Multi-stage integrated vehicle braking support for a collision preparation system

Abstract

Method (100) for multi-stage integrated brake support for a collision preparation system (CPS 210) of a motor vehicle (200), comprising the steps of: a necessary deceleration (B) of the motor vehicle (200) is determined to avoid a collision; a braking action of the motor vehicle (200) selected by a driver is detected; and Brake assistance is adjusted in response to the detection of the braking selected by the driver if: the braking selected by the driver meets at least one predetermined braking threshold within a range of predetermined braking thresholds and the braking selected by the driver is less than the required deceleration (B); where detecting a driver-selected braking action includes: at least one brake pedal position threshold is detected; and at least one brake pedal speed threshold is detected; wherein the at least one predetermined braking threshold includes that the braking selected by the driver simultaneously satisfies the at least one brake pedal position threshold and the at least one brake pedal speed threshold; where: Detecting a brake pedal position threshold includes detecting any one of several position thresholds representing respective percentages of the total brake pedal travel; and Detecting a brake pedal speed threshold includes detecting any one of several speed thresholds representing respective percentages of the total brake pedal travel per unit of time; wherein for each position threshold there is a corresponding speed threshold which in combination comprise a respective braking threshold, wherein each respective braking threshold corresponds to a respective brake support level, and wherein each brake support level comprises a respective amount by which the brake support is adjusted in the adjustment step; wherein the range of predetermined braking thresholds includes brake support levels that range from lowest to highest in a monotonically increasing order; the brake support levels include: a level 1 brake assistance level comprising approximately 30 percent of the total brake pedal travel and approximately 120 percent of the total brake pedal travel per second, with the brake assistance being adjusted to substantially 0.8 of the required deceleration (B); a level 2 brake assistance level comprising approximately 50 percent and approximately 150 percent of the total brake pedal travel per second, with the brake assistance adjusted to substantially 0.9 of the required deceleration (B); and a level 3 brake assistance level comprising approximately 70 percent of the total brake pedal travel and approximately 200 percent of the total brake pedal travel per second, with the brake assistance being adjusted to substantially 1.05 of the required deceleration (B).

Description

TECHNICAL FIELD

[0001] The present invention relates to vehicle collision preparation systems that include integrated brake support, and in particular to a vehicle collision preparation system that provides several levels of integrated brake support in order to anticipate the behavior of a driver. BACKGROUND OF THE INVENTION

[0002] Electronic Stability Control (ESC) is the collective term for systems designed to improve the handling of a motor vehicle, especially at the limits where the driver could lose control. See, for example, the Society of Automotive Engineers (SAE) document on "Automotive Stability Enhancement Systems," publication J2564 (12 / 2000, 6 / 2004). ESC compares the direction intended by the driver during steering and braking inputs with the vehicle's response based on lateral acceleration, yaw, and the rotational speeds of individual wheels. It then brakes individual front or rear wheels and / or reduces excess engine power as needed to assist in correcting understeer (plowing) or oversteer (swiving).The ESC also integrates traction control across all engine speeds, which detects drive wheel slip during acceleration and individually brakes the slipping wheel(s) and / or reduces excess engine power until control is regained. The ESC cannot override the physical limits of a vehicle. Naturally, the ESC cannot prevent a collision if a driver pushes the limits of the vehicle's chassis and the ESC's capabilities too far. It is a tool to assist the driver in maintaining control. The ESC combines an anti-lock braking system, traction control, and yaw control (yaw being the rotation around the vertical axis).

[0003] Electronic Stability Control (ESC) systems use multiple sensors to determine the state the driver wants the vehicle to be in (driver request). Other sensors indicate the vehicle's actual state (vehicle response). The ESC control algorithm compares both states and decides, if necessary, that the vehicle's dynamic state needs to be adjusted. The sensors used for ESC must transmit data continuously to detect potential malfunctions as soon as possible. They must be insensitive to potential disturbances (rain, potholes in the road, etc.).The most important sensors are: 1) a steering wheel sensor, used to determine the angle the driver intends to take, often based on anisotropic magnetoresistive elements (AMR elements); 2) a lateral acceleration sensor, used to measure the vehicle's lateral acceleration; 3) a yaw sensor, used to measure the vehicle's yaw angle (rotation), which the ESC can compare with data from the steering wheel sensor to take corrective action; and 4) wheel speed sensors, used to measure wheel speeds.

[0004] The ESC, for example, uses a hydraulic modulator to ensure that each wheel receives the correct braking force. A similar modulator is used in anti-lock braking systems (ABS). An ABS only needs to reduce the pressure when braking. The ESC, however, must also increase the brake pressure in some situations.

