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WO2001072565A1 - Procede de detection d'une situation de freinage d'urgence ou de la presomption d'une situation de freinage d'urgence d'un vehicule - Google Patents

Procede de detection d'une situation de freinage d'urgence ou de la presomption d'une situation de freinage d'urgence d'un vehicule Download PDF

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Publication number
WO2001072565A1
WO2001072565A1 PCT/EP2001/003352 EP0103352W WO0172565A1 WO 2001072565 A1 WO2001072565 A1 WO 2001072565A1 EP 0103352 W EP0103352 W EP 0103352W WO 0172565 A1 WO0172565 A1 WO 0172565A1
Authority
WO
WIPO (PCT)
Prior art keywords
driver
foot
emergency braking
vehicle
brake
Prior art date
Application number
PCT/EP2001/003352
Other languages
German (de)
English (en)
Inventor
Peter Rieth
Alfred Eckert
Ronald Bayer
Original Assignee
Continental Teves Ag & Co. Ohg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE10060498A external-priority patent/DE10060498A1/de
Application filed by Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO2001072565A1 publication Critical patent/WO2001072565A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/3275—Systems with a braking assistant function, i.e. automatic full braking initiation in dependence of brake pedal velocity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/12—Pre-actuation of braking systems without significant braking effect; Optimizing brake performance by reduction of play between brake pads and brake disc

