Vehicle Emergency Braking Profile for Safe Stop Time and Distance
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Solution Overview
Problem
Existing emergency stopping methods for motor vehicles do not ensure safe and controlled deceleration to a standstill across all speed ranges and situations, potentially leading to unsafe stopping distances and unawareness for drivers and subsequent traffic.
Innovation Solution
A method and device implementing a delay profile with at least two phases, where deceleration increases and then decreases, with temporal courses determined by nth degree polynomials based on starting speed, ensuring a minimum stopping duration and maximum stopping distance, and adjustable jolt values to manage deceleration effectively.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Duration of action of moving object
If the braking delay is increased in several steps to ensure sufficient reaction time for driver and subsequent traffic, then the stopping duration increases, but the stopping distance may become excessively long creating safety risks
Solution Approach 1:
The emergency stopping process is divided into multiple delay phases (first delay phase with increasing delay, second delay phase with decreasing delay) instead of a single continuous braking action. This segmentation allows the system to extend stopping duration for safety awareness while controlling overall stopping distance through phased deceleration profiles.
Solution Approach 2:
The braking delay is made dynamic rather than static, varying over time through different phases. The delay increases during the first phase and decreases during the second phase, creating an adaptive deceleration profile that balances driver awareness with safety constraints on stopping distance.
2Length of moving object
If the deceleration is too strong, then the stopping distance decreases, but the driver may not be able to react or counteract the emergency stop
Solution Approach 1:
The braking process is segmented into phases with varying deceleration intensities. The first delay phase uses moderate initial deceleration that increases gradually, while the second delay phase reduces deceleration intensity. This prevents sudden strong braking that would overwhelm driver reaction capability while still achieving safe stopping distances.
Solution Approach 2:
The system applies gradual deceleration in the first delay phase before transitioning to stronger braking in the second phase. This beforehand cushioning approach prepares the driver and vehicle for the emergency stop, preventing shock and allowing driver reaction while still achieving the required stopping distance.
3Length of moving object
If the emergency stop is triggered immediately upon detecting driver incompetency, then the stopping distance decreases, but subsequent traffic and driver are not given sufficient warning time
Solution Approach 1:
The emergency stop is segmented into two delay phases that provide progressive warning. The first delay phase with increasing delay serves as a warning stage for driver and subsequent traffic, while the second delay phase with decreasing delay completes the stopping process. This ensures sufficient warning time is provided before full braking effect occurs.
Solution Approach 2:
The first delay phase acts as a preliminary action before the main braking event. During this phase, the delay increases to provide advance warning to driver and traffic participants, preparing them for the upcoming emergency stop while maintaining vehicle control and visibility of the deceleration intent.
Data Source
AI summary
A method for automatically emergency stopping a motor vehicle from a starting speed to a standstill by a braking device of the motor vehicle is provided. The braking device is actuated to carry out a delay profile with at least two delay phases. During a delay increase phase the delay until a threshold delay is increased and during a delay decrease phase, lasting until standstill, the delay is reduced to zero. The temporal courses of the delay are determined during the delay increase and the delay decrease at least sectionally as nth degree polynomials, where n>0, depending on the starting speed, in such a way that a stopping duration, which represents a time duration necessary for emergency stopping, does not fall below a predetermined minimum stopping duration and a distance covered during the stopping duration does not exceed a predetermined maximum stopping distance.