[0005] The heart of the ESC system is the electronic control unit (ECU) or electronic control module (ECM), i.e., a vehicle controller or microprocessor. Various control technologies are integrated into the ECU, and often the same ECU is used for several systems simultaneously (ABS, traction control, climate control, etc.). The desired vehicle state is determined based on the steering angle, its gradient, and the wheel speed. Simultaneously, the yaw sensor measures the actual state. The controller calculates the required braking or acceleration force for each wheel and regulates the actuation of, for example, the valves of a hydraulic brake modulator.

[0006] Motor vehicles that use electronic stability control systems require some means of determining the driver's intended behavior of the motor vehicle (i.e., the intended path or trajectory of the motor vehicle). In the StabiliTrak system of General Motors Corporation (GM), these means are provided by the driver command interpreter, as described in U.S. Patent 5,941,919 A, which was granted to the applicant of this application on August 24, 1999, and the entire disclosure of that patent is hereby incorporated herein by reference.

[0007] With reference now to Fig.Figure 1 shows the exemplary control structure described in US Patent 5,941,919 A. The controller 10 includes a command interpreter 12, which receives the various system inputs 14 from different vehicle sensors. The command interpreter 12 develops yaw rate setpoint commands in response to the various system inputs and to a data structure 16, which is stored in a read-only memory of the controller 10. The data structure 16 has a data subset 18 corresponding to vehicle operation in a linear mode and a data subset 20 corresponding to vehicle operation in a nonlinear mode.

[0008] When the vehicle is operating in linear mode, the command interpreter 12, using the data structure subset 18, provides commands to a control block 22 designed to maintain the vehicle's linear response. For example, if the control according to this patent is used to control wheel brakes to influence vehicle yaw control, the commands provided by the block 12 do not modify the wheel brake operation while the vehicle is in linear mode. If the control according to this patent is used to control a vehicle suspension system with variable force, the suspension control is provided to maintain the current driving conditions and not to initiate a change in understeer or oversteer.

[0009] When vehicle operation is in the nonlinear region, the instruction interpreter 12, using data structure subset 20, provides instructions to the control block 22 that command a yaw rate which responds linearly to the vehicle's steering wheel input. Block 22 uses the instruction generated by block 12 to control one or more vehicle chassis systems, such as controllable suspension actuators represented by block 24, and / or brakes represented by block 26, to establish a linear relationship between the vehicle's actual yaw and the steering wheel angle. This control thus maintains a linear yaw response to the steering wheel input, even when the vehicle is operating in its nonlinear behavior region.

[0010] Collision preparation systems are known in the art, e.g., as illustrated by US Patent 7,280,902 B2, which discloses a motor vehicle deceleration control device; US Patent 7,035,735 B2, which discloses a method and device for automatically triggering a deceleration of a motor vehicle; and US Patent Application Publication 2004 / 0254729 A1, which discloses a pre-collision assessment of the severity of a possible collision for motor vehicles.

[0011] With regard to the present invention, US Patent 5,952,939 A, granted on September 14, 1999; US Patent 6,226,593 B1, granted on May 1, 2001; US ​​Patent 6,084,508 A, granted on July 4, 2000; US Patent 6,517,172 B1, granted on February 11, 2003; and US Patent 7,213,687 B2, granted on May 8, 2007, are of particular interest; the disclosure contents of all the aforementioned patents (i.e. patents 5 952 939 A; 6 226 593 B1; 6 084 508 A; 6 517 172 B1 and 7 213 687 B2) are hereby incorporated by reference.

[0012] US patent 5,952,939 A discloses a collision prevention device that incorporates a vehicle braking force based on a comparison of the depressor angle of the brake pedal and a calculated minimum braking force required to avoid a collision, applying the larger of these two forces for braking.

[0013] US patent 6,226,593 B1 discloses a method for braking a motor vehicle at low speeds to avoid a collision with an obstacle in its immediate vicinity. The distance and relative speed between the vehicle and the obstacle are determined by a sensor and are used to calculate the necessary braking force or deceleration. The braking pressure is generated at least partially independently of the driver.

[0014] US Patent 6,084,508 A discloses a collision preparation system that initiates autonomous braking in certain situations. The method and arrangement for emergency braking of a vehicle comprise a detection system on the vehicle that detects obstacles located in or near the vehicle's direction of travel and generates corresponding data; sensors on the vehicle that generate data representing characteristic curve parameters of the vehicle's condition; and an evaluation unit that determines target values ​​for controlling the vehicle's movement from the obstacle data and the vehicle's condition parameters. Only when it is determined that an imminent collision with an obstacle cannot be avoided by any action on the vehicle, such as steering or braking, does the system initiate autonomous emergency braking for rapid deceleration of the vehicle.

