a motor vehicle or generally control devices.
  • the basic idea of the present invention is thus to define a safe state, for example the stoppage of the motor vehicle on the currently traveled lane or an adjacent traffic lane, for example a hard shoulder.
  • a braking measures thus desired braking deceleration, comprehensive action plan can be determined, which brings about this safe state, possibly taking into account further boundary conditions.
  • a braking profile is generated as an action plan and kept constantly up to date, in which case the action plan is used in the event of an error.
  • handles can be timely fit in the action plan, for example, if the currently traveled lane is to be kept.
  • the stationary state of the motor vehicle is brought about as a safe state on the currently traveled lane, this means that when the action plan is carried out, the motor vehicle automatically performs the driving maneuver "deceleration to a stop on the currently traveled lane.”
  • the usual operation of the brake system thus becomes replaced by the implementation of the action plan, which is therefore advantageously stored in an independent, dedicated storage means
  • the braking commands contained in the action plan are generated adapted to the current situation of the motor vehicle and lead to the most secure result, which provides a time reserve, then
  • the action plan allows the motor vehicle to be transferred to the safe state without intervention by the driver, for typical cases of error in which the usual implementation of one of the driver's assistant zsystem generated delay request is no longer possible, for example, signal error, plausibility error or communication error can so that the actual control function, such as an electronic stability control, is no longer available, thus a fallback level for the brake system is used, the motor vehicle spent in the safe state become.
  • the conversion control unit can be understood as a kind of ESC add-on.
  • a built-in control unit in particular an ESC control unit, built-in for the brake system auxiliary control unit is used.
  • the control unit which is in any case responsible for the control of the brake system, extended to the additional unit, which is therefore also in spatial proximity to the possibly responsive interfaces and the like, therefore ideally is largely independent of longer, error-prone communication links.
  • the additional control unit is integrated into the already existing infrastructure. It is therefore an integration of the functions of the brake system realizing control unit and the additional control unit in the control unit, in particular the ESC control unit given. It should be noted that it is of course also conceivable to integrate the additional control unit in other control devices or even provide as a separate unit.
  • the additional control unit at least when using the action plan, is supplied with an energy source assigned only to the additional control unit. It is also a possible fault case that the electrical energy supply of the motor vehicle fails, so that it can be extremely expedient if the additional control unit, which indeed implements the emergency module, can still remain active. Even with a complete failure of the electrical power supply the driver is therefore provided a time reserve available, until this example, for the still existing mechanical penetration can take control itself, the safety of the motor vehicle is maintained as much as possible, since the situation-appropriate, previously constantly kept current action plan is followed and can be followed due to the independent power supply of the additional control unit.
  • the additional control unit implementing the emergency module uses an interface, which is also addressed by the control unit implementing the functions of the brake system, for outputting control variables to components of the brake system for realizing the action plan.
  • This not only means that the predefined output format for manipulated variables, that is to say actuation parameters which are used in error-free operation, is also realized by the additional control unit, but also that hardware components which implement this interface are also addressed by both control units , This results in a simplified realization.
  • the additional control unit implementing the emergency module can also be implemented in a cost-effective manner, generally speaking, since it merely requires an addition of standard components, in particular in a control unit which is associated with the braking system anyway.
  • a memory means and a computing device accessing thereto, in particular a microprocessor, may already be sufficient, wherein additionally the energy source assigned to the additional control unit, for example a battery, may be installed.
  • a delay request for the brake system is provided by vehicle systems that are "decision makers.”
  • the fully automatic driver assistance system designed for independent vehicle guidance supplies the default, which is then used in the brake system, in particular during the fault-free operating phase
  • the control unit is implemented in order to implement the further functionalities, in particular ESC, ABS and EBV, which means that the fully automatic driver assistance system evaluates operating parameters anyway.
