METHOD AND DEVICE FOR CARRYING OUT AN AUTONOMOUS BRAKE APPLICATION IN A TWO-WHEEL MOTOR VEHICLE

Abstract

A method for carrying out an autonomous brake application in a two-wheel motor vehicle. In the method, the need for a vehicle deceleration is detected with the aid of a surroundings sensor system; depending thereon, a driver-independent vehicle deceleration is initiated; once the vehicle deceleration has been initiated, a driver readiness variable characterizing the readiness of the driver to control the vehicle deceleration maneuver is ascertained; and the temporal progression of the vehicle deceleration is continued depending on the driver readiness variable.

Claims

1-10. (canceled)

11. A method for carrying out an autonomous brake application in a two-wheel motor vehicle, comprising: detecting a need of a vehicle deceleration is detected using a surroundings sensor system; depending on the detecting of the need for the vehicle deceleration, initiating a driver-independent vehicle deceleration; once the vehicle deceleration has been initiated, ascertaining a driver readiness variable characterizing a readiness of the driver to control a vehicle deceleration maneuver; and discontinuing a temporal progression of the vehicle deceleration as a function of the driver readiness variable.

12. The method as recited in claim 11, wherein the surroundings sensor system includes a radar sensor system, or a LIDAR sensor system, or a video sensor system.

13. The method as recited in claim 11, wherein the driver readiness variable may assume at least two different values.

14. The method as recited in claim 13, wherein the driver readiness variable may assume three values, one of the three values signaling a state of the driver in which the driver is ready for the vehicle deceleration maneuver, another of the three values signaling a neutral state of the driver, and a remaining of the three values signaling a state of the driver in which the driver is not ready for the vehicle deceleration maneuver.

15. The method as recited in claim 14, wherein: in the ready state of the driver, an autonomous brake application is carried out using a planned setpoint braking force curve, in the neutral state of the driver, the autonomous brake application is carried out with the aid of a braking force curve, which, in comparison to the planned setpoint braking force curve, has a lower deceleration and/or a less intense jolt, and in the not ready state of the driver, the autonomous brake application is either: (i) aborted, or (ii) carried out with the aid of a braking force curve, which, in comparison to the braking force curve in the case of a neutral state of the driver, has a lower deceleration and/or a less intense jolt.

16. The method as recited in claim 11, wherein the driver readiness variable is ascertained after the initiation of the driver-independent vehicle deceleration based on output signals of an inertial sensor system mounted at the motor vehicle.

17. The method as recited in claim 11, wherein the driver readiness variable is ascertained after the initiation of the driver-independent vehicle deceleration based on a steering angle and/or a steering torque.

18. The method as recited in claim 11, wherein the driver readiness variable is ascertained after the initiation of the driver-independent vehicle deceleration based on output signals at pressure-sensitive contact sensors mounted at the motor vehicle.

19. The method as recited in claim 11, wherein the driver readiness variable is ascertained after the initiation of the driver-independent vehicle deceleration based on output signals of wheel speed sensors or compression travel sensors.

20. A device for carrying out an autonomous brake application in a two-wheel motor vehicle, the device configured to: detect a need of a vehicle deceleration is detected using a surroundings sensor system; depending on the detecting of the need for the vehicle deceleration, initiate a driver-independent vehicle deceleration; once the vehicle deceleration has been initiated, ascertain a driver readiness variable characterizing a readiness of the driver to control a vehicle deceleration maneuver; and discontinue a temporal progression of the vehicle deceleration as a function of the driver readiness variable.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In FIG. 1, the temporal sequence of one example embodiment of the present invention is represented.

[0025] In FIG. 2, a state diagram for three driver states is represented.

[0026] In FIG. 3, a schematic side view of a motorcycle is represented, including means motorcycle components, which are usable for the present invention.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

[0027] If an anticipatory sensor system initiates a braking maneuver, then, after the braking maneuver has been initiated, the response of the overall system made up of the vehicle and the driver may be ascertained with the aid of sensors located at the vehicle. On the basis of this ascertained response, the present state of the driver may be modeled. As a function of this driver state, the further braking maneuver may be parameterized. If it is detected that the driver is not ready for braking, the deceleration is reduced or entirely retracted, so that the maneuver remains controllable. Due to the fact that the automatic braking maneuver already begins before the assessment of the driver is completed, a considerable braking distance may be saved in the case of emergency brake applications having a strong deceleration.