[0015] US Patent 6,517,172 B1 discloses a collision preparation system that includes a brake assist system capable of autonomous braking in certain situations. When a forward detection device detects an impending collision, the braking system automatically applies a braking force to the vehicle while reducing the vehicle's engine speed. The amount of braking force applied is a continuous function of the relative speed, relative distance, collision probability, and target classification.

[0016] US patent 7,213,687 B2 discloses a collision preparation system that also includes a brake assist system capable of autonomous braking in certain situations. The vehicle emergency braking system comprises a secondary brake to slow the vehicle by increasing frictional resistance with the road surface, a millimeter-wave radar to detect any obstacle in a direction of travel, a pedal velocity sensor to detect the velocity of a brake pedal to activate a primary brake, and a controller to activate the secondary brake.

[0017] The aforementioned US patents provide for automatic braking. Automatic braking is either automatically initiated braking or braking initiated by the driver but executed automatically. Both methods share the characteristic that braking can result in a strong deceleration to avoid a collision or reduce the collision speed, with this deceleration roughly corresponding to the maximum possible vehicle deceleration.

[0018] Motor vehicle collision preparation systems (CPS) that include brake support systems which provide a calculated braking amount (i.e., a deceleration) required to avoid a collision with an obstacle when the driver of the vehicle subsequently applies the brakes are referred to here as “integrated brake support systems” (IBA systems).

[0019] After activation of a CPS (Combined Parking System) that includes an Integrated Brake Assist (IBA) system, the IBA constantly calculates the amount of braking (i.e., deceleration) required to avoid a collision with an obstacle. If the driver then applies the brakes, the calculated amount of braking (i.e., deceleration) required to avoid a collision with an obstacle is automatically applied, but never less than the braking requested by the driver. This means that the braking requested by the driver will be applied if the driver requests more braking (i.e., more deceleration) than is necessary. However, in some circumstances, the IBA may provide more deceleration than is required. For example, less deceleration may be desired than is necessary for an accelerating obstacle or an obstacle that will soon be out of the vehicle's path.

[0020] German patent application DE 10 2005 012 037 A1 discloses a collision avoidance system for a vehicle that determines the remaining time until the vehicle impacts an obstacle. Depending on time thresholds, warnings are issued and autonomous partial braking is initiated. The position and speed of the brake pedal are evaluated to detect an emergency braking condition and subsequently trigger an emergency braking maneuver with maximum possible deceleration.

[0021] German patent application DE 198 17 326 A1 discloses a method for shortening the braking distance of a vehicle, in which a brake booster is activated by brake pedal pressure during a standard braking process. In the event of a critical driving situation, an increased amplification factor is set at the brake booster. Furthermore, a hazard potential is determined, indicating the probability that the braking vehicle will be involved in an accident, and this is used to control an increase in the amplification factor.

[0022] Document DE 103 49 211 A1 discloses a brake assist system for motor vehicles in which, for the purpose of recognizing an emergency braking request by the driver and preparing for initiation, not only the position and speed of a brake pedal but also environmental sensors are evaluated.

[0023] German patent application DE 698 22 319 T2 discloses a braking system and a motor vehicle with an automatic distance control device, wherein an obstacle detection device detects an obstacle. The driver operates a brake pedal, and a braking mode is used to control the braking system, applying a deceleration that ensures the vehicle stops before the obstacle.

[0024] US Patent 6,292,753 B1 discloses a brake control system for a vehicle in which, when an obstacle is detected in the vehicle's path, the possibility of contact with the obstacle is determined. If contact is possible, automatic braking is initiated to avoid it. If the driver applies the brake pedal during automatic braking, the level of emergency braking is determined, and a corresponding braking force is applied.

[0025] Consequently, what is needed in the technology is the provision of a multi-stage integrated vehicle brake support system, activated after an actuation of a CPS that includes an IBA system, which can provide a level of brake support (i.e., deceleration) from several levels of brake support that is less or greater than the amount of braking (i.e., deceleration) needed to avoid a collision with an obstacle, but which allows the driver to increase or remove the brake support provided. SUMMARY OF THE INVENTION

[0026] The present invention is a multi-stage (or multi-level) integrated motor vehicle brake assist system (MSIBA system) that is activated after actuation of a CPS, wherein the MSIBA system serves as the built-in integrated brake assist system (IBA system) of the CPS. The MSIBA system can provide at least one brake assist level of a plurality of predetermined levels of brake assist (i.e., deceleration), which is less or greater than the amount of braking (i.e., deceleration) required to avoid a collision with an obstacle calculated by the MSIBA at the time the driver initiates braking, but which allows the driver to increase or eliminate the provided predetermined level of brake assist.

