Emergency Brake Assistant Dynamic Intervention Timing
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Solution Overview
Problem
Modern emergency brake assistants face a dilemma where full deceleration intervention can surprise drivers who had planned overtaking or evading maneuvers, leading to subjective perception of faulty braking and reduced collision prevention at high speeds, as current systems intervene only after the point where drivers cannot autonomously prevent collisions.
Innovation Solution
An emergency brake assistant determines an intervention point in time based on the end point of the driver's reaction time and the last possible braking point, using driving-psychological threshold values and the OODA (Observe, Orient, Decide, Act) activity sphere to model driver reaction time, considering the feasibility of overtaking or evading maneuvers and adjusting for relative speed and vehicle environment.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the emergency brake assistant intervenes at the last-possible braking point in time to prevent collision, then collision prevention is achieved, but the driver is surprised by the intervention when planning overtaking or evading maneuvers
Solution Approach 1:
The system performs preliminary evaluation of driver intent by monitoring steering angle, accelerator pedal position, and vehicle trajectory before the collision risk becomes critical. This allows the system to anticipate whether the driver plans to overtake or evade, and adjust the intervention timing accordingly, preventing false surprises while maintaining collision prevention capability
Solution Approach 2:
The intervention point in time is made dynamic rather than fixed. The system continuously adapts the braking intervention timing based on real-time assessment of driver behavior patterns, vehicle environment, and relative speed, allowing the intervention point to shift earlier or later depending on the specific driving situation and driver intent
2Ease of operation
If the emergency brake assistant delays intervention until the point of no return to avoid surprising the driver, then driver autonomy is maintained, but collision prevention is no longer possible at high differential speeds
Solution Approach 1:
The system implements continuous feedback loops that monitor driver reactions and vehicle state changes in real-time. By analyzing whether the driver is actually executing an overtaking or evading maneuver through sensor data (steering angle, lateral acceleration, pedal position), the system provides feedback to adjust the intervention decision, enabling collision prevention when the driver is not actually performing maneuvers
Solution Approach 2:
The system changes key parameters such as the intervention threshold and reaction time window based on differential speed and detected driver intent. At higher speeds where collision prevention is more critical, the system adjusts parameters to enable earlier intervention, while maintaining driver autonomy through adaptive rather than fixed timing
3Device complexity
If the emergency brake assistant uses a fixed reaction time threshold for intervention, then the system is simple to implement, but it cannot adapt to high-speed scenarios where collision prevention is more critical
Solution Approach 1:
The reaction time threshold is transformed from a fixed value to a dynamic parameter that adapts to differential speed and driving conditions. The system implements speed-dependent reaction time windows that become shorter at higher speeds, allowing the simple system architecture to achieve context-appropriate intervention timing without complex rule sets
Data Source
AI summary
The invention relates to an emergency brake assistant for automatically decelerating a vehicle to prevent a collision or reduce the consequences of a collision with a detected collision object, at a determined intervention point in time, a brake system of the vehicle being automatically activated such that a collision with the detected collision object can be prevented or at least the consequences of the collision can be reduced. The invention is characterized in that the intervention point in time can be determined as a function of the end point in time of a determined driver reaction time and of the determined last-possible braking point in time.