  • meter in particular the operating parameters used to determine the action plan. Therefore, it is useful if the action plan is determined and updated by the driver assistance system. If a control unit and the auxiliary control unit implementing the emergency module are expediently implemented in a control unit, both the current action plan and the delay requests necessary for the operation of the driver assistance system are sent to the control unit.
  • At least one safety criterion relating to the safety of the motor vehicle and / or at least one other road user and / or at least one further requirement descriptive requirement can be taken into account for the determination and updating of the action plan.
  • the safe state has been defined as "standstill on the currently traveled lane”
  • it is conceivable to provide a kind of cascaded braking as an action plan whereby, for example, initially a slight braking is provided for a certain period of time, for example two seconds, which then becomes In this way, on the one hand occurs to a sudden, strong braking, which increases the safety of the driver and avoids a surprise effect on other road users, on the other hand, the driver gently pointed out that an error occurs, when the motor vehicle begins to brake increasingly hard.
  • the security and / or request criteria are provided according to the invention.
  • Safety and / or requirement criteria may also affect the performance of the braking system. If the action plan has been determined by the driver assistance system on the basis of a currently desired speed of the motor vehicle, a requirement criterion may relate, for example, to the fact that the average braking deceleration is dependent from the definition of the safe state by the braking system is also feasible. Requirements can also serve to fulfill legal requirements, so that a requirement criterion can for example provide that the maximum brake pressure build-up time must meet the legal requirements.
  • the determination of the action plan can be configured in such a way as to be parametrizable or with boundary conditions, so that the highest possible level of safety can be guaranteed as well as the feasibility of the action plan, whereby, of course, requirement criteria can also be tailored to the comfort of the driver.
  • At least one safety criterion and / or requirement criterion is checked again by the emergency module and / or at least one additional criterion, in particular a maximum permissible braking delay, is checked. Consequently, a kind of plausibility check can be carried out in the emergency module, whereby a check against universally valid global limit values, for example for the braking deceleration, can also follow.
  • subsystems of the braking system are known which can not provide the full braking power, for example, at individual wheels driving brake components. Such (especially in addition) can also be checked in the context of the use of the action plan (in particular again).
  • the action plan contains at least one steering measure to be implemented by means of wheel-selective braking and / or a steering system. It is preferred to implement steering measures by wheel-selective braking, after then no dependence of the availability of an electrically driven steering system, which may also be affected by the error, is necessary. However, such may of course also be included in the process of the invention.
  • the impression of steering moments in the movement of a motor vehicle by means of wheel-selective braking is already known in the prior art and does not need to be explained in detail here.
  • a direction correction for example, to keep a currently traveled lane or on an adjacent lane, for example, a hard shoulder to change, can be generated by the brake system itself by radselektive or page-individual braking interventions the components of the brake system can be realized.
  • the emergency module can be realized by suitable sub-functions.
  • an error is detected by the emergency module in a diagnosis subfunction and / or in an action plan management sub-function of the emergency module at least one of the concrete execution of the action plan determining execution parameters is determined and / or in a conversion subfunction of the braking measures of the action plan to be used as output parameters of the emergency module to be used control parameters for at least one brake component of the brake system.
  • It can therefore be an appropriate subdivision of the emergency module in sub-functions, which can also be referred to as sub-modules and can be realized by different hardware and / or software components, which support certain specific functionalities.
  • a diagnostic sub-function may be provided which is necessary for determining whether an error has occurred. Only then, if there is an error, can an action plan management sub-function be called, which is especially true, as will be described in more detail below. if the concrete execution of the action plan is to be defined more precisely by further execution parameters. Finally, a conversion sub-function can be provided which converts the brake measures, which may still be abstractly present in the action plan, into corresponding output parameters which can be used, for example, for interfaces for controlling the brake components of the brake system.
  • the diagnostic sub-function can also be used as part of a plausibility check, which means that it can be checked, for example by exchanging data with the brake module, whether the activation of the emergency module was correct. Overall, this results in a well-maintainable overall structure of the emergency module.