[0027] In this regard, inputs from the motor vehicle and a CPS are evaluated in an electronic controller according to a predetermined programming, whereby after an actuation of a CPS an MSIBA system is activated and thereafter a braking requested by the driver, which is greater than or equal to a predetermined brake support level, is adjusted so that at least one brake support level of several predetermined brake support levels is provided.

[0028] The MSIBA system is activated after a CPS is actuated, for example, by a predetermined (i.e., empirically determined) time or distance, or a time calculated from vehicle data available to the CPS. The predetermined brake assist levels are determined according to the braking initiated by the driver. A brake pedal position relative to the total brake pedal travel, in conjunction with a simultaneous brake pedal velocity expressed as a percentage of the total brake pedal travel per second, defines the selection of a given brake assist level with a corresponding braking (i.e., deceleration) by the vehicle deceleration required to avoid a collision with an obstacle, as calculated by the MSIBA at the moment the driver initiates braking.The driver can eliminate the applied brake assist, increase the applied brake assist (if it is not already at the maximum level), or increase braking force. The total brake pedal travel and brake pedal speed, expressed as a percentage of total brake pedal travel per second, are known parameters for each vehicle.

[0029] An illustrative example of the foregoing description of the MSIBA system according to the present invention comprises three levels of brake assist (more or fewer than three levels may be used in the MSIBA system, and three levels are only an illustrative example). For the purpose of illustration, once an MSIBA system is activated, three levels of brake assist can be selected (or adjusted) by the MSIBA system, which are designated as: “Brake Assist Level 1”, which is a relatively light level of brake assist; “Brake Assist Level 2”, which is a level of brake assist at a relatively medium level; and “Brake Assist Level 3”, which is a relatively high or full level of brake assist.The parameters that define which brake support level is selected (or adjusted) by the MSIBA system as the operational brake support level are summarized in Table 1, which should only be considered as an example of brake levels and associated parameters. TABLE 1 Brake support level Brake pedal position (% of total brake pedal travel) Brake pedal speed (% of total brake pedal travel per second) Braking (deceleration) 1 ≥ 30 % ≥ 120 % 0,8 B 2 ≥ 50 % ≥ 150 % 0,9 B 3 ≥ 70 % ≥ 200 % 1,05 B

[0030] Brake Assistance Level 1 is set when the driver depresses the brake pedal ≥ 30% of the total brake pedal travel and the brake pedal velocity is simultaneously ≥ 120% of the total brake pedal travel per second; where Brake Assistance Level 1 provides braking (i.e., deceleration) of 0.8 B, where B is the braking amount (i.e., deceleration) required to avoid a collision with an obstacle, calculated by the MSIBA at the time the driver initiates braking.

[0031] Brake Assistance Level 2 is set when the driver depresses the brake pedal ≥ 50% of the total brake pedal travel and the brake pedal velocity is simultaneously ≥ 150% of the total brake pedal travel per second; where Brake Assistance Level 2 provides a braking (i.e., deceleration) of 0.9 B, where B is the braking amount (i.e., deceleration) required to avoid a collision with an obstacle, calculated by the MSIBA at the time the driver initiates braking.

[0032] Brake Assistance Level 3 is set when the driver depresses the brake pedal ≥ 70% of the total brake pedal travel and the brake pedal velocity is simultaneously ≥ 200% of the total brake pedal travel per second; where Brake Assistance Level 3 provides a braking (i.e., deceleration) of 1.05 B, where B is the braking amount (i.e., deceleration) required to avoid a collision with an obstacle, calculated by the MSIBA at the time the driver initiates braking.

[0033] However, if the braking requested by the driver results in a deceleration greater than that currently provided by the MSIBA system, the driver's request is acknowledged, and the braking response is adjusted accordingly. The MSIBA is still considered active at this point, and its requests are acknowledged if and when the deceleration requested by the driver falls below the deceleration requested by the MSIBA. The brake pedal position and brake pedal velocity for a given brake assist level, as shown in Table 1, must both be met to set the brake assist level with the corresponding braking action, as shown in Table 1. For example, if...If the braking requested by the driver is 70% of the total brake pedal travel and the simultaneous brake pedal speed is less than 200% of the total brake pedal travel per second but at least 150% of the total brake pedal travel per second, the MSIBA system will select brake assist level 2 (not brake assist level 3). However, if the driver subsequently increases the braking to more than 70% of the total brake pedal travel and the simultaneous brake pedal speed is ≥ 200% of the total brake pedal travel per second, then the MSIBA system will select brake assist level 3. If, after MSIBA level 1, 2, or 3 has been invoked, the driver reduces the braking request to a smaller amount while the event is active, the highest MSIBA level reached by the driver should remain active.However, if the driver subsequently releases the brakes, the brake assist level ceases to be active, and the corresponding deceleration is eliminated. Where the braking requested by the driver is less than the level that triggers brake assist level 1, the MSIBA system is not activated.