Definitions

  • the braking process is activated by actuating a
  • Actuator usually a brake pedal, triggered with the driver's foot.
  • brake assistants driver-assisted braking devices, so-called brake assistants. An attempt is made to detect the situation of emergency braking as early as possible in order to build up the maximum brake pressure as quickly as possible and to hold it until this situation is no longer recognized.
  • brake systems are known in which it is concluded from the movement behavior of the driver's brake foot before the brake is actuated how critical the driving situation is.
  • the accelerator pedal is moved rapidly backward, the is detected with a first sensor, associated with the release of the driver's foot from the accelerator pedal, which is detected with a second sensor, and a quick change of the foot to the brake pedal, which is detected with a third sensor, a dangerous traffic situation is assumed and a Full braking is automatically initiated before the brake pedal is touched.
  • jerk uncomfortable vehicle reaction
  • This system does not provide sufficient support for the driver when driving with automatic vehicle speed control (ACC, Adaptive Cruise Control).
  • a brake system is to be activated automatically in accordance with suitable sensor signals, the brake pressure depending on suitable parameters, such as the position or change in position of the driver's foot in the area of the brake pedal and / or the force exerted by the driver's foot on the brake pedal and / or a safety variable that is described by a preceding vehicle.
  • suitable parameters such as the position or change in position of the driver's foot in the area of the brake pedal and / or the force exerted by the driver's foot on the brake pedal and / or a safety variable that is described by a preceding vehicle.
  • the situation analysis begins at the earliest when the driver's foot moves in the area of the brake pedal.
  • the object is achieved in that in a method for recognizing an emergency braking situation or a suspected emergency braking situation of a vehicle, in which the movement of a driver's foot is evaluated, a backward movement of the driver's foot away from an accelerator pedal or accelerator pedal is detected and as a criterion for recognizing one Emergency braking situation or suspected emergency braking situation is evaluated. This measure enables an early and reliable detection of an emergency braking situation.
  • a forward movement of the driver's foot towards a brake pedal of the vehicle is additionally detected and evaluated as a criterion for recognizing an emergency braking situation or a suspected emergency braking situation.
  • a backward movement or forward movement of the driver's foot here means a movement relative to the vehicle operating device, which lies at least approximately in the operating direction of the vehicle operating device itself. Accordingly, this does not mean the movement of the driver's foot away from the accelerator pedal in the direction of the brake pedal, but in particular means a backward movement away from an accelerator pedal of the vehicle in the release direction of the accelerator pedal or a forward movement towards a brake pedal of the vehicle in the brake actuation direction of the brake pedal.
  • the distance between the driver's foot and the accelerator pedal surface and / or the brake pedal surface is determined according to the invention.
  • the speed and / or acceleration of the driver's foot movement is detected and evaluated. This means that an emergency braking situation can be recognized very early, but still relatively reliably.
  • a suspicion of an emergency braking situation is considered to be recognized when a speed that is greater than a predetermined speed limit value and / or an acceleration has been detected for the backward movement of the driver's foot away from the accelerator pedal is greater than a predetermined acceleration limit.
  • the speed of a change in the accelerator pedal position that is to say releasing the accelerator pedal (accelerator pedal release speed), or variables derived therefrom, such as accelerator pedal acceleration, is recorded and evaluated as an additional criterion for recognizing an emergency braking situation or a suspected emergency braking situation ,
  • Traffic scenario around the vehicle means that it is recorded around one's own vehicle, especially in front of the vehicle, and is evaluated as an additional criterion for recognizing an emergency braking situation or a suspected emergency braking situation.
  • the traffic scenario can be detected, for example, with radar / infrared / camera sensors. After that, a hazard or
  • Safety assessment in particular a determination of a hazard potential, carried out and the result further processed in a suitable, further logic.
  • trigger criteria for the brake assist function are changed according to the invention, in particular for a predetermined period of time.
  • a period of 0.5 to 1 sec. Is preferably specified for the change of the trigger criteria.
  • the brake assistant trigger criteria in particular in the form of trigger thresholds for a brake assistant entry, are then changed in the direction of an earlier brake assistant intervention.
  • Another possibility is to brake the vehicle, i.e. Apply the brake pads to the brake disc for a predetermined period of time with a defined braking force, this also depending on the
  • Relative speed driver foot / brake pedal can take place.
  • the braking force can be very low, for example 5 to 20 bar brake pressure is applied. ABS control is generally not yet required in this pressure range. Alternatively or additionally, according to the invention, this can also be done Engine braking torque can be increased by an appropriate intervention in the engine management.
  • Danger potential for actuating the brake pedal is determined individually by the driver.
  • an overall hazard potential (overall degree for the suspicion of an emergency braking situation) is then determined in a corresponding logic.
