# US 2023/0068079 A1 · Method for braking a vehicle for carrying passengers, control unit, and vehicle for carrying passengers > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 2023/0068079 A1 - Document ID: US20230068079A1 - Status: Published application - Kind: A1 - Application number: 17/795,239 - Filed: 2020-02-14 - Published: 2023-03-02 - Earliest claimed: 2020-02-14 - Assignees: ZF CV Systems Global GmbH - Applicants: ZF CV Systems Global GmbH - Inventors: Richard Matthaei; Thomas Dieckmann; Waldemar Kamischke; Janik Ricke - Web page: https://patentgrep.com/patent/US20230068079A1 ## CPC - B60T 7/12: for automatic initiation; for initiation not subject to will of driver or passenger {(limiting speed of vehicles other than rail vehicles B60K31/00)} - B60T 7/22: 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} - B60T 8/171: Detecting parameters used in the regulation; Measuring values used in the regulation - B60T 8/17558: {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)} - B60W 10/10: including control of change-speed gearings - B60W 10/184: with wheel brakes - B60W 30/09: Taking automatic action to avoid collision, e.g. braking and steering - B60T 2201/022: Collision avoidance systems - B60T 2201/12: Pre-actuation of braking systems without significant braking effect; Optimizing brake performance by reduction of play between brake pads and brake disc - B60T 2210/10: Detection or estimation of road conditions - B60T 2210/32: Vehicle surroundings - B60T 2250/00: Monitoring, detecting, estimating vehicle conditions - B60T 2250/04: Vehicle reference speed; Vehicle body speed - B60W 2520/10: Longitudinal speed - B60W 2520/105: Longitudinal acceleration - B60W 2540/01: Occupants other than the driver - B60W 2552/00: Input parameters relating to infrastructure - B60W 2710/10: Change speed gearings - B60W 2710/18: Braking system - B60T: VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL (electrodynamic brake systems for vehicle, in general B60L; brakes per se, i.e. devices where braking effect occurs, including ultimate brake actuators, F16D); ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES - B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT ## 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. ## Claims ### Claim 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 brief pulsed braking of the vehicle such that the passengers in the vehicle experience brief braking 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 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 of the braking phase. ### Claim 2 (depends on 1) The method as claimed in claim 1, wherein the actual ego deceleration in a respective partial braking region is set in-such a way that the actual jerk behaves degressively over all the partial braking regions of the braking phase. ### Claim 3 (depends on 1) 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. ### Claim 4 (depends on 1) The method as claimed in claim 1, wherein the actual jerk after the bringing about of the conditioning braking pulse and/or at least in the braking phase is less than 2 m/s3, preferably less than 1.5 m/s3, in particular less than 1.25 m/s3. ### Claim 5 (depends on 1) The method as claimed in claim 1, wherein the partial braking interval of the respective partial braking regions and/or the change in the actual ego deceleration between adjacent partial braking regions is changed to achieve a degressive behavior of the actual jerk. ### Claim 6 (depends on 2) 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 at least for a short time, wherein the limiting actual deceleration is between 1 m/s2 and 3 m/s2, and wherein the limiting actual deceleration is chosen in a vehicle-specific manner. ### Claim 7 (depends on 1) 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/s2 and 3 m/s2. ### Claim 8 (depends on 7) 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. ### Claim 9 (depends on 1) 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. ### Claim 10 (depends on 1) 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. ### Claim 11 (depends on 10) 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. ### Claim 12 (depends on 11) 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 abruptly. ### Claim 13 (depends on 12) 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 abruptly. ### Claim 14 (depends on 1) The method as claimed in claim 1, wherein the actual ego deceleration in the braking phase is set such a way that the actual ego deceleration increases to a maximum deceleration. ### Claim 15 (depends on 14) 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. ### Claim 16 (depends on 15) 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 in advance as a function of a steering angular velocity and/or as a function of position data, preferably combined with map data and/or as a function of roadway course data detected by a sensor system. ### Claim 17 (depends on 1) 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/s3 from a ramp-down time. ### Claim 18 (depends on 17) 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/s2 at a standstill time immediately before the standstill of the vehicle. ### Claim 19 (depends on 17) 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. ### Claim 20 (depends on 1) 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 driver who is not fit to drive, or a serious vehicle fault. ### Claim 21 (depends on 1) The method as claimed in claim 1, wherein the actual ego deceleration does not change abruptly 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 an actual ego deceleration of between 0.1 m/s2 and 2 m/s2. ### Claim 22 (depends on 1) A control unit for carrying out the method as claimed in claim 1. ### Claim 23 (depends on 22) A vehicle the control unit as claimed in claim 22, wherein the vehicle is configured to carry passengers who are standing and/or not strapped in, wherein the vehicle is a road vehicle and wherein the vehicle has a pneumatic braking system.