[0034] In the event that the CPS determines that an imminent collision with an obstacle cannot be avoided by any action on the vehicle, such as steering or braking, the MSIBA system will adjust the brake assist level to 3, provided that the braking requested by the driver is equal to or greater than brake assist level 1. "Imminent collision" means that the vehicle crosses a point determined by the CPS beyond which an imminent collision with an obstacle can no longer be avoided by any action on the vehicle, such as steering or braking; this point is referred to here as the "collision assessment line".

[0035] If the driver requests braking before the MSIBA system is activated, the MSIBA system will not be activated because the driver is already braking.

[0036] Consequently, it is an object of the present invention to provide a multi-stage (or multi-level) integrated brake support system (MSIBA system) that is activated after actuation of a CPS, which provides at least one level of brake support (i.e., a deceleration) from several predetermined levels, which is less or greater than the amount of braking (i.e., a deceleration) required by the MSIBA to avoid a collision with an obstacle at the time the driver initiates braking, but allows the driver to increase or eliminate the predetermined level of brake support provided.

[0037] These and additional tasks, features and advantages of the present invention will become clearer with reference to the following description of a preferred embodiment. BRIEF DESCRIPTION OF THE DRAWINGS Fig.Figure 1 is a block diagram of a state-of-the-art electronic stability control system. Fig. Figure 2 is a block diagram of an algorithm for implementing a program according to the present invention. Fig. Figure 3A is a schematic representation of a motor vehicle equipped with a CPS and an exemplary multi-stage integrated motor vehicle brake support system according to the present invention. Fig. Figure 3B is a block diagram of a device for carrying out the present invention. Fig. Figure 4 is a diagram-like explanation of the working method of the present invention. DESCRIPTION OF THE PREFERRED EXECUTION FORM

[0038] Referring now to the drawing, we present Fig.2 to 4 aspects of an example of a multi-stage (or multi-level) integrated motor vehicle brake support system (MSIBA system) which uses three brake support levels as an example, which are implemented after activation of a collision preparation system (CPS).

[0039] Fig. Figure 2 is an example of a program algorithm 100 for an exemplary embodiment according to the invention of a motor vehicle MSIBA system with three levels, as described above, which is present in an electronic controller, for example at 240 of Fig. 3A and Fig. 3B illustrates this.

[0040] The algorithm starts at block 102 and proceeds to block 104, where it waits for the MSIBA system to be activated after the CPS is activated. Once the MSIBA system is activated, the control system moves to block 106 and waits for the driver to apply the brakes, after which the control system moves to block 108.

[0041] If the driver requests braking at block 108 that is greater than or equal to brake assist level 1, as previously described and shown in Table 1, the control proceeds to block 110. Otherwise, the control proceeds to block 106.

[0042] If the driver's vehicle is behind the collision assessment line at block 110 (i.e., the driver has initiated braking after the collision assessment line; see, for example, 308 of Fig.4) The control system proceeds to block 112, where brake assist level 3 is adjusted as previously described and shown in Table 1, after which the control system proceeds to block 126. Otherwise, the control system proceeds to block 114. If the braking requested by the driver at block 114 is greater than or equal to brake assist level 3, the control system proceeds to block 112. Otherwise, the control system proceeds to block 116.

[0043] If the brake assist level 3 is adjusted at block 116, the control continues to block 112, where the brake assist level 3 remains adjusted. Otherwise, the control continues to block 118.

[0044] If the driver requests braking at block 118 that is greater than or equal to brake assist level 2, as previously described and shown in Table 1, the control proceeds to block 120, where brake assist level 2 is adjusted, after which the control proceeds to block 126. Otherwise, the control proceeds to block 122.

[0045] If brake assist level 2 is adjusted at block 122, the control continues to block 120, where brake assist level 2 remains adjusted. Otherwise, the control continues to block 124, where brake assist level 1 is adjusted as previously described and shown in Table 1, after which the control continues to block 126.

[0046] If the driver stops braking at block 126, or if the obstacle is no longer in the path and / or an imminent collision no longer exists (as determined by the CPS's predetermined programming), the control system proceeds to block 128, where the MSIBA is deactivated and the currently adjusted brake assist level (1, 2, or 3) ceases to be active, and the deceleration is eliminated. The control system then proceeds to block 102. Otherwise, the control system proceeds to block 110.

[0047] Fig. 3A and Fig. 3B provides an illustration of a hardware implementation for the vehicle path control algorithm 100 of Fig. 2 dar.