  • hazard potentials from the three considerations of the backward movement, the traffic scenario and the brake pedal actuation mentioned above
  • Corresponding three system components of a brake control system can take place in that one or more hazard potentials are formed from the pedal motion or foot motion analysis and this with the hazard potential (s) from the recorded traffic scenario (in front of the vehicle, next to or behind the vehicle) by means of addition or Maximum value formation or fuzzy logic, neural networks, via if-then relationships or decision matrices.
  • the brake system can be preconditioned.
  • the brake system is set with a view to a subsequent brake pressure request from the driver and / or a brake pressure control system so that a subsequent, rapid braking of the vehicle is made possible.
  • it is provided to change the brake system reinforcement and to apply an additional, suitable braking force to the wheel brakes of the vehicle independently of the driver.
  • the measures mentioned can be introduced relatively early and the impact relatively strong. For example, if the vehicle in front decelerates sharply and the accelerator pedal movement or the accelerator pedal / foot moves relatively quickly, a high one. Delay offset (offset), preferably approx.
  • ABS controlled braking system
  • Active, third-party brake systems are, in particular, electro-hydraulic brakes (EMS, brake system with hydraulic wheel brakes that can be acted upon by brake pressure from an external energy source, the brake pedal being hydraulically decoupled from the external energy source in the normal braking case), optimized hydraulic
  • OLB brake system with hydraulic wheel brakes, which are hydraulically connected to the brake pedal in the normal case of braking, with the brake booster being provided by hydraulic brake boosters
  • EMB electromechanical brakes
  • Wheel brakes with a mechanically / hydraulically decoupled brake pedal can be predetermined or changed technically relatively easily, so that the driver can achieve a faster build-up of brake pressure.
  • At least the braking system can be put on standby, i.e. Actuators can be energized, the brakes can be applied, for example with the EMB, or the hydraulic wheel brakes can be pre-filled (EMS or OHB).
  • the brake system gain and the offset can also be influenced as a function of the accelerator release speed.
  • the automatic braking process remains essentially non-reactive to the brake pedal.
  • This method can therefore be provided, in particular, for active brake systems capable of interference, in which the brake pressure is generated or at least increased by an external energy source.
  • the object is also achieved by a device for braking a vehicle with a brake control system, with sensors for detecting the movement of a driver's foot, in which at least one first sensor for detecting a backward movement of the driver's foot away from an accelerator pedal and optionally at least a second sensor for Detection of a forward movement of the driver's foot towards a brake pedal is provided, to which an evaluation unit is assigned, for evaluating the signals of the first and optionally second sensor and for recognizing an emergency braking situation or a suspected emergency braking situation, which evaluation unit in .
  • Connection is with a brake influencing device, for conditioning the brake system or increasing the brake pressure in the event of a recognized emergency braking situation or if an emergency braking situation is suspected.
  • any device can be used as a sensor, with which the movement of the driver's foot above the accelerator pedal can be monitored and measured.
  • the sensor can be an infrared sensor, which measures the foot distance from the sensor with the aid of an infrared beam.
  • a short-range distance sensor in particular a capacitive distance sensor, is used as the sensor, which is preferably connected to the gas or Brake pedal is arranged. With the capacitive sensor, the field changes resulting from the movement of the driver's foot (different field resistance of the foot) are determined.
  • Another possibility can be to measure at least the distance to the pedal using Hall probes.
  • Optical sensors or ultrasonic sensors can also be used.
  • an accelerator pedal of a vehicle which has a distance sensor for sensing the distance of the driver's foot from the accelerator pedal.
  • a particularly simple arrangement for the sensor on the accelerator pedal results from the fact that the sensor itself is protected by the accelerator pedal or else monitors the space above the accelerator pedal through a passage opening in the accelerator pedal through which it emits the signals. If you want to avoid that a single sensor monitors the movement of the foot, one sensor (distance sensor) can determine the distance of the foot from the accelerator pedal in height and another sensor (contact sensor) determine the detachment of the foot from the accelerator pedal before the actual backward movement.
  • Fig.l an accelerator pedal with a distance sensor
  • FIG. 1 shows the inner surface of a vehicle in the floor area of the accelerator pedal. This is limited by the bulkhead 1, which is stationary with respect to the Vehicle chassis is. On the bulkhead 1 or on another part fixed to the vehicle, an accelerator pedal lever 3 is pivotably arranged via a pivot bearing 2.
  • the accelerator pedal lever 3 is provided with an accelerator pedal 4.
  • In the accelerator pedal 4 there is a through opening 5, at the left end of which in FIG. 1 a distance sensor 6 is arranged.
  • This sensor 6 can be an infrared sensor, an ultrasound sensor, an optical sensor, a capacitive sensor or another suitable sensor.
  • the sensor 6 emits, for example, a field 7 which, in a highly simplified manner, is approximately spherical.
  • the sensor 6 can also emit an elliptical field.