  • a fault type of the present error is detected in the diagnosis subfunction, whereupon the action plan management subfunction selects one of several execution variants of the action plan contained in the action plan and / or adjusts the action plan depending on the type of error / or selects an output destination for output parameters to be output.
  • the basic idea here is that if the type of error of the error occurred is known, the action plan or the operation of the emergency module can also be adapted to the nature of the error case and thus the best possible implementation of the action plan is realized. This will be explained in more detail by way of examples.
  • a communication connection usually delivers deliberate braking delays from the driver assistance system
  • these braking delays can also be supplied by the emergency module using the action plan, where expediently no conversion into activation parameters has to take place, but the braking delay of the action plan directly to a corresponding downstream of the signal processing Subfunction of the brake module can be delivered, which then advantageously still can perform its other functions.
  • Another expedient embodiment which can of course be used in combination with the aforementioned example, provides that when an error detected failure of the brake module as an output destination output parameter of the brake module receiving interface and / or at least one brake component of the brake system is selected, in particular the Output parameters of the emergency module are determined by the conversion subfunction. So if the brake module itself failed, it is no longer as an output target are available, so that the conversion sub-function can be used here particularly expediently in order to correspondingly control the output destinations which are suitable here, ie suitable interfaces for receiving control parameters or even the components of the brake system itself.
  • an advantageous embodiment of the invention provides that one for a brake with all wheels and trained for a wheel-selective braking conversion subfunction can be used, the latter can also be referred to as a "lateral dynamic interface".
  • a further advantageous embodiment of the present invention provides that at least one communication from and to the emergency module takes place via a communication connection assigned only to the emergency module. It is therefore expedient to further safeguard the functionality of the emergency module to provide special communication connections that are independent of other communication connections of the motor vehicle, in particular of a bus system of the motor vehicle, and thus can also be used in case of failure of the usual communication system of the motor vehicle.
  • these are not only suitable for the emergency module can receive data, but in particular also that a possibility for controlling the brake components of the brake system is ensured by the emergency module.
  • the emergency module independent communication facilities for the transmission of data are assigned.
  • the present invention also relates to a motor vehicle, comprising a brake system and at least one control device designed for operating the brake system, which is designed to carry out the method according to the invention.
  • All embodiments of the method according to the invention can be analogously transferred to the motor vehicle according to the invention, with which therefore also the stated advantages can be obtained.
  • the control device can thus be formed by at least one control device, which carries out the steps of the method according to the invention.
  • the motor vehicle comprises a brake control unit which has two functional units, namely a control unit to be used in the error-free operating phase for operating the brake system, the brake module designated in the subclaims, and an additional control unit which is the emergency module realized.
  • the additional control unit is advantageously associated with an energy source, which feeds the additional control unit in case of failure of the other electrical power supply of the motor vehicle.
  • FIG. 1 is a schematic diagram of a motor vehicle according to the invention
  • Fig. 2 is a flowchart of the method according to the invention.
  • the motor vehicle 1 shows a schematic diagram of a motor vehicle 1 according to the invention.
  • the motor vehicle 1 has a fully automatic driver assistance system 2 designed for independent vehicle guidance, in which operating parameters of the motor vehicle are evaluated in a control unit 3, to generate corresponding request data for other vehicle systems, here not shown in detail steering system, not shown in detail engine control system and a brake system 4, which allow the fully automatic operation of the motor vehicle 1.
  • a brake delay request is sent to the brake system 4 or its control unit 5 via a vehicle bus 6, for example a CAN bus, as the communication link.
  • the driver assistance system processes sensor data of various sensors as well as data of other vehicle systems which describe the operating state of the motor vehicle (ego parameters) and / or describe the surroundings of the motor vehicle 1 (environmental parameters).
  • ego parameters the operating state of the motor vehicle
  • environment parameters the surroundings of the motor vehicle 1 (environmental parameters).