[0048] Fig.3A represents a motor vehicle 200 with a braking system 202 comprising brake actuators 204a, 204b, 204c, 204d and a brake controller 206. A stability controller 208 operates at least partially like the controller 10 of Fig.1. A collision preparation system (CPS) 210 is connected to the braking system 202. The CPS 210 may be implemented, for example, by the disclosure of any of the aforementioned US patents 5,952,939 A; 6,226,593 B1; 6,084,508 A; 6,517,172 B1 or 7,213,687 B2 and may, for example, comprise a short-range radar 212a, 212b, a long-range radar 214 and an evaluation unit 216. A brake adaptation controller 224 of the collision preparation system communicates with the brake system 202 to adjust the braking according to the invention and receives operating data to perform its function, for example from the CPS 210 and the stability controller 208. The MSIBA system 240 is located in a controller and communicates with the brake adaptation controller 224 of the collision preparation system, through which the MSIBA system adjusts the selected brake support level, as described above.

[0049] Fig.3B represents the electronic implementation of Fig. 3A represents inputs 218 from various sensors and other data sources of the motor vehicle 200 to the stability controller 208. The stability controller 208 includes a command interpreter 220, for example the one that is present at 12 of Fig. Figure 1 is shown. The stability controller 208 uses the instruction interpreter 220 and the control instruction block 222, e.g., the one shown at 22 of Fig. 1 is shown to control the operation of the brake system 202 in the manner described above with reference to Fig. 1 and US patent 5 941 919 A ​​is described.

[0050] According to the example of Fig.3B The driver's brake request, yaw rate and / or other data providing actual vehicle trajectory information, and the steering wheel position and / or other data providing the driver's intended vehicle trajectory information are supplied to the CPS brake adaptation controller 224 via data line 226; all of these are available at the command interpreter 220. Furthermore, the brake pedal position and brake pedal velocity from data line 226 are available to the MSIBA system 240 via data line 244, and the activation status of the CPS 210 is available via data line 246. The activation status of the CPS 210 is also available to the CPS brake adaptation controller 224 via data line 228. The output of the MSIBA system 240 is also available to the CPS brake adaptation controller 224 via data line 242.In this regard, the MSIBA determines and selects the brake support level 1, 2 or 3, the selection being then coordinated with the CPS brake adaptation controller, wherein the CPS brake adaptation controller 224 according to the invention sends a brake signal to the brake system via a data line 230 as in . Fig. 2 sends.

[0051] Fig. 4 is a vehicle route representation 300 for the motor vehicle 200 of Fig. 3A, which shows a vehicle route 302 intended by the driver, which has an obstacle 304 in this route, which is controlled by the CPS (210 of Fig. 3A and Fig. 3B) was detected and in response the MSIBA system is activated at point 306 of the vehicle path, with the collision assessment line shown at point 308 and the CPS brake adaptation controller (224 at Fig. 3A and Fig. 3B) according to the invention provides the appropriate level of brake support.

[0052] The following examples illustrate the working method of the present invention according to Fig. 2 using the three brake support levels 1, 2 and 3 as previously described and shown in Table 1, additionally on Fig. 4 is referenced. EXAMPLE 1: Driver does not initiate braking:

[0053] Vehicle 200 is traveling on a two-lane road and is approaching a parked car 304 in its path 302. The incident is detected, and the CPS and MSIBA systems are activated. The driver is inattentive and does not press the brake pedal at any time. Because the driver never presses the brake pedal, the MSIBA system never becomes active. EXAMPLE 2: Driver initiates braking before the MSIBA system is activated:

[0054] Motor vehicle 200 is traveling on a two-lane road and is approaching a parked car 304 in its path 302. The driver begins to brake to avoid the parked car before the MSIBA system is activated. The incident is detected and CPS is activated, but the MSIBA system is not activated because the driver is already braking. EXAMPLE 3 After the MSIBA system is activated, the driver initiates braking before or at the collision assessment line:

[0055] Motor vehicle 200 is traveling on a two-lane road and is approaching a parked car 304 in its path 302. The incident is detected, and the CPS and MSIBA systems are activated. The driver initiates braking before the collision assessment line 308. The brake assist level is set as previously described, shown in Table 1, and in Fig. 2 is illustrated. EXAMPLE 4: Driver initiates braking after the collision assessment line:

[0056] Motor vehicle 200 is traveling on a two-lane road and is approaching a parked car 304 in its path 302. The incident is detected, and the CPS and MSIBA systems are activated. The driver initiates braking according to the collision assessment line 308, so that if the brake support level to be set is at least brake support level 1, it is then adjusted to brake support level 3, as previously described, shown in the table, and in Fig. 2 is illustrated. However, if the braking requested by the driver results in a deceleration greater than that provided by brake assist level 3, the MSIBA control is terminated, with braking responding to the driver's braking requests as previously described, illustrated in Table 1, and in Fig.2 is illustrated. EXAMPLE 5 The driver initiates braking before the MSIBA system is activated, and then increases braking:

