Method for braking a vehicle for carrying passengers, control unit, and vehicle for carrying passengers

Patent metadata

Field	Value
Publication number	US-11945425-B2
Application number	US-202017795239-A
Country	US
Kind code	B2
Filing date	Feb 14, 2020
Priority date	Feb 14, 2020
Publication date	Apr 2, 2024
Grant date	Apr 2, 2024

Abstract

A method for braking a vehicle, including checking whether a trigger criterion for braking the vehicle is present, and if the trigger criterion is satisfied, causing a conditioning braking pulse through brief pulsed braking such that passengers experience brief braking of the vehicle, and immediately thereafter initiating a braking phase in which the vehicle is braked in at least two partial braking regions by an actual ego deceleration that varies with respect to time, wherein each partial braking region is extended over a partial braking interval and merge into one another without the actual ego deceleration changing abruptly, and the actual ego deceleration in at least one of the partial braking regions is changed continuously over the respective partial braking interval such that a different actual jerk is obtained in each partial braking region, and wherein the actual jerk behaves degressively over at least some partial braking regions.

First claim

The invention claimed is:

1. A method for braking a vehicle for carrying passengers, comprising:
checking whether a trigger criterion for braking the vehicle for carrying passengers is present; and
if the trigger criterion is satisfied, causing a conditioning braking pulse through pulsed braking of the vehicle configured to cause a predetermined magnitude of deceleration of the vehicle, and immediately thereafter initiating a braking phase,
wherein, in the braking phase, the vehicle is braked using a braking system in at least two partial braking regions by an actual ego deceleration that varies with respect to time, wherein each partial braking region is extended over a partial braking interval,
wherein the partial braking regions merge into one another without the actual ego deceleration changing such that an actual jerk of the vehicle is less than 2 m/s 3 , and the actual ego deceleration in at least one of the partial braking regions is changed continuously over the respective partial braking interval such that a different actual jerk is obtained in each partial braking region, and
wherein the actual jerk behaves degressively over at least some partial braking regions of the braking phase.

2. The method as claimed in claim 1 , wherein the actual ego deceleration in a respective partial braking region is set such that the actual jerk behaves degressively over all the partial braking regions of the braking phase.

3. The method as claimed in claim 1 , wherein the actual ego deceleration in at least some partial braking regions of the braking phase is set such that the actual jerk of a subsequent partial braking region corresponds to a proportion of the actual jerk) of the immediately preceding partial braking region), wherein the proportion is between 0.4 and 0.6.

4. The method as claimed in claim 1 , wherein the actual jerk after the causing of the conditioning braking pulse and/or at least in the braking phase is less than 1.7 m/s 3 .

5. The method as claimed in claim 1 , wherein the partial braking interval of the respective partial braking regions and/or a change in the actual ego deceleration between adjacent partial braking regions is changed to achieve a degressive behavior of the actual jerk.

6. The method as claimed in claim 2 , wherein the vehicle is braked such that the actual ego deceleration of the vehicle reaches a limiting actual ego deceleration, wherein the limiting actual ego deceleration is between 1 m/s 2 and 3 m/s 2 .

7. The method as claimed in claim 1 , comprising specifying a vehicle-specific conditioning deceleration as the setpoint ego deceleration of the vehicle to cause the conditioning braking pulse, wherein the braking system of the vehicle is actuated in a pulsed manner over a conditioning period with the conditioning deceleration specified for the specific vehicle, and wherein the conditioning deceleration is between 1 m/s 2 and 3 m/s 2 .

8. The method as claimed in claim 7 , wherein the conditioning period is dependent on an actual ego velocity of the vehicle and is between 80 ms and 250 ms.

9. The method as claimed in claim 1 , wherein, in the braking phase, infinitesimal partial braking intervals are selected, at least for some partial braking regions, such that the actual jerk is constant over the at least some partial braking regions.

10. The method as claimed in claim 1 , wherein the vehicle is braked only by friction brakes of the braking system of the vehicle, at least in the braking phase.