  • Fully automatic driver assistance systems designed for independent vehicle guidance have already been proposed in the prior art and will not be described in detail here.
  • the deceleration request transmitted by the driver assistance system 2 is received by a control unit 7 of the brake control unit 5, where it is used in error-free operation to trigger different brake components 8 of the brake system 4, which are not specified here, via corresponding actuation parameters (manipulated variables) ,
  • the entire functions / sub-functions with which the brake system 4 is operated in error-free operating phases are collectively referred to below as the brake module, which means that the control unit 7 implements the sub-functions of the brake module.
  • the driver assistance system 3 is active, the driver is no longer immediately available as a fallback because he does not necessarily devote his attention to the driving task, so that the driver should be given a time window within which the motor vehicle 1 should continue to operate safely. Nevertheless, the full functionality of the brake system 4 or this input data supplying vehicle systems is no longer given. For this purpose, it is provided in the present case that the motor vehicle 1 is brought to a standstill on its own lane or an adjacent hard shoulder in a safe and comfortable manner.
  • the emergency module takes over at least partially the control tasks of the brake module described above, wherein, in order to realize this even in the case of failure of an electrical power supply of the motor vehicle 1, the additional control unit 9 (and only this) an electric power source 1 1 assigned is.
  • the emergency module controls the brake system 4 when an error occurs using the current rush, stored in the storage means 10 action plan such that the motor vehicle 1 is moved to the safe state.
  • the action plan is determined or updated, for which purpose the operating parameters intended for this purpose are observed.
  • safety criteria and requirements criteria are included in the determination of the action plan, so that ultimately a driving maneuver is described by the action plan, which is sufficient for the safety and other requirements, which may be performance capabilities of the brake system 4, comfort requirements and legal requirements Art brings about the stoppage of the motor vehicle 1, which is turned off by the observance of the operating parameters on the current situation of the motor vehicle 1.
  • the action plan may also include steering measures that can be fulfilled either by the braking system 4 itself or by driving a steering system, for example, when transferring to the safe State, the current lane of the motor vehicle is to be kept or on another track, such as a hard shoulder, to be directed, it is inventively preferred to dispense with the control of a steering system, as this could also be affected by the or a mistake.
  • the emergency module is implemented in the brake control unit 5, it is ultimately already "on site” to control the brake components 8.
  • the exact determination of such an action plan is not described here, as in the prior art, a variety of variants and procedures for determining such a driving maneuver are known, which will not be discussed here in detail.
  • the action plan which is obtained as a result, for example a cascading intensifying braking on the current lane, is transmitted in its updated version in a step 15 to the auxiliary control unit 9 and stored in the memory means 10, after being controlled by the control unit 3 of the driver assistance system 2 was determined. If the normal, error-free operating phase continues according to the curly brace 12, schematically displayed check in step 16, continues to update the action plan and the transmission of the current action plan.
  • the emergency module becomes active in a step 17 and executes the action plan from the storage means 10.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Human Computer Interaction (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un système de freinage (4) dans un véhicule (1) présentant un système d'aide à la conduite (2), conçu pour la conduite indépendante, entièrement automatique du véhicule, procédé caractérisé en ce que, dans une phase de fonctionnement, exempte de défauts du système de freinage (4), un plan d'action comprenant, dans un déroulement temporel, des dispositions de freinage entraînant un état de sécurité du véhicule (1), notamment l'arrêt, en fonction de paramètres de fonctionnement comprenant au moins un ego-paramètre décrivant l'état de fonctionnement actuel du véhicule (1) et/ou au moins un paramètre d'environnement décrivant l'environnement du véhicule (1), est déterminé et actualisé en permanence, à l'aide de paramètres de fonctionnement actuels, en ce que le plan d'action actuel respectif est mémorisé dans un moyen de mémoire (10), et en ce que, par un module de cas d'urgence (19), lors de l'apparition d'un défaut du système de freinage (4), le véhicule (1) est amené en l'état de sécurité, par utilisation du plan d'action actuel.
PCT/EP2014/001184 2013-05-08 2014-05-05 Procédé pour faire fonctionner un système de freinage, en conduite entièrement automatique, et véhicule correspondant WO2014180551A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013007857.1 2013-05-08
DE102013007857.1A DE102013007857B4 (de) 2013-05-08 2013-05-08 Verfahren zum Betrieb eines Bremssystems beim vollautomatischen Fahren und Kraftfahrzeug