[0057] Motor vehicle 200 is traveling on a two-lane road and is approaching a parked car 304 in its path 302. The driver begins braking to avoid the parked car before the MSIBA system is activated and then subsequently increases the braking force. The incident is detected and CPS is activated, but the MSIBA system is not activated because the driver is already braking. EXAMPLE 6 The driver initiates braking after the MSIBA system is activated, and then increases braking:

[0058] Motor vehicle 200 is traveling on a two-lane road and is approaching a parked car 304 in its path 302. The incident is detected, and the CPS and MSIBA systems are activated. The driver initiates braking before the collision assessment line 308. The brake assist level is adjusted as previously described, shown in Table 1, and in Fig. 2 is illustrated. If the driver subsequently increases the braking, the brake assist level is set as previously described, shown in Table 1, and in Fig. 2 is illustrated. EXAMPLE 7 The driver initiates braking after the MSIBA system is activated, and then reduces braking:

[0059] Motor vehicle 200 is traveling on a two-lane road and is approaching a parked car 304 in its path 302. The incident is detected, and the CPS and MSIBA systems are activated. The driver initiates braking before the collision assessment line 308. The brake assist level is adjusted as previously described, shown in Table 1, and in Fig. 2 is illustrated. If the driver subsequently reduces the braking but still requests braking, then the current brake assist level will remain adjusted as previously described and shown in Fig. 2 is illustrated. EXAMPLE 8 The driver initiates braking after the MSIBA system is activated, and then ends braking:

[0060] Motor vehicle 200 is traveling on a two-lane road and is approaching a parked car 304 in its path 302. The incident is detected, and the CPS and MSIBA systems are activated. The driver initiates braking before the collision assessment line 308. The brake support level is adjusted as previously described, shown in Table 1, and in Fig. Figure 2 illustrates this. If the driver subsequently stops braking, the current brake assist level ceases to be active, and the deceleration is eliminated, as previously described and shown in Figure 2. Fig. 2 is illustrated. EXAMPLE 9 The driver initiates braking after the MSIBA system is activated, and then the forward conflict situation is resolved:

[0061] Motor vehicle 200 is traveling on a two-lane road and is approaching a slower-moving car 304 in its lane 302, but the driver recognizes that the car is in the process of accelerating or moving out of its lane. The incident is detected, and the CPS and MSIBA systems are activated. The driver initiates braking before the collision assessment line 308. The brake assist level is adjusted as previously described, shown in Table 1, and in Fig. Figure 2 illustrates this. If the car subsequently moves out of the lane or forwards sufficiently, the current brake assist level ceases to be active, the MSIBA system is deactivated, and deceleration follows the deceleration requested by the driver, as previously described and shown in Figure 2. Fig. 2 is illustrated.

[0062] It is intended that a stability control system (such as that discussed in US Patent 5,941,919 A) provides vehicle stability by individually adjusting braking at the wheels and / or by adjusting engine power. Consequently, the brake controller will comply with commands from the stability control system in the event of a conflict regarding brake adjustment by the MSIBA algorithm 100.

[0063] For those skilled in the field relating to this invention, the preferred embodiment described above may be subject to changes or modifications. Such a change or modification can be carried out without departing from the scope of the invention, which shall only be limited by the scope of the appended claims.