  • the sensor 6 is provided with a device, not shown, with which the distance S of the lower shoe surface 8 of the foot 9 to the accelerator pedal 4 can be determined.
  • the speed and the acceleration of the foot 9 with respect to a reference point, preferably the surface of the accelerator pedal 4, can also be determined by means of corresponding evaluation or calculation devices, not shown.
  • the sensor 6 can also be arranged elsewhere in the floor space, for example on the bulkhead below the accelerator pedal 4.
  • a capacitive sensor is preferably used as sensor 6.
  • electrodes which act capacitively to one another are laid out flat on the side of the accelerator pedal 4 facing the foot 9. These electrodes can be two larger, essentially arranged in one plane, spaced apart capacitive surfaces or two surfaces nested, for example, in a spiral manner.
  • a measuring frequency is applied to the capacitor. Due to the approaching foot 9, the field (capacitance) is detuned due to its dielectric constant which differs from the surroundings, so that the backward movement of the foot can be measured. Another option is to use an ultrasonic sensor. The position of its membrane should be roughly the same as that facing the foot Complete the boundary edge of the through opening 5 so that the ultrasonic transducer is fitted into the through opening.
  • a hazard potential ⁇ is determined in accordance with the detected relative foot movement away from the accelerator pedal 1.
  • the speed V of the foot 3 is evaluated and evaluated in relation to the distance S of the foot 9 from the accelerator pedal 4 and, if necessary, a time-limited, e.g. for a period of 0.5 to 1 sec,
  • FIG. 2 A plot of the speed V of the driver's foot 9 in relation to the distance S of the foot 9 from the accelerator pedal 4 is shown in FIG. 2.
  • the size of the distance from the abscissa represents the speed V, the values above the abscissa the speed of the backward movement of the foot 9 away from the accelerator pedal 4 and the values below the abscissa the speed of the
  • the path S thus designates on the one hand the distance to the accelerator pedal 4 and on the other hand the distance to the brake pedal.
  • a typical panic foot movement can be characterized by the following equation of motion:
  • V ⁇ 2 «S» a
  • a hazard computer 15 of the vehicle surroundings sensor system for example a radar, forms a hazard potential ⁇ i from the distance d and the derived variables relative speed d 'or relative acceleration d''of the vehicle to an obstacle, in particular a vehicle traveling in front or stationary. If, for example, a vehicle in front brakes at a short distance from your own vehicle, the risk potential ⁇ i is large (against 1). When driving freely, it is 0.
  • a footwell monitor 16 for example by analyzing the movement of the driver's foot 9 away from the accelerator pedal 4, given by the distance S and the relative foot speed V or acceleration a and pedal speed P or acceleration P 'of the accelerator pedal 4, determines a further hazard potential ⁇ 2 . If the foot 9 moves quickly away from the accelerator pedal 4, the risk potential ⁇ 2 is high (against 1). As an additional criterion, the time period T between the rapid release of the accelerator pedal and the reaching of the brake pedal (time for the transfer movement) can also be taken into account.
  • a relative foot speed U in relation to the brake pedal, given by a distance S, the relative foot speed U or acceleration U 'could also be considered (not shown in FIG. 3).
  • the “classic” brake assistant 17 analyzes the movement of the
  • Brake pedal (pedal speed X or acceleration X ") and, together with, for example, the driving speed of your own vehicle, also generates a risk potential ⁇ 3 .
  • these different hazard potentials are weighted according to their situation-related relevance, coordinated (for example over time) and implemented in a braking intervention.
  • This implementation takes place in a change in the brake system gain B and a brake force offset F.
  • the change in the gain B in FIG. 19 is shown in FIG. 19 (EHB pedal characteristic / amplifier characteristic: force-displacement diagram). indicated by an arrow, which represents a shift of the curve in the direction of greater gain.
  • the changed gain B and the brake force offset F vorha n is superimposed (point 20) and influence the electronic brake control system 21 in the sense of an early, situation-appropriate build-up of a relatively high brake pressure.
  • the brake pressure in the individual wheel brakes is then regulated according to the known methods of electronic brake control systems, which regulate, for example, the braking force distribution between the front axle and the rear axle. If an emergency braking situation is detected, an ESP system that may be present can also be influenced and / or an active intervention in the engine management can take place. In addition, further actions are conceivable with regard to a possible impending collision with another vehicle or obstacle or an active intervention in the vehicle steering.
  • the driver can also receive feedback about a critical situation in the form of perceptible signals or stimuli, for example in the form of a change in vehicle behavior, such as a sudden braking of the vehicle by rapidly applying a relatively large braking pressure to the wheel brakes.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un procédé de détection d'une situation de freinage d'urgence ou de la présomption d'une situation de freinage d'urgence d'un véhicule, selon lequel on évalue le déplacement du pied du conducteur. L'invention est caractérisée en ce que l'on détecte tout mouvement de recul du pied du conducteur par rapport à la pédale d'accélération du véhicule et on l'évalue comme critère de reconnaissance d'une situation de freinage d'urgence ou de la présomption d'une situation de freinage d'urgence.
PCT/EP2001/003352 2000-03-27 2001-03-23 Procede de detection d'une situation de freinage d'urgence ou de la presomption d'une situation de freinage d'urgence d'un vehicule WO2001072565A1 (fr)