Publications (1)

Publication Number Publication Date
WO2014180551A1 true WO2014180551A1 (fr) 2014-11-13

Family

ID=50679998

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2014/001184 WO2014180551A1 (fr) 2013-05-08 2014-05-05 Procédé pour faire fonctionner un système de freinage, en conduite entièrement automatique, et véhicule correspondant

Country Status (2)

Country Link
DE (1) DE102013007857B4 (fr)
WO (1) WO2014180551A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016062568A1 (fr) * 2014-10-24 2016-04-28 Robert Bosch Gmbh Procédé et dispositif permettant de faire fonctionner un véhicule
CN111788619A (zh) * 2018-03-05 2020-10-16 三菱电机株式会社 车载装置、信息处理方法及信息处理程序
CN112105538A (zh) * 2018-05-22 2020-12-18 海拉有限双合股份公司 用于机动车的控制系统、机动车、用于控制机动车的方法、计算机程序产品和计算机可读的介质
CN114103972A (zh) * 2020-09-01 2022-03-01 大众汽车股份公司 运行机动车的方法、机动车的安全系统以及机动车

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20180008726A (ko) * 2015-06-03 2018-01-24 닛산 지도우샤 가부시키가이샤 차량 제어 장치 및 차량 제어 방법
DE102015214524A1 (de) 2015-07-30 2016-06-09 Robert Bosch Gmbh Verfahren und Vorrichtung zur Fahrerassistenz
DE102016209733A1 (de) * 2016-06-02 2017-12-07 Robert Bosch Gmbh Verfahren und Vorrichtung zur Längsdynamikregelung bei einem Kraftfahrzeug während eines autonomen Fahrvorgangs
DE102017201982A1 (de) 2017-02-08 2018-08-09 Robert Bosch Gmbh Bremsmotor-Steuergerät und Bremssystem für ein Fahrzeug mit einem elektrischen Bremsmotor
GB201720266D0 (en) * 2017-12-05 2018-01-17 Trw Ltd Controlling the operation of a vehicle
DE102017222556A1 (de) * 2017-12-13 2019-06-13 Robert Bosch Gmbh Verfahren zum Betreiben eines Systems mit wenigstens zwei Recheneinheiten
CN111788099B (zh) 2018-01-18 2023-11-28 大众汽车股份公司 用于车辆的辅助系统
DE102018205011A1 (de) * 2018-04-04 2019-10-10 Robert Bosch Gmbh Verfahren und System zum kontrollierten Überführen von Fahrzeugen einer Fahrzeugflotte in einen sicheren Zustand
DE102021110832A1 (de) 2021-04-28 2022-11-03 Zf Cv Systems Global Gmbh Diagnoseverfahren und Bremssystem mit einer Einheit zum Durchführen des Diagnoseverfahrens
DE102021126228A1 (de) 2021-10-08 2023-04-13 Zf Active Safety Gmbh Verfahren zum Betreiben eines Bremssystems, Bremssystem und Steuerungssystem
DE102021129193A1 (de) 2021-11-10 2023-05-11 Zf Cv Systems Global Gmbh Fahrzeugsteuersystem mit Schnittstelleneinheit
DE102022117619A1 (de) 2022-07-14 2024-01-25 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Computerimplementiertes Verfahren zur Bestimmung einer Fehlerkritikalität einer Bremseinrichtung eines Fahrzeugs bei einem unvermittelten Bremskraftverlust während eines Bremsmanövers

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004000630A1 (fr) * 2002-06-19 2003-12-31 Daimlerchrysler Ag Systeme d'arret d'urgence destine a un vehicule non guide sur rails
EP1391362A1 (fr) * 2002-08-21 2004-02-25 Volkswagen AG Dispositif de commande électronique dans un véhicule automobile
EP2314490A1 (fr) * 2009-10-22 2011-04-27 Audi AG Procédé de commande du fonctionnement d'un système d'assistance au conducteur totalement automatique développé pour guider un véhicule de manière indépendante destiné à un véhicule automobile et véhicule automobile
DE102012001312A1 (de) * 2012-01-25 2012-08-02 Daimler Ag Fahrerassistenzsystem für ein Fahrzeug
DE102011085167A1 (de) * 2011-10-25 2013-04-25 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betrieb eines Stauassistenzsystems eines Kraftfahrzeugs

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005036827B4 (de) * 2005-08-04 2019-10-31 Continental Automotive Gmbh Sicherheitssystem einer geregelten elektromechanischen Fahrzeugbremsausrüstung
DE102012217002A1 (de) * 2012-09-21 2014-03-27 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs in einem automatisierten Fahrbetrieb

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004000630A1 (fr) * 2002-06-19 2003-12-31 Daimlerchrysler Ag Systeme d'arret d'urgence destine a un vehicule non guide sur rails
EP1391362A1 (fr) * 2002-08-21 2004-02-25 Volkswagen AG Dispositif de commande électronique dans un véhicule automobile
EP2314490A1 (fr) * 2009-10-22 2011-04-27 Audi AG Procédé de commande du fonctionnement d'un système d'assistance au conducteur totalement automatique développé pour guider un véhicule de manière indépendante destiné à un véhicule automobile et véhicule automobile
DE102011085167A1 (de) * 2011-10-25 2013-04-25 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betrieb eines Stauassistenzsystems eines Kraftfahrzeugs
DE102012001312A1 (de) * 2012-01-25 2012-08-02 Daimler Ag Fahrerassistenzsystem für ein Fahrzeug