Claims

[1] A method (100) for multi-stage integrated brake support for a collision preparation system (CPS 210) of a motor vehicle (200), comprising the steps of: a necessary deceleration (B) of the motor vehicle (200) is determined in order to avoid an impact; braking of the motor vehicle (200) selected by a driver is detected; and adjusting brake assistance in response to detecting driver selected braking when: the driver selected braking satisfies at least one predetermined braking threshold of a range of predetermined braking thresholds and the driver selected braking is less than the necessary deceleration (B); wherein detecting a driver-selected braking comprises: at least one brake pedal position threshold is detected; and at least one brake pedal speed threshold is detected; wherein the at least one predetermined braking threshold comprises the driver-selected braking simultaneously satisfying the at least one brake pedal position threshold and the at least one brake pedal speed threshold; where: detecting a brake pedal position threshold comprises detecting any one of a plurality of position thresholds of respective percentages of a total brake pedal travel; and detecting a brake pedal speed threshold comprises detecting any one of a plurality of speed thresholds of respective percentages of total brake pedal travel per unit time; wherein for each position threshold there is a corresponding speed threshold, which in combination comprise a respective braking threshold, each respective braking threshold corresponding to a respective braking assistance level, and each braking assistance level comprising a respective amount by which the braking assistance is adjusted in the adjusting step; wherein the range of predetermined braking threshold values ​​comprises braking assistance levels ranging from a lowest to a highest in a monotonically increasing order; where the brake assistance levels include: a Level 1 brake assistance level comprising greater than or equal to about 30 percent of the total brake pedal travel and greater than or equal to about 120 percent of the total brake pedal travel per second, wherein the brake assistance is adjusted to substantially 0.8 of the necessary deceleration (B); a Level 2 brake assistance level comprising greater than or equal to about 50 percent of the total brake pedal travel and greater than or equal to about 150 percent of the total brake pedal travel per second, wherein the brake assistance is adjusted to substantially 0.9 of the necessary deceleration (B); and a Level 3 brake assistance level comprising greater than or equal to about 70 percent of the total brake pedal travel and greater than or equal to about 200 percent of the total brake pedal travel per second, wherein the brake assistance is adjusted to substantially 1.05 of the necessary deceleration (B). [2] The method (100) of claim 1, further comprising: detecting whether an obstacle (304) in the travel path (302) of the motor vehicle (200) is such with respect to the movement of the motor vehicle (200) that a predetermined collision assessment line (308) is exceeded, wherein in the adjusting step, if the braking selected by the driver satisfies at least the predetermined braking threshold value for the lowest brake assistance level, the highest brake assistance level is used to adjust the brake assistance in the adjusting step. [3] Device for braking a motor vehicle (200), comprising: a braking system (202); a collision preparation system (CPS 210) communicating with the braking system (202); a brake adjustment controller (224) of the collision preparation system (CPS 210) in communication with the braking system (202); a multi-stage integrated brake support (MSIBA) system communicating with the collision preparation system (CPS 210) and the brake adjustment controller (224); and at least one data source available for the multi-stage integrated brake assist (MSIBA) system, the data including a brake pedal position, a brake pedal speed, and a driver braking request; wherein the multi-stage integrated brake assist (MSIBA) system increases the driver's braking request through the brake adjustment controller (224) of the collision preparation system (CPS 210) in response to the brake pedal position and the brake pedal speed meeting at least a predetermined threshold in response to the data; wherein the multi-stage integrated brake assist (MSIBA) system responds to the data in accordance with whether at least one brake pedal position threshold and at least one brake pedal speed threshold have been met simultaneously; where: the at least one brake pedal position threshold comprises a plurality of position thresholds of respective percentages of a total brake pedal travel; the at least one brake pedal speed threshold comprises a plurality of speed thresholds of respective percentages of the total brake pedal travel per unit time; for each position threshold there is a corresponding speed threshold, which in combination comprise a respective braking threshold, each respective braking threshold corresponding to a respective brake assistance level; and each brake assistance level comprises a respective amount by which the driver's braking demand is increased by the multi-stage integrated brake assistance (MSIBA) system; wherein the brake assistance levels range from a lowest to a highest in a monotonically increasing order; where the brake assistance levels include: a Level 1 brake assistance level comprising greater than or equal to about 30 percent of a total brake pedal travel and greater than or equal to about 120 percent of a total brake pedal travel per second, wherein the driver's braking request is increased to substantially 80 percent of the necessary deceleration (B) to avoid a collision based on the data; a Level 2 brake assistance level comprising greater than or equal to about 50 percent of the total brake pedal travel and greater than or equal to about 150 percent of the total brake pedal travel per second, increasing the driver's braking request to substantially 90 percent of the necessary deceleration (B) to avoid the collision; and a Level 3 brake assistance level comprising greater than or equal to approximately 70 percent of the total brake pedal travel and greater than or equal to approximately 200 percent of the total brake pedal travel per second, increasing the driver's braking request to substantially 105 percent of the necessary deceleration (B) to avoid the collision. [4] The apparatus of claim 3, wherein when the collision preparation system (CPS 210) detects an obstacle (304) in the path of travel (302) of the motor vehicle (200) with respect to the movement of the motor vehicle (200) such that a predetermined collision assessment line (308) is exceeded, and when the data meets at least the predetermined braking threshold for the lowest brake assistance level, the multi-stage integrated brake assistance (MSIBA) system uses the highest brake assistance level to increase the driver's braking request. [5] The apparatus of claim 4, wherein the multi-stage integrated braking system increases the driver's braking request when: the driver's braking request determined from the data satisfies at least one brake assistance level, the driver's requested braking is less than the deceleration (B) necessary to avoid a collision determined from the data, and the driver's braking request does not exceed the highest brake assistance level.

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