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
DE10015237.6 2000-03-27
DE10015237 2000-03-27
DE10016683 2000-04-04
DE10016683.0 2000-04-04
DE10027552.4 2000-06-02
DE10027552 2000-06-02
DE10060498.6 2000-12-06
DE10060498A DE10060498A1 (de) 2000-03-27 2000-12-06 Verfahren zum Erkennen einer Notbremssituation oder eines Verdachts einer Notbremssituation eines Fahrzeugs

Publications (1)

Publication Number Publication Date
WO2001072565A1 true WO2001072565A1 (fr) 2001-10-04

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PCT/EP2001/003352 WO2001072565A1 (fr) 2000-03-27 2001-03-23 Procede de detection d'une situation de freinage d'urgence ou de la presomption d'une situation de freinage d'urgence d'un vehicule

Country Status (1)

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Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006525174A (ja) * 2003-03-26 2006-11-09 コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト 車両用の電子制御システム及び車両システムで運転者に依存しない少なくとも１つの介入を算出する方法
WO2012025310A1 (fr) * 2010-08-27 2012-03-01 Robert Bosch Gmbh Système de commande de puissance pour un moteur d'entraînement d'un véhicule automobile
CN105866341A (zh) * 2016-05-06 2016-08-17 深圳市元征科技股份有限公司 基于鞋子的异味气体数据处理方法、装置及智能鞋
CN107117144A (zh) * 2017-04-07 2017-09-01 江苏理工学院 一种制动感觉压电元件调节式制动踏板机构
CN107139902A (zh) * 2017-04-07 2017-09-08 江苏理工学院 一种可调式踏板感觉模拟器及其汽车制动踏板机构
CN107139904A (zh) * 2017-04-07 2017-09-08 江苏理工学院 一种制动感觉有级可调式制动踏板机构
CN107139905A (zh) * 2017-04-07 2017-09-08 江苏理工学院 一种二阶段踏板感觉模拟器及其汽车制动踏板机构
CN107161121A (zh) * 2017-04-07 2017-09-15 江苏理工学院 一种三阶段踏板感觉模拟器及其汽车制动踏板机构
CN107161123A (zh) * 2017-04-07 2017-09-15 江苏理工学院 一种可调式阻尼踏板感觉模拟器及其汽车制动踏板机构
CN107161122A (zh) * 2017-04-07 2017-09-15 江苏理工学院 一种制动感觉脉冲电磁阀调节式制动踏板机构
CN114056090A (zh) * 2020-08-05 2022-02-18 比亚迪股份有限公司 一种加速踏板防误踩方法、系统及车辆
CN114701457A (zh) * 2022-04-28 2022-07-05 东风汽车集团股份有限公司 一种适配自适应巡航和定速巡航的踏板响应系统及方法
CN118258435A (zh) * 2024-05-28 2024-06-28 中汽研汽车检验中心(宁波)有限公司 一种汽车乘员舱数据采集系统

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DE19609742A1 (de) * 1996-03-13 1997-09-18 Peter Luepges Vorrichtung zum Bremsen
DE19633736A1 (de) * 1996-08-21 1998-02-26 Teves Gmbh Alfred Selbsttätig aktivierte Bremsanlage
US5921641A (en) * 1993-07-03 1999-07-13 Luepges; Peter Braking device
EP0933269A1 (fr) * 1998-01-31 1999-08-04 DaimlerChrysler AG Procédé et dispositif pour le freinage des véhicules
DE19817326A1 (de) * 1998-04-18 1999-10-21 Continental Teves Ag & Co Ohg Verfahren zum Verkürzen des Bremsgeweges