11. The method as claimed in claim 10 , wherein no torque is transmitted between an input drive train of the vehicle and an output drive train of the vehicle, at least in the braking phase, and/or wherein a transmission of the vehicle is disengaged to interrupt a non-positive connection.

12. The method as claimed in claim 11 , wherein, when a termination criterion is satisfied in a termination partial braking region, the conditioning braking pulse and/or the braking phase is/are terminated in a controlled manner by a reduction in the actual ego deceleration with a constant termination jerk, without the actual ego deceleration changing such that the actual jerk of the vehicle is less than 2 m/s 3 .

13. The method as claimed in claim 12 , wherein coupling of the transmission when the termination criterion is satisfied in the termination partial braking region is not performed until it is determined that a rotational speed of the input drive train corresponds approximately to a rotational speed of the output drive train in order to prevent the actual ego deceleration from changing such that the actual jerk of the vehicle is less than 2 m/s 3 .

14. The method as claimed in claim 1 , wherein the actual ego deceleration in the braking phase is set such that the actual ego deceleration increases to a maximum deceleration.

15. The method as claimed in claim 14 , wherein the maximum deceleration and/or the respective actual jerk in the respective partial braking region are/is chosen and/or adapted in accordance with at least one parameter selected from the group consisting of:
an actual transverse ego acceleration of the vehicle which is present when the braking phase is initiated in the vehicle,
an actual transverse ego acceleration change of the vehicle which is present when the braking phase is initiated in the vehicle,
a predicted transverse ego acceleration of the vehicle,
a predicted transverse ego acceleration change of the vehicle,
a number of partial braking regions,
the respective actual jerk in the at least two partial braking regions,
a safety period, wherein the safety period is obtained from a difference between a predicted braking phase end time and a predicted event time, and
a safety distance, wherein the safety distance is obtained from a difference between a predicted braking phase end position and a predicted event position.

16. The method as claimed in claim 15 , wherein the predicted transverse ego acceleration of the vehicle and/or the predicted transverse ego acceleration change of the vehicle are/is estimated as a function of a steering angular velocity and/or as a function of position data of the vehicle.

17. The method as claimed in claim 1 , wherein the actual ego deceleration of the vehicle in the braking phase is reduced with a constant ramp-down jerk of −1.5 m/s 3 from a ramp-down time.

18. The method as claimed in claim 17 , wherein the ramp-down time is chosen such that, when the actual ego deceleration is reduced with the constant ramp-down jerk, the vehicle reaches a predetermined final actual ego deceleration of 1 m/s 2 at a standstill time immediately before a standstill of the vehicle.

19. The method as claimed in claim 17 , wherein the ramp-down time is dependent on the actual ego velocity and/or the actual ego deceleration.

20. The method as claimed in any claim 1 , wherein the trigger criterion is satisfied if:
a determined collision probability of the vehicle with an object is above a predetermined limit value, or
a predetermined trigger signal is present which indicates a red traffic light or a vehicle fault.

21. The method as claimed in claim 1 , wherein the actual ego deceleration does not change such that the actual jerk of the vehicle is less than 2 m/s 3 between the conditioning braking pulse and the braking phase, and wherein the conditioning braking pulse merges directly into the braking phase in the case of the actual ego deceleration being between 0.1 m/s 2 and 2 m/s 2 .

22. A control unit for ca

Assignees

• Zf Cv Systems Global Gmbh

Inventors

• Matthaei Richard
• Dieckmann Thomas
• Kamischke Waldemar
• Ricke Janik

Classifications

• B60T7/12 Primary

  for automatic initiation; for initiation not subject to will of driver or passenger {(limiting speed of vehicles other than rail vehicles B60K31/00)} · CPC title

• B60T7/22

  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} · CPC title

• B60T8/171

  Detecting parameters used in the regulation; Measuring values used in the regulation · CPC title

• B60T8/17558

  specially adapted for collision avoidance or collision mitigation (road vehicle drive control systems for collision avoidance otherwise than by controlling a particular sub-unit B60W30/09) · CPC title

• B60W10/10

  including control of change-speed gearings · CPC title