[0028] The anticipatory sensor systems or surroundings sensor system may be a radar sensor system, a LIDAR sensor system, or a video sensor system. In addition, networked systems may be considered in the future to be virtual sensors, which may initiate an autonomous braking maneuver.

[0029] On the basis of the output signals of the surroundings sensor system, a setpoint deceleration is ascertained and a trigger signal is transmitted to the braking system, which initiates the braking maneuver. The braking system initiates the deceleration by reducing the engine torque or increasing the braking torque, without first knowing the state of the driver. In particular, a neutral driver state may be assumed. By measuring the overall system response, the state of the driver may be modeled. In a first step, for this purpose, a maneuver readiness of the driver is derived from the measurement results of the inertial sensor system. If, for example, a deceleration torque is applied and the driver has only one hand at the handlebar, the support torque of the driver effectuates a movement of the handlebar. This movement effectuates a change of the dynamics of the overall system made up of the driver and the vehicle, which is registered with the aid of an inertial measuring method. On the basis thereof, it may be inferred that the driver holds the handlebar with only one hand and, therefore, is not ready for the deceleration maneuver.

[0030] The model of the driver may contain, for example, three states, as represented in FIG. 2. There, block 200 represents the “neutral” state, block 201 represents the “not ready for maneuver” state, and block 202 represents the “ready for maneuver” state.

[0031] Depending on this state, during a triggered brake application, the setpoint brake application is carried out when the “ready for maneuver” driver state was detected. If the “not ready for maneuver” driver state was ascertained, a maneuver having an adapted deceleration is carried out. For example, the absolute value of the deceleration during the adapted brake application may be reduced as compared to the setpoint value. Additionally or alternatively, the jolt, i.e., the temporal derivative of the deceleration, may be reduced. If the state of the driver changes during the course of the maneuver, the braking maneuver may also be appropriately varied.

[0032] Moreover, in order to ascertain the driver state, the following sensor signals may be evaluated: [0033] a steering response of the vehicle may be ascertained on the basis of the steering angle and/or the steering torque, [0034] the pitch movement of the vehicle may be ascertained with the aid of a compression travel sensor system, [0035] wheel speed sensors, [0036] pressure-sensitive contact sensors, in order to measure the extent of the support at contact points such as, for example, at grips, knees, or feet.

[0037] FIG. 1 shows the temporal sequence of one embodiment of the present invention. After the start of the method in block 101, a surroundings detection is carried out in block 102. Therein, it is ascertained whether an automatic brake application or emergency brake application is necessary. If this is the case, an automatic brake application is started in block 103. If brake application is not necessary, there is a switch from block 103 back to block 102. On the basis of data gathered during the brake application, the instantaneous readiness of the driver to control the automatic brake application is ascertained in block 104 with the aid of a driver state model. Depending thereon, in block 105, a decision is made regarding the further course of the brake application. In FIG. 1, for this purpose, two possible curves of braking force over time are utilized, by way of example. If the driver state is ascertained as being ready for braking, the automatic brake application, which has begun, is continued in block 106 as planned with its setpoint profile. If the driver state is ascertained as not being ready for braking, however, the automatic brake application, which has begun, is carried out in block 107 only in a weakened form or is even aborted. The method ends in block 108.

[0038] FIG. 2 shows, in the form of a state graph, by way of example, the following states:

[0039] Block 200: neutral driver state

[0040] Block 201: “not ready for automatic braking maneuver” driver state

[0041] Block 202: “ready for automatic braking maneuver” driver state The bilaterally directed arrow connections between the three states indicate that a transition between the different states is also possible when the driver state changes during the automatic braking maneuver.

[0042] In FIG. 3, a schematic side view of a motorcycle is represented, including the following essential motorcycle components, which are usable for the present invention. [0043] 301: rear wheel brake [0044] 302: compression travel sensor at the rear wheel [0045] 303: brake control unit [0046] 304: engine control unit [0047] 305: front wheel brake [0048] 306: wheel speed sensor at the front wheel [0049] 307: compression travel sensor at the front wheel [0050] 308: surroundings sensor [0051] 309: steering angle sensor [0052] 310: steering torque sensor [0053] 311: evaluation unit for the driver state [0054] 312: inertial measuring method [0055] 313: wheel speed sensor at the rear wheel