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Publication number Priority date Publication date Assignee Title
US5921641A (en) * 1993-07-03 1999-07-13 Luepges; Peter Braking device
DE19609742A1 (de) * 1996-03-13 1997-09-18 Peter Luepges Vorrichtung zum Bremsen
DE19633736A1 (de) * 1996-08-21 1998-02-26 Teves Gmbh Alfred Selbsttätig aktivierte Bremsanlage
EP0933269A1 (fr) * 1998-01-31 1999-08-04 DaimlerChrysler AG Procédé et dispositif pour le freinage des véhicules
DE19817326A1 (de) * 1998-04-18 1999-10-21 Continental Teves Ag & Co Ohg Verfahren zum Verkürzen des Bremsgeweges

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006525174A (ja) * 2003-03-26 2006-11-09 コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト 車両用の電子制御システム及び車両システムで運転者に依存しない少なくとも１つの介入を算出する方法
WO2012025310A1 (fr) * 2010-08-27 2012-03-01 Robert Bosch Gmbh Système de commande de puissance pour un moteur d'entraînement d'un véhicule automobile
CN105866341A (zh) * 2016-05-06 2016-08-17 深圳市元征科技股份有限公司 基于鞋子的异味气体数据处理方法、装置及智能鞋
CN107161121B (zh) * 2017-04-07 2019-08-23 江苏理工学院 一种三阶段踏板感觉模拟器及其汽车制动踏板机构
CN107161122B (zh) * 2017-04-07 2019-09-06 江苏理工学院 一种制动感觉脉冲电磁阀调节式制动踏板机构
CN107139904A (zh) * 2017-04-07 2017-09-08 江苏理工学院 一种制动感觉有级可调式制动踏板机构
CN107139905A (zh) * 2017-04-07 2017-09-08 江苏理工学院 一种二阶段踏板感觉模拟器及其汽车制动踏板机构
CN107161121A (zh) * 2017-04-07 2017-09-15 江苏理工学院 一种三阶段踏板感觉模拟器及其汽车制动踏板机构
CN107161123A (zh) * 2017-04-07 2017-09-15 江苏理工学院 一种可调式阻尼踏板感觉模拟器及其汽车制动踏板机构
CN107161122A (zh) * 2017-04-07 2017-09-15 江苏理工学院 一种制动感觉脉冲电磁阀调节式制动踏板机构
CN107117144A (zh) * 2017-04-07 2017-09-01 江苏理工学院 一种制动感觉压电元件调节式制动踏板机构
CN107161123B (zh) * 2017-04-07 2019-08-23 江苏理工学院 一种可调式阻尼踏板感觉模拟器及其汽车制动踏板机构
CN107139902A (zh) * 2017-04-07 2017-09-08 江苏理工学院 一种可调式踏板感觉模拟器及其汽车制动踏板机构
CN107139904B (zh) * 2017-04-07 2019-09-10 江苏理工学院 一种制动感觉有级可调式制动踏板机构
CN107117144B (zh) * 2017-04-07 2019-09-10 江苏理工学院 一种制动感觉压电元件调节式制动踏板机构
CN114056090A (zh) * 2020-08-05 2022-02-18 比亚迪股份有限公司 一种加速踏板防误踩方法、系统及车辆
CN114056090B (zh) * 2020-08-05 2024-07-16 比亚迪股份有限公司 一种加速踏板防误踩方法、系统及车辆
CN114701457A (zh) * 2022-04-28 2022-07-05 东风汽车集团股份有限公司 一种适配自适应巡航和定速巡航的踏板响应系统及方法
CN114701457B (zh) * 2022-04-28 2023-05-16 东风汽车集团股份有限公司 一种适配自适应巡航和定速巡航的踏板响应系统及方法
CN118258435A (zh) * 2024-05-28 2024-06-28 中汽研汽车检验中心(宁波)有限公司 一种汽车乘员舱数据采集系统

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