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016062568A1 (fr) * 2014-10-24 2016-04-28 Robert Bosch Gmbh Procédé et dispositif permettant de faire fonctionner un véhicule
US10336268B2 (en) 2014-10-24 2019-07-02 Robert Bosch Gmbh Method and apparatus for operating a vehicle
CN111788619A (zh) * 2018-03-05 2020-10-16 三菱电机株式会社 车载装置、信息处理方法及信息处理程序
CN112105538A (zh) * 2018-05-22 2020-12-18 海拉有限双合股份公司 用于机动车的控制系统、机动车、用于控制机动车的方法、计算机程序产品和计算机可读的介质
CN114103972A (zh) * 2020-09-01 2022-03-01 大众汽车股份公司 运行机动车的方法、机动车的安全系统以及机动车

Also Published As

Publication number Publication date
DE102013007857B4 (de) 2022-02-03
DE102013007857A1 (de) 2014-11-13

Similar Documents

Publication Publication Date Title
DE102013007857B4 (de) Verfahren zum Betrieb eines Bremssystems beim vollautomatischen Fahren und Kraftfahrzeug
EP3584140B1 (fr) Procédé et dispositif de commande d'un processus de sécurité ainsi que véhicule
EP3083346B1 (fr) Véhicule automobile
EP2834103B1 (fr) Procédé permettant de faire fonctionner un véhicule automobile pendant et/ou après une collision
EP3691945B1 (fr) Système de frein de véhicule et méthode d'emploi
DE60221949T2 (de) Elektrische Lenkung für ein Fahrzeug mit dreifacher Redundanz
DE102013020177A1 (de) Kraftfahrzeug
DE102009050399A1 (de) Verfahren zur Steuerung des Betriebs eines vollautomatischen, zur unabhängigen Fahrzeugführung ausgebildeten Fahrerassistenzsystems eines Kraftfahrzeugs und Kraftfahrzeug
DE102005040780B4 (de) Verfahren und Motorsteuerungsgerät zur Verfügbarkeitserhöhung von Kraftfahrzeugmotoren
WO2006037415A1 (fr) Dispositif de commande dynamique longitudinale pour vehicules a moteur
DE112017005108T5 (de) Lenksystem
DE102019130036A1 (de) Vorrichtung zur Steuerung eines automatisierten Fahrbetriebs eines Fahrzeugs
EP3833585B1 (fr) Système de frein pour véhicule
DE102007013511A1 (de) Kraftfahrzeug mit einem X-by-wire-System und Verfahren zum Betreiben eines X-by-wire-Systems eines Kraftfahrzeugs
DE102010025353A1 (de) Verfahren zum elektromechanischen Einstellen eines Lenkwinkels und Kraftfahrzeug mit einer elektromechanischen Lenkung
EP3470301B1 (fr) Système de commande de direction pour un système de direction d'un véhicule automobile ainsi qu'un procédé de fonctionnement d'un système de commande de direction
DE112020001232T5 (de) Elektromotorsteuerungsvorrichtung und elektromotorsteuerungsverfahren
DE102012219533A1 (de) Bremsanlage für Kraftfahrzeuge
DE102004058996A1 (de) Verfahren und Fahrfunktionssystem zum Überführen von sicherheitsrelevanten Fahrfunktionen eines Fahrzeugs in den sicheren Zustand
EP4132824A2 (fr) Ensemble système comprenant un premier système d'actionnement et un deuxième système d'actionnement
DE102017109175A1 (de) Steuereinrichtung, Fahrerassistenzsystem, Kraftfahrzeug und Verfahren zum Steuern einer Fahrerassistenzfunktion
WO2020173591A1 (fr) Procédé servant à faire fonctionner un dispositif de commande de direction servant à piloter une direction électrique, et dispositif de commande de direction
DE102008036043B4 (de) Verfahren zum Überführen eines in einem Kraftfahrzeug vorgesehenen Lenkwinkel-Stellers in einen sicheren Zustand
DE102019132428A1 (de) Funktionsorientierte Elektronik-Architektur
DE102016112332B4 (de) Verfahren und vorrichtung zum überwachen eines reglerblocks zum ansteuern eines stellantriebs, insbesondere eines stellantriebs eines lenksystems

Legal Events

Date Code Title Description
DPE2 Request for preliminary examination filed before expiration of 19th month from priority date (pct application filed from 20040101)
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14722110

Country of ref document: EP

Kind code of ref document: A1

122 Ep: pct application non-entry in european phase

Ref document number: 14722110

Country of ref document: EP

Kind code